nafs septeber 2011

ΝΑΥΣν α υ τ ι λ ι α κ ό κ α ι ο ι κ ο ν ο μ ι κ ό π ε ρ ι ο δ ι κ ό

S H I P P I N G P O R T A L

ΤΕΥΧΟΣ 82ΣΕΠΤΕΜΒΡΙΟΣ 2011

TED PETROPOULOS2011 - Research and AnalysisGreek Shipping Companies

ΚΩΣΤΑΣ ΔΟΥΚΑΣΣανίδα σωτηρίας και πάλι

οι Εφοπλιστές

POSIDONIA SEA TOURISM FORUM

2ο συνέδριο Ιούνιος 2013

GERMANISCHER LLOYDCounts 100 million GT classified

ΚΩ

Δ. Γ

.Γ.2

229

ISS

N 1

107

- 317

9

Dimitris VranopoulosNikos Theodorou

“Heading forward in good and bad times with experience and professionalism”.

www.nafsgreen.gr

Key Features Anti-Pirate water cannon

Marine Protection System - MPS

Phone: + 46 31 338 7530E-mail: [email protected]: www.scanjet.se

• Protects your crew and ship

• Visable, non provocative, non lethal anti-piracy jet

• Proven system to more than 80 vessels

• No need for manual operation

• Easy mounting without hot work

• Individually adjusted machine length and horizontal position

• Easy removable after use

• Adjustable rotating speed

• 180o optimised downward operation

• Can be combined with barbed wire

• Ideal for sunken deck protection

• Class approval services

• VRC (remote control valves) system can be quoted as option

09.2011περιεχόμενα

Περιοδικό ΝΑΥΣΔΙΜΗΝΙΑΙΟ ΝΑΥΤΙΛΙΑΚΟ & ΟΙΚΟΝΟΜΙΚΟ ΠΕΡΙΟΔΙΚΟΣεπτέμβριος 2011ΠΕΡΙΟΔΟΣ Β, ΕΤΟΣ 15ο - ΤΕΥΧΟΣ 82Καράμπαμπα 12, Άγιος Δημήτριος, 17343τηλ: 2104286606fax: 2104286610e-mail: [email protected]: www.nafsgreen.grΙδρυτής: ΚΩΣΤΑΣ ΔΟΥΚΑΣΙδιοκτήτης - Εκδότης: ΝΙΚΟΣ Κ. ΔΟΥΚΑΣΔιεύθυνση Παραγωγής: Περιοδικό ΝΑΥΣ.

Το περιοδικό ΝΑΥΣ εκτυπώνεται σε ανακυκλωμένο οικολογικό χαρτί χωρίς πλαστικοποιήσεις και βερνίκια που επιβαρύνουν το περιβάλλον.

NAFS magazine is printed on recycled eco paper without lamination and varnish for the protection of the environment.

Ετήσια συνδρομή εσωτερικού 50 ευρώ. Ετήσια συνδρομή εξωτερικού USD 70. NAFS, SSN 1107-3179.Απαγορεύεται η αναδημοσίευση, η αναπαραγωγή, ολική, μερική ή περιληπτική, ή κατά παράφραση με οποιοδήποτε τρόπο, χωρίς προηγούμενη γραπτή άδεια του εκδότη, εκτός αν αναφέρεται το περιοδικό ΝΑΥΣ ή το www.nafsgreen.gr ως πηγή των πληροφοριών αυτών. Οι απόψεις των συνεργατών και αρθρογράφων της ΝΑΥΣ και του www.nafsgreen.gr δεν απηχούν κατ’ ανάγκη και τις θέσεις του περιοδικού.

Καμία πατρίδα για τους μελλοθάνατους Marine Plus S.A. : Your global partner in shiprepair & technical services

JNE Marine : We are always committed to our clientsΣανίδα σωτηρίας και πάλι ο εφοπλισμός

AQUA Titanium-plate freshwater generator

DNV report warns the era of cheap oil is coming to an end

RINA granted US Coast Guard US flag approval

GL counts 100 million GT classified

γράφει ο Κώστας Δούκας

2ο Συνέδριο - Ιούνιος 2013

2011 – Research and Analysis: Greek shipping companies

mirror Cover story

ίσαλος γραμμή

Alfa LavalElisabeth Harstad

Rina

Germanischer LLoydταξίδι στη γνώση

Posidonia Sea tourist forum

financial focus

06. 36.

08.

26.64.

60.

30.67.

28.

12.

by Ted Petropoulos

Ήδη πέρασαν σχεδόν δύο χρόνια που η πάλλαι ποτέ σοσιαλιστική κυβέρνηση καταβάλει ακάματες προσπάθειες για τη μη επανίδρυση του μεγαλύτερου και σπουδαιότερου ελληνικού Υπουργείου της μεγάλης μας εμπορικής ναυτιλίας. Η βαριά μας βιομηχανία, η ναυτιλία, ο εθνικός πυλώνας στήριξης της οικονομίας του τόπου, υπέστη έξωση, και με συμπεριφορά πλήρως απαξιωτική οδηγήθηκε σε μία μικρή πόρτα ενός άσχετου Υπουργείου, αφού πρωτίστως πέρασε από το κατώφλι των θαλασσίων υποθέσεων και άλλων τέτοιων απαξιωτικών χαρακτηρισμών.

Ακόμα και ο πρώην αναπληρωτής υπουργός Ανάπτυξης, Ανταγωνιστικότητας και Ναυτιλίας κ. Χάρης Παμπούκης υπέβαλλε την παραίτησή του υποστηρίζοντας ότι είναι εθνικής σημασίας υπόθεση η επανασύσταση του ΥΕΝ για να μπορέσει να πάει μπροστά αυτός ο τόπος. “Επί δύο μήνες κατέβαλλα προσπάθειες να ανασυγκροτήσω ένα εθνικά ωφέλιμο τομέα. Εντούτοις, δεν μπορούσαν να έχουν το επιδιωκόμενο αποτέλεσμα χωρίς την αναγκαία πολιτική συγκρότηση μέσω της επανασύστασης του Υπουργείου Ναυτιλίας. Ενός, δηλαδή, θεσμικού εργαλείου του κράτους. Πρόσφατα διατύπωσα δημοσίως με καθαρότητα και παρρησία την πρόταση για την επανασύσταση του Υπουργείου Ναυτιλίας, η οποία υπηρετεί το προφανές. Σήμερα, κύριο ζητούμενο είναι η ανάπτυξη και η ναυτιλία

Καμία πατρίδα για τους μελλοθάνατους

06 NAFS issue 4/2011

mirror

μπορεί να συμβάλλει στην επίτευξη αυτού του στόχου” αναφέρει επί λέξει στην επιστολή παραίτησής του προς τον πρωθυπουργό. Η απάντηση όμως ήρθε δια στόματος Χρήστου Παπουτσή, και ο καθένας μπορεί να βγάλει τα συμπεράσματά του. “Δέχομαι υπονόμευση από μέλη της κυβέρνησης που εγείρουν θέμα επανασύστασης του υπουργείου Ναυτιλίας με ενσωμάτωση και του λιμενικού”...

Όποιος λοιπόν τολμά να ζητά το αυτονόητο για την επανεκκίνηση της οικονομίας αυτού του τόπου, υπονομεύει το θεάρεστο έργο της πατριωτικής κυβέρνησης του ΠΑΣΟΚ. Η επανίδρυση του ΥΕΝ αποτελεί ενδεχομένως και πράξη εσχάτης προδοσίας προς το κυβερνητικό έργο. Αν προσθέσουμε στην μαγική αυτή συνταγή και σχεδόν έναν φόρο το δίμηνο που ισοδυναμεί με την απώλεια ένος ολόκληρου μισθού κάθε φορά, ολοκληρώνεται το πατριωτικό σχέδιο της δίκαιης και φιλολαϊκής κυβέρνησης που από τα πολλά ψέματα έχει χάσει πια κάθε μέτρο. Δυστυχώς, σαν το έργο του Κοέν, προσπαθούν να μας κάνουν να πιστέψουμε ότι όλοι οι Έλληνες βρεθήκαμε στο λάθος μέρος την λάθος στιγμή.

Όμως εμείς είμαστε στην πατρίδα μας και πρέπει να υπερασπιστούμε το δόγμα του Ηρόδοτου “ΕΧΟΥΜΕ ΓΗ ΚΑΙ ΠΑΤΡΙΔΑ ΟΣΟ ΕΧΟΥΜΕ ΠΛΟΙΑ ΚΑΙ ΘΑΛΑΣΣΑ”. Και για εκείνους που δίνουν καθημερινά την

πατριωτική τους μάχη για την Ελλάδα ενώ αψηφούν συστηματικά την ένδοξη αρχαία και σύγχρονη ιστορία της θαλασσοκρατίας των Ελλήνων τους αξίζει η τιμωρία από τον Ελληνικό λαό όχι για λίγο αλλά για πάντα. Για να δικαιωθούν οι παλιοί και να παραδειγματιστούν οι νεώτεροι.

Η Ελλάδα αν στέκεται ακόμα όρθια στα πόδια της στέκεται χάρι στους απίθανους αυτούς ανθρώπους που λέγονται ΈΛΛΗΝΕΣ Εφοπλιστές, και όχι στους επέσχυντους δανειστές μας.

Μία κυβέρνηση που είναι αδιάφορη για τον θησαυρό που έχει στα χέρια της ώστε να σώσει αυτόν τον τόπο δεν έχει θέση όχι μόνο σε αυτή την πατρίδα αλλά σε καμία. Η επόμενη κυβέρνηση που θα προκύψει - όποια και αν είναι - μετά τον σχεδόν βέβαιο θάνατο του έμπρακτου σοσιαλισμού που ζούμε στο πετσί μας καθημερινά, έχει μία αποστολή την επομένη της ανάληψης της εξουσίας. Την επανίδρυση του Εθνικού Υπουργείου Εμπορικής Ναυτιλίας.

Αλλιώς καμία πατρίδα για τους μελλοθάνατους...σε όποιο κόμμα και αν ανήκουν, όπως και αν λέγονται.

Νίκος Κ. Δούκας

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

oil waterseparator

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www.epe.gr • [email protected]

Η παραπαίουσα κυβέρνηση του κ. Γ. Παπανδρέου,

ακροβατούσα μεταξύ συντεταγμένης πτώχευσης

και εξόδου από την ευρωζώνη σύμφωνα με

ενορχηστρωμένες επιθέσεις υψηλών αξιωματούχων

της Ευρωπαϊκής Ένωσης, χρησιμοποίησε τις

εκδηλώσεις της Διεθνούς Εκθέσεως Θεσσαλονίκης

για να ζητήσει από τους εφοπλιστές να βοηθήσουν,

όχι μόνο με επενδύσειες αλλά και με άλλες μορφές

οικονομικής συμβολής, ώστε να ξεπερασθεί η

κρίση. Σύμφωνα με έγκυρες πληροφορίες μας

μέχρι στιγμής δεν έχει γίνει καμμία επίσημη επαφή

κυβερνητικών στελεχών με την Ένωση Ελλήνων

Εφοπλιστών, ούτε καν διερευνητικού χαρακτήρος

για τη μεθόδευση μια τέτοιας οικονομικής

προσφοράς. Εφοπλιστικοί κύκλοι ανέφεραν ότι ο

εφοπλισμός οσάκις εκλήθη από την πολιτεία να

εισφέρει σε δύσκολες για το έθνος περιστάσεις,

έπραξε το καθήκον του. Άλλωστε και κάτω από

τις σημερινές εξαιρετικά δύσκολες συνθήκες για

τη χώρα, οι Έλληνες εφοπλιστές δεν εξαιρέθηκαν

καμμίας επιβαρύνσεως, όπως και οι λοιποί

Έλληνες πολίτες, δεδομένου ότι και μεγάλη ακίνητη

περιουσία διαθέτουν και σημαντικές επιχειρηματικές

δραστηριότητες, ενώ δεν είναι λίγοι οι εφοπλιστές οι

οποίοι πραγματοποιούν επενδύσεις, όπως π.χ. το

Ίδρυμα Νιάρχου, ύψους 600 εκ. ευρώ.

Πέραν τούτου το εισαγόμενο από τη ναυτιλία

ετήσιο συνάλλαγμα υπερβαίνει κατά μέσο όρο

τα 15 δισ. ευρώ. Η συγκεκριμένη αναφορά

του ίδιου του πρωθυπουργού στον ελληνικό

εφοπλισμό ως σανίδας σωτηρίας κάτω από τις

σημερινές εξαιρετικά δύσκολες περιστάσεις που

διέρχεται η χώρα, προσκρούει στην ανεξήγητη

άρνηση της κυβέρνησης να επανασυστήσει

το υπουργείο Εμπορικής Ναυτιλίας περί του

οποίου στη συνέχεια, οι ίδιοι εφοπλιστικοί

κύκλοι ανέφεραν ότι η επιβάρυνση της ακίνητης

περιουσίας αποτελεί αντικίνητρο για εφοπλιστικές

επενδύσεις στην Ελλάδα, διότι οι εφοπλιστές

αγοράζουν ακίνητα όχι για το θεαθήναι, αλλά για

να αποκτήσουν επιχειρηματικά εργαλεία και να

χρηματοδοτηθούν από τις τράπεζες. Αν η αγορά

ακινήτων χειροτερεύσει στην Ελλάδα, οι εφοπλιστές

θα υποχρεωθούν να ενεργοποιήσουν τις αγορές

τους στο εξωτερικό, όπου υφίσταται σταθερό

νομοθετικό και φορολογικό πλαίσιο. Και ενώ η

κυβέρνηση, λαϊκίζουσα μάλλον, ζητεί τη βοήθεια

των Ελλήνων εφοπλιστών να συμβάλλουν λόγω

του πλούτου τους στο ξεπέρασμα της κρίσης,

χωρίς να λέει για τους βιομήχανους κάτι ανάλογο

για τις τράπεζες, για τις μεγάλες επιχειρήσεις

τροφίμων κλπ, θεωρείται ακατανόητη η αντίδρασή

της να επανασυστήσει στην παραδοσιακή

του μορφή και επιτυχημένη λειτουργία του το

υπουργείο Εμπορικής Ναυτιλίας. Πέραν του ότι η

επανασύσταση του ΥΕΝ αποτελεί καθολικό αίτημα

του ναυτιλιακού κόσμου, ο οποίος δεν μπορεί να

λειτουργήσει με το παράδοξο διοικητικό σχήμα, που

επενόησαν οι μαθητευόμενοι μάγοι των ναυτιλιακών

μας πραγμάτων, οι οποίοι προσέδωσαν μια

σειρά ανόητων τίτλων στο υπουργείο αυτό

από ΥΕΝΑΝΠ σε ΥΟΕΝ, κατόπιν σε ΕΘΥΝΑΛ

και τελευταία ΥΠΑΑΝ και αφού υπήγαγαν το

βασικό εργαλείο του ΥΕΝ, το Λιμενικό Σώμα, στο

υπουργείο Προστασίας του Πολίτη, τελικά έφθασαν

μέχρι και του απροσδόκητου αποτελέσματος

να δεχθούν ακόμη και την παραίτηση ενός εκ

των σοβαρωτέρων στελεχών του κυβερνώντος

κόμματος και στενού συνεργάτη και φιλου

του πρωθυπουργού, του κ. Χάρη Παμπούκη,

προκειμένου να εμμείνουν στο δυσεξήγητο

πείσμα τους. Ακόμη και τα αριστερά κόμματα στη

Βουλή επέκριναν την παράδοξη αυτή εμμονή

της κυβέρνησης να μη θέλει την επανασύσταση

του ΥΕΝ σε μια χώρα όχι μόνο παραδοσιακά

ναυτιλιακή, αλλά διατηρούσα τα πρωτεία σε

δύναμη στόλου σε όλο τον κόσμο, λέγοντας δια

στόματος του κ. Δ. Παπαδημούλη του ΣΥΡΙΖΑ

ότι η κυβερνητική άρνηση θα ισοδυναμούσε με

απόφαση της Σαουδικής Αραβίας να στερηθεί του

υπουργείου Πετρελαίων. Ωστόσο, η πληθώρα των

επικριτικών δηλώσεων σε βάρος του κ. Παμπούκη,

τόσο από τον πρωθυπουργό κ. Γ. Παπανδρέου, ο

οποίος, παρά τους άριστους δεσμούς του με τον

παραιτηθέντα αναπληρωτή υπουργό Ναυτιλίας δεν

δίστασε να τον μεμφθεί με τη φράση «δεν θέλω

υπουργούς κολλημένους με τις καρέκλες τους»

και να δεχθεί ασμένως την παραίτησή του, όσο

και από άλλα στελέχη του κυβερνώντος κόμματος

και ειδικώτερα από τον κ. Χρ. Παπουτσή, ο οποίος

μίλησε για υπονόμευση του έργου του, αλλά και του

έργου της κυβέρνησης από «θυλάκους, εντός και

εκτός πολιτικής, που εξυπηρετούν συγκεκριμένα

συμφέροντα» και ζήτησε να πάρει θέση η

κυβέρνηση. Εμείς διερωτώμεθα: Είναι δυνατόν η

ναυτιλία, η μοναδική υγιής βαρειά βιομηχανία της

χώρας, η οποία, όπως ελέχθη, φέρνει ετησίως

στην Ελλάδα περί τα 15 δισ. ευρώ, να τίθεται στο

μέσον κομματικών διενέξεων και προσωπικών

φιλοδοξιών κάποιων, οι οποίοι θεώρησαν ότι ο

κ. Παμπούκης, κατά την ολιγόχρονη παραμονή

του στη διοίκηση του υπουργείου Ναυτιλίας, με

τα επιτεύγματα που κατόρθωσε υπονόμευσε το

πολιτικό μέλλον κάποιων στελεχών του ΠΑΣΟΚ;

Πράγματι, ο κ. Παμπούκης με την κάθοδό του στον

Πειραιά χρησιμοποίησε την πειθώ, τον διάλογο

και την λογική και πέτυχε το πρωτόγνωρο, να

μην απεργήσει για πρώτη φορά κατακαλόκαιρο η

ΠΝΟ. Αυτό δεν άρεσε σε πολλούς συναδέλφους

του υπουργούς. Αρκεί να σκεφθεί κανείς τι θα

συνέβαινε στη χώρα αν με τις άγριες εκδηλώσεις

Σανίδα σωτηρίας και πάλι ο εφοπλισμός


γράφει ο Κ. Δούκαςίσαλος γραμμή

Και ενώ η κυβέρνηση, λαϊκίζουσα μάλλον, ζητεί τη βοήθεια των Ελλήνων εφοπλιστών να συμβάλλουν λόγω του πλούτου τους στο ξεπέρασμα της κρίσης, χωρίς να λέει για τους βιομήχανους κάτι ανάλογο για τις τράπεζες, για τις μεγάλες επιχειρήσεις τροφίμων κλπ, θεωρείται ακατανόητη η αντίδρασή της να επανασυστήσει στην παραδοσιακή του μορφή και επιτυχημένη λειτουργία του το υπουργείο Εμπορικής Ναυτιλίας.

και απεργίες των ταξιτζήδων, απεργούσε και η

ΠΝΟ. Ο τουρισμός θα είχε δεχθεί την χαριστική

βολή και όπως είπε χαρακτηριστικά ένας

υπουργός, αν δεν γινόταν η συμφωνία με την

ΠΝΟ η χώρα θα έβαζε λουκέτο. Είναι όμως άραγε

αποτέλεσμα της άρνησης της κυβέρνησης για την

επανασύσταση του ΥΕΝ μόνο η πολιτική διαμάχη

ορισμένων κορυφαίων υπουργών και οι πολιτικές

τους φιλοδοξίες; Εμείς δεν το πιστεύουμε. Οι

πληροφορίες που αφήνουν να διαρρέουν ορισμένα

στελέχη προς τους δημοσιογράφους, ότι δήθεν

είχει συσταθεί μια επιτροπή στην οποία πήραν

μέρος οι κ.κ Ρέππας, Παμπούκης, Χρυσοχοϊδης,

Παπουτσής και η σύμβουλος του πρωθυπουργού,

που θα εξέταζε όλες τις παραμέτρους και εντός

δεκαημέρου θα είχε ληφθεί οριστική απόφαση

περί του πρακτέου, που θα υποβαλλόταν

προς τον πρωθυπουργό, μάλλον συσκοτίζουν

παρά διαφωτίζουν την υπόθεση. Το υπουργείο

Εμπορικής Ναυτιλίας αποτελεί κάτι το αυτονόητο

για την Ελλάδα, στον στόλο της οποίας στηρίζεται

κατά κύριο λόγο η ευρωπαϊκή ναυτιλία. Άλλωστε

το συγκριτικό πλεονέκτημα της Ελλάδος στην

ΕΕ υπήρξε η εμπορική ναυτιλία. Επομένως, η

άρνηση της κυβερνήσεως να επανασυστήσει

το ΥΕΝ φαίνεται ότι καθυπαγορεύεται από ξένα

κέντρα λήψεως αποφάσεων, τα οποία επιθυμούν

την καταστροφή της ελληνόκτητης ναυτιλίας. Είναι

οι γνωστοί άσπονδοι... φίλοι μας, οι οποίοι από

πολλών δεκαετιών υπονομεύουν τη ναυτιλιακή

υπεροχή της Ελλάδος, που στηρίζεται στην

επιχειρηματικότητα των Ελλήνων εφοπλιστών και

στη ναυτική ικανότητα των Ελλήνων ναυτικών, κάτι

που δεν αρέσει στην παγκοσμιοποίηση. Είναι οι

ίδιοι κύκλοι, ή παραφυάδα των κύκλων αυτών, που

οδηγούν την χώρα στην χρεοκοπία και μεθοδεύουν

την έξοδό της από τη νομισματική ένωση, αφού

προηγουμένως εκμυζήσουν την εθνική κυριαρχία

και τον εθνικό πλούτο της Ελλάδος και οδηγήσουν

τον ελληνικό λαό σε πλήρη πτώχευση και σε

οικονομικό εξανδραποδισμό. Διότι δεν μπορούμε

να φανταστούμε ότι η κυβέρνηση δεν μπορεί

να αντιληφθεί ότι χωρίς ανάπτυξη δεν μπορεί

να σωθεί η χώρα και χωρίς ΥΕΝ δεν μπορεί να

λειτουργήσει η μεγάλη ναυτιλία. Έτσι, η ναυτιλία,

η μόνη υγιής οικονομική επιχείρηση και αληθώς

ευημερούσα παγκοσμίως, η οποία θα μπορούσε

να σώσει την Ελλάδα από την καταστροφή, πρέπει

να παραμείνει πολιτικώς και διοικητικώς ακέφαλη,

ώστε εξ αιτίας των πολλών προβλημάτων που

θα δημιουργηθούν να υποχρεωθούν οι Έλληνες

εφοπλιστές να εγκαταλείψουν την κυανόλευκη

και να στραφούν προς άλλα διεθνή κέντρα

διαχείρισης των τεραστίων στόλων τους. Έτσι μόνο

θα μπορούσε να εξηγηθεί η επίμονη άρνηση της

κυβέρνησης των μνημονίων να επανασυσταθεί το

ΥΕΝ και να επανέλθει στην αρμοδιότητά του το

Λιμενικό Σώμα, αντί να υπάγεται στη δικαιοδοσία

άλλοτε της κας Λούκας Κατσέλη, άλλοτε του κ. Μιχ.

Χρυσοχοϊδη, άλλοτε του κ. Χρ. Παπουτσή κι άλλοτε

στη δικαιοδοσία κάποιων άλλων κυρίων και κυριών,

παντελώς ασχέτων και εντελώς αναρμοδίων.

Ελπίζουμε ότι η εύγλωτη σιωπή του κ. Παμπούκη

θα λυθεί κάποτε για να αποκαλυφθεί ολόκληρο το

παρασκήνιο της υποθέσεως αυτής, που συνέλαβε

κάποιος νοσηρός εγκέφαλος. Είναι μάλιστα τόσο

σοβαρή η υπόθεση επανασύστασης του ΥΕΝ, ώστε

ακόμη και η μείζων αξιωματική αντιπολίτευση, η

οποία κατά τεκμήριο θα αποτελέσει την αυριανή

κυβέρνηση, έχει θέσει ως απαραίτητη προϋπόθεση

συναίνεσης με την κυβέρνηση, όσο αυτή βρίσκεται

στα πράγματα, την επανασύσταση του υπουργείου

Εμπορικής Ναυτιλίας και της υπαγωγής του ΛΣ

στην αρμοδιότητά του.

Κ. ΔΟΥΚΑΣ

NAFS issue 4/2011 09

ίσαλος γραμμή29

knowledge&innovation

the current energy consumption. “Of course, the data alone doesn’t really tell us anything,” says Höppner. “We need to follow up with a comparison, wherever possible with one or several sister ships, or at least with the data from a similar ship type. This quickly tells us whether there are any statistical outliers with regard to energy consumption.” The best possible scenario for Höppner has been an analysis project involving an entire fleet of ships identical by design and operating in very similar environments. Com-parison was straight forward – and the outlier was quickly identified on the summary diagram: its En-ergy Efficiency Operational Indicator (EEOI), which ECO-Patterns is based on, was ten per cent lower than the average of the other ships. Among the rest of the fleet, the CO2 emissions and, consequently, the fuel consumption values were very similar – the expected result for identical ships operating under nearly identical conditions.

Drawing on the Skipper’s ExpertiseSo what is next after the ECO-Patterns analysis? “Future-Ship can then offer a root-cause analysis,” says Höppner. “Our next step is what we call ECO-Practices.” This is essentially a Failure Mode and Ef-fects Analysis (FMEA) whereby each energy-relevant system undergoes an error and risk assessment. “To

give an example,” Höppner explains, “a situation we encounter frequently, the cooling water system often wastes a lot of energy. So we take a close look at its operation and try to come up with the best way to improve efficiency.” Another area to scrutinize is the on-board power-generating equipment. Working closely together with the ship’s officers is essential for Höppner. He draws on their insight into the subtle ways the ship’s systems interact. “The amazing thing is – knowledge how to achieve efficient ship opera-tion does exist on board. But in many cases nobody ever asks. We try to bring it out into the open.”

Accurate Directions FutureShip with its varied portfolio of consultancy services can assist in many different ways. The final results of the analysis can be applied on several intervention levels: the lowest or operational level addresses the way the ship is run. The second level involves minor retrofitting measures, and the third level includes major technical modifications. The customer decides how far he wants to go. In the case of the fleet of identical ships described above, the statistical outlier provided some valuable insights: the ECO-Patterns analysis quickly demonstrated that it was worth searching for hidden potential for optimizing operations. The question what to do in a

given case – whether to give new directions to the skipper and his officers or to invest in some technical modifications, such as a better cooling water pump – can be answered by running an ECO-Practices analysis. More information on all above GL Group products can be requested by Mr. Konstantinos Vasileiadis, Business Development Manager, GL Piraeus.

EEOIThe Energy Efficiency Operational Indi-cator (EEOI) was developed by the IMO as a means to measure and optimize ship efficiency. The indicator is com-puted from a CO2 factor specific to the fuel used, the amount of fuel consumed, the distance travelled and the volume of goods transported. The industry is still debating whether or not the use of the EEOI should become a binding require-ment. But it is safe to assume that it will be introduced on a voluntary basis before long.

www.internaftiki.gr, [email protected], Tel: +302104126997, Fax: +3021041275666 Alipedou str. GR 18531, Piraeus - Greece


financial focusHead, Petrofin Research (PSMI)

by Ted Petropoulos

2011 – Research and Analysis: Greek shipping companies

Methodology

Petrofin Research © has been publishing for

14 consecutive years the detailed profile of

the entire Greek-owned/Greek-based Ship-

ping Companies and Fleets. Thus, a trend line

since 1998 has been established regarding the

overall number of Greek Shipping Companies

as well as their fluctuation and profile in terms

of size of company and the respective age of

their fleets.

The basic source used for this study is the 2011

Greek Shipping Directory, cross-referenced

with Clarkson’s and other market sources. As

we do every year, market reports and data on

Greek fleets are extensively used to double-

check fleet and company data, as well as the

numerous additional industry sources that we

use every year.

Our total industry data covers all vessels and all

vessel types are included in the total statistics

for Greek-based shipping and shipping com-

panies. However, in the second part, specific

research is conducted separately into tankers,

bulkers and container vessels, which are the

vessel types upon which the Greek industry

largely focuses.

Research Criteria

1. Only the Greek-owned/Greek-based fleets

are taken into consideration. This also includes

the Groups that operate abroad, provided they

have an office in Greece.

2. We have taken into account newbuildings

that have a date of delivery up to and includ-

ing 2012 only, as it is not certain that all Greek

newbuilding orders for 2013 onwards shall ma-

terialise, due to cancellations, sales and delays.

In this part 1 of Petrofin Research, we provide research and analyses of the Greek shipping industry in terms of A. The number of Greek shipping companies B. The fleet size of Greek shipping companies C. The fleet age of Greek shipping companies

A. Greek shipping companies and their numbers since 1998

Graph 1

This year’s research shows a total of 762 Greek-based ship management companies. The number of

companies has risen by 4.Economic theory and substantial market forces have decreed that due to the

economies of scale, Greek shipping, like other nations’ shipping sectors, should have consolidated into

fewer hands. In table 1, we present the latest Petrofin Research © statistics of the number of Greek shipping

companies over the past 14 years (since 1998). It is interesting to see that the overall numbers did experi-

ence a fall up to 2005 justifying economic theory. However, there was a trend change since 2005 with the

numbers rising from 690 Greek companies to 762 in 2011. Given the plethora of problems befalling Greek

shipping, the sector’s growth in terms of the number of market participants is significant.

B. Greek shipping companies and their fleet SIZE

To facilitate the analysis, please note that Greek companies are divided into the following fleet SIZEgroups:Group A (25+ vessels), Group B (16-24 vessels), Group C (9-15 vessels), Group D (5-8 vessels),Group E (3-4 vessels), Group F (1-2 vessels)So, between 1998 and 2011, the breakdown of the actual numbers per Fleet Size Grouphas been as follows in table 1. a. The overall number of Greek shipping companies has risen by 4.b. The upward trend has resumed by a slight 0.53%.c. This year the biggest drop is in the 9-15 vessel companies group, which is down by -18.75%. Another Group that shows a decline is the 3-4 vessel one, which is down by -3.5%.d. The popular company size for 2011 is definitely the 1-2 vessel one (up by 2.9% by 10 companies) as well as the 5-8 vessel (up by 7.8%, by 8 companies).e. Unlike most years, there has been mobility in all company sizes which shows that companies have been re-thinking strategies and have actively entered


financial focusGROUP 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011A (25+ vsls) 19 19 23 19 24 25 31 26 28 29 32 31 31 34B (16-24 vsls) 11 25 22 29 25 31 36 36 30 35 32 35 33 37C (9-15 vsls) 68 76 85 82 84 69 59 52 64 63 70 80 80 65D (5-8 vsls) 149 143 140 134 128 138 141 131 137 126 125 123 103 111E (3-4 vsls) 196 166 189 172 170 158 155 157 146 165 159 161 171 165F (1-2 vsls) 483 325 376 349 318 308 311 288 288 307 340 343 340 350Totalnumber ofcompanies

926 754 835 785 749 729 733 690 693 725 758 773 758 762

Table 1

in up- or down-sizing, according to their financial needs and liquidity.Looking at the numbers per sector over the last 14 years we wish to comment as follows:1. The performance of the 2 largest Groups (A and B) has been similar. They did not share in the overall numbers fall from 1998 to 2005. Instead, they have shown a consistent overall growth. The ‘growth cham-pions’, though, were Group B, up from11 companies in 1998 to 27 companies in 2011, close-ly followed by Group A, up from 19 companies to 34 companies over the same period. The middle Group C (9- 15 vessels) shared initially in the general rise over the years but declined thereafter with the 2011 figures at 65 companies, being below the 68 companies in 1998. The main explanation for the above is that companies within this Group move over time upwards (become bigger and change Group) or downwards (sell tonnage and become smaller). In support of the above explanations, please observe that Group C numbers fell by 15, whereas the adjoining Groups, B and D rose by 4 and 8 respectively. Greek shipping fleet disposals and acquisitions are not uncommon. 2. For the smaller Groups D, E, F, it is clear that as opposed to the growth of the large Groups their

numbers fell substantially over the 14 years. Group D: 149 to 111, E: 196 to 165 and most of all, group F: 483 to 350. The above fall does support the consolidation and economies of scale theory. Moreover, it is obvious that the biggest fall in the smaller fleet (1-2 vessels) Group arose out of both a movement to a larger Group by successfully performing companies or their demise and departure from shipping. 3. Interestingly, even for the overall declining Groups E and F, there have been a revival in numbers since 2006 with Group E rising from 146 to 165 companies and Group F rising from 288 to 350 companies. How can this be explained? One explanation is that shipping markets were buoy-ant during that period, thus attracting new entrants and delaying the departure of older ones. However, this is not the only explanation as the industry’s problems over the last 3 years should have reversed this trend. The answer lies in five additional factors: i. Greeks have come to realize and view shipping as a successful industry for themselves and their families. In stark contrast to the deleterious investment condi-tions for the rest of the country, shipping represented an oasis of free enterprise, no state interference and

the opportunity to make substantial profits. Hence, a whole generation of industrialists, e.g Fidakis, Lanaras, etc and non-shipping investors turned to shipping and built up a presence. ii. As Greek Groups grew, a second generation or third generation belonging to the enterprise’s initial partners developed. Often these members had different ideas as to the future of the company and the bonds that held them together grew looser. Consequently, we see a phenomenon of sons and daughters setting off on their own and becoming successful in their own right, e.g. Vafias. iii. As Greek shipping prospered, so did the interest by private investors increase. Often, private investment assisted in the formation of new groups. iv. As was recently said at a US conference, Greek owners’ ambitions are only eclipsed by their big egos. Hence, even companies that face catastrophe try to battle it out on their own rather than merge with others, reduce costs and enhance their prospects of survival.v. Small owners of overage vessels know that once they leave the industry and scraptheir vessels, the chances of their returning are slim. Hence, they battle on.

Table 2

Percentage of the Greek fleet held by companies according to their sizeYEAR Group F

1-2 vesselcompanies

Group F3-4 vesselcompanies




Group F25+ vesselcompanies

TOTAL

1998 52.16% 21.17% 16.09% 7.34% 1.19% 2.05%

100%

1999 43.1% 22% 18.9% 10.1% 3.4% 2.5%

2000 45% 22.6% 16.8% 10.2% 2.6% 2.8%

2001 44.45% 22% 17% 10.45% 3.7% 2.4%

2002 42.45% 22.69% 17.08% 11.21% 3.37% 3.2%

2003 42.24% 21.66% 18.92% 9.45% 4.25% 3.48%

2004 42.43% 21.14% 19.24% 8.06% 4.9% 4.23%

2005 41.73% 22.75% 18.99% 7.54% 5.22% 3.77%

2006 41.55% 21.07% 19.77% 9.24% 4.33% 4.04%

2007 42.34% 22.76% 17.38% 8.69% 4.83% 4%

2008 44.85% 20.98% 16.49% 9.23% 4.22% 4.22%

2009 44.37% 20.83% 15.91% 10.35% 4.53% 4.01%

2010 44.85% 22.55% 13.6% 10.55% 4.35% 4.1%2011 45.93% 21.66% 14.57% 8.53% 4.85% 4.46% 100%

In Table 2 below, we note the percentage of the Greek fleet held by each company size in terms of their numbers.


financial focusHead, Petrofin Research, PSMI

by Ted Petropoulos

The 9-15 vessel fleets have reduced by 15

(-8.53%). We note that this decrease has been

absorbed as increases in groups C, B. Groups

C, of course, means that the owner of 9-15

vessels has moved to a bigger fleet size, but

joining Group C would mean a decrease in the

number of fleet vessels.

In Table 3 we see that in terms of DWT, for

2011, an entirely different picture emerges. The

DWT fleet analysis shows the importance of

the larger fleets and their contribution to Greek

shipping in DWT capacity. The two biggest

Groups (A and B) may amount for only 9.3% of

the Greek fleet in numbers, but 65.72% of the

total in DWT terms.

Further evidence that the consolidation process

continues can be seen in table 4, where the top

30 shipping companies have increased their

market share in DWT terms between 2010 and

2011 from 50.74% to 52%. Also it should be

noted that the owners with over 1m DWT are

62, whose characteristics

are shown below:

MILLION TON OWNERS in 2011Over 1 million ton cos: 62Number of vessels 1774DWT tonnage 178,495,577.00Average vessel age 8.56Percentage of the Greek fleet 69.6 8%These 62 owners hold almost 70% of the Greek fleet.

Graphical illustration of the performance over the last 14 years of each size Group.

Graph 2A

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Graph 2b

Graph 2c

Graph 3

In Graph 3 below, we can observe the composition of the

Greek shipping companies, according to two key criteria: age

and size of company fleet. As such, the six pie charts repre-

sent the 6 fleet sizes into which Greek companies have been

broken down and the pie segments represent the age of the

vessels. You will note that the smaller the fleet size, the older

the age of their fleets. In addition, the young category of 0-9

years is evident in all fleet sizes and more prominently in the

biggest category.

Specifically we can comment as follows:

1. It is not surprising that the majority of the fleets of the larg-

est group belong to the most modern (0-9 years) category.

This has been achieved by a considerable renewal of their

fleets via newbuildings

2. The overwhelming trend is for the biggest companies to

avoidmoverage fleets (over 20 years old), hence only 3 such

companies remained in 2011.

3. It is believed that the interest of banks is concentrated in

the larger Group sizes. Some banks focus on the biggest

owners only (including public companies) and some on the

middle to higher Groups. In any case, assuming that the top

3 bigger Groups are of interest to the banks, these 3 Groups

consist of 57 companies with 0-9 year old fleets and a further

24 companies with 10-15 year old fleets. The total, therefore,

consists of 71 companies.

Furthermore, there are a further 94 ‘modern fleet’ companies

of 0-9 years old in the lower 3 size groups and a further 80

companies with 10-15 year old fleets. It is reasonable to state

that the age of vessel does count among banks, even though

there are some banks that also look to secure the smaller

owner with older vessels.

The overall age of the fleetThe Greek fleet age has dropped yet again. The whole fleet

is now 15.9 years old, down from 16.64 years of age in 2010

, down from 17.6 in 2009, 18.4 in 2008, 18.71 in 2007, 19.14

in 2006 and 23 years in 2005. This steady downward age

trend does not only reflect the influx of newbuildings, but most

definitely the sale, and to a lesser extent, scrapping and their

replacement with younger vessels. Over 30 year old fleets

have reduced from 205 in 2010 to 187 in 2011 (down by

8.8%). Still, 24.54% of Greek shipping consists of vessels of

30 years and above. To enable closer analysis, please note

that Greek fleets are divided into the following age groups:

0-9 years of age, 10-14 years of age, 15-19 years of age and

20+ years of age. Looking at the 20+year old fleets for each

category, we note a reduction of 44 since last year. The over-

age fleets seem to be on a steep decline in the last 2 years,

especially for the larger groups. 15 to 19 year old fleets have

remained the same in number. The fluctuations within this

group are relatively smaller. The downward trend of this group

has reversed as it increased by 25 companies. 1-2 vessel

companies are the ones mainly who have opted for this age

range (up by 18), as a way to remain in shipping. The most in-

teresting development, however, has occurred in the youngest


financial focus

fleet ages of 0-9 years old. In this sector, the

companies have exploded from only 30 in 1998

to 92 in 2009 and 151 in 2011. Clearly, Greek

companies have invested in younger tonnage

in order to remain competitive in the emerging

global economic conditions. Within this growth,

even the smallest fleets comprising of 1-2 ves-

sels, have risen from 16 in 1998 to 26 in 2008

and 37 in 2011. It is self-evident that emerging

companies have broken away from the historic

model of investing in older tonnage and have

invested in young tonnage. This signifies

ambition and commitment and augurs well for

the future. It is important to mention the ef-

fectiveness of the pressure exercised by banks

who strongly favour and finance young ton-

nage. Companies in black (0-9 years of age)

are now well over the 100 mark. The oldest

categories (15-19 and 20+ year old fleets) are

declining. The quality revolution continues

and the crisis seems to be an encouraging fac-

tor towards more modern vessels and bigger

fleets.

Commentary We are currently experiencing a weak shipping

market across all sectors. Furthermore, the

enormous order book and continuous imbal-

ance between vessel demand and supply is

pointing out to a longer term shipping slump.

Given the above harsh environment with

declining asset values and weak cashflows,

Greek shipping shall experience significant

market and banking pressure. In order to

maintain their fleets, let alone grow, Greek

owners will need to invest increasing amounts

of capital.

The above ‘squeeze’ is expected to result in

a significant increase in scrapping of overage

Greek-owned vessels, as well as some distress

sales. The main beneficiaries of the ‘cashflow’

and ‘asset cover squeezes’ will be the large,

financially strong companies, whether public or

private. Consequently, substantial consolida-

tion process is expected to occur.

Although some Greek newbuilding cancel-

lations shall take place, the vast majority of

newbuilding orders are expected to materialise,

whether on time or with some delay. Conse-

quently, with the reduction of the average fleet

and the continuous delivery of newbuildings,

the Greek fleet is expected to become even

younger.

The prerequisites to further Greek growth and

/ or survival (especially for the smaller owners)

lie with shipping banks who are currently very

tight in the willingness to finance shipping,

despite the industry’s offered rather gener-

ous terms. The attitude of banks towards

foreclosures is also a key and whether they

are prepared to continue with the same model

of co-operation, as up to now. Although it is

anticipated that banks shall become more

demanding as the shipping slump continues,

it is not expected that we shall see numerous

bankruptcies. The reason is that banks are

wiser and regard foreclosures as a true last

resort only when the bank client relationship

has vanished. Consequently, fleet disposals

shall be accomplished on a ‘softly-softly’ basis,

with the co-operation between owners and the

bank when these become inevitable.

A key factor in maintaining a good relationship

with banks is an owner’s ability to maintain

his loan repayments and to provide additional

capital when needed to maintain such repay-

ment. Here, with the exception of the large

private and financially strong companies, public

companies hold an edge, as they are able to



by Ted Petropoulos

raise additional capital (admittedly via dilution of their shareholders) in the market.

A long lasting shipping crisis is likely to see a substantial consolidation of the Greek fleet and

concentration into increasingly fewer names. A short lasting crisis, coupled with the return of banks

towards competitive and abundant ship finance, is expected to delay the above process.

In every shipping crisis up to today, Greek shipping has emerged stronger. This time, Greek ship-

ping is also facing a banking crisis. It will be interesting to see whether Greek owners’ flexibility,

commitment and risk taking shall permit them to take advantage of the bad shipping market.

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Pure_ballast_NAFS Magazine.indd 1 20/05/11 12:23



by Ted Petropoulos

2nd part of Petrofin Research©2011 Greek fleet statistics

In this 2nd part of Petrofin research, the Greek

Fleet Statistics, we analyse the composition of

the Greek fleet, in terms of vessel size, vessel

type and vessel age.

Research Criteria

a. All Greek-owned / Greek-based vessels, of

whichever flag are taken

into account.

b. The Greek-based / Greek-owned fleet is

analysed and presented initially as a whole, in

terms of Numbers of Vessels, Age of Vessels

and DWT.

c. Then a cut-off DWT is used of 10,000DWT

to measure the number of

companies that run vessels above this ton-

nage. This is done for the whole fleet, then for

Bulkers, Tankers and Containers. This cut-off

eliminates the vast number of very small and

usually over aged

vessels that unduly influence the Greek fleet

analysis.

d. A further cut-off DWT point of 20,000DWT

is used for the whole fleet, the Bulkers, the

Tankers and the Containers. This shows the

effect that a higher cut-off has on the fleet and

its main sectors.

e. Newbuildings are only taken into account if

they have a scheduled delivery year of up to

and inclusive of 2012. This results in a more

accurate assessment of today’s fleet closer to

reality, as many of the impressive number of

newbuilding orders have delivery dates of 2013

and beyond. In the current economic climate, a

very substantial number of newbuilding orders

may be susceptible to cancellations, postpone-

ments and re-sales, and may thus distort the

current picture of the size of Greek companies,

the age of their fleets and of vessels actually

trading or about to be delivered to Greekbased/

Greek-owned companies.

f. Under the “Tanker” term we have included

only crude oil Tankers, ULCCs and VLCCs and

not other types of tankers. Bulk carriers include

bulkers only and not general cargo vessels.

Container vessels are pure cellular vessels.

Consequently, this 2nd part of our research

does not produce data for other types, such

as chemical tankers, product carriers, LNGs,

OBOs, Container/bulkers, etc.

Graph 1


financial focus

SECTION A: Vital Statistics of the Entire Greek FleetEntire Greek fleet

Despite the low freights, the stagnating S&P

market and the lending restrictions, the Greek

fleet showed an impressive mobility in terms

of numbers, age and size. Confidence in ship-

ping is still there and strategic movements are

at work to render it ready when the market

recovers. The data obtained from our research

is indicative of a very active market, a positive

outlook for the future and continuous emphasis

towards larger and younger vessels.

The overall number of Greek vessels has gone

up by 59 making up more than half of last

year’s fleet reduction. These are vessels of all

types, sizes, flags and ages. Except for the

2010 reduction, the upward curve continues

since 2005. (Table 1) Over the last 11 years,

the fleet has grown by 14.7%. Moreover, the

fleet’s DWT has grown from 242,802,092 DWT

in 2010 to 256,174,041 DWT in 2011, a 5.5.%

yoy growth (Table 2). Over the last 11 years,

the fleet’s DWT has grown by 69.7%. These

vessels are managed by 762 companies,

compared to 758 shipping companies in 2010

(1st Part of Petrofin research©). The average

vessel DWT has gone up again this year to

54,343 DWT from 52,159 DWT, in 2010,

49,819 tons in 2009 and 48,926 tons in 2008.

This represents a rise by 4.18%. The increase

in vessel size continues uninterrupted since

2001. Average age is down to a very young

15.92 from 16.64 years (Table 2, above). It

should be noted that this is the average age of

the entire Greek fleet, covering all sizes, types

and activities. Some very old ships are includ-

ed in this fleet, which makes the drop in years

even more significant. We have summarised in

Graph 1 all the above findings, over an 11-year

period, to show their development. In order to

concentrate on the real strength of Greek ship-

ping, we use two cut-off DWT points, one of

vessels over 10,000 tons DWT and the other of

vessels over 20,000 tons DWT. This way, the

Greek fleet is stripped of a large number of

overage very small vessels of relatively little

significance that operate mostly locally. Hence,

we concentrate on the global aspect of the

Greek fleet. Graph 2 shows the fluctuation in

the number of companies that manage vessels

over 10,000 DWT, the number of ALL these

Graph 2

vessels, their age and their DWT. (‘ALL ves-

sels’ means everything that floats and is under

Greek control).

This year, the vessels are more by 123, and,

reflecting the delivery waves, they are again

both younger and bigger.

Vessels over 10,000 DWT are owned by 460

companies, 12 more than last year’s 448

companies.

13,594,812 new tons were added, compared to

5,605,903 added to vessels over 10,000 DWT

last year. The rise in tonnage continues its

uninterrupted route since 2005.

The average vessel DWT is now 77,140, com-

pared to 75,836 last year.

The Greek fleet’s age continues to improve for

this tonnage category. It is now 12.08 years of

age compared to 12.9 years in 2010.

Vessels of over 20,000 DWTGraph 3 below shows the fluctuation in the

number of companies that manage vessels

over 20,000 DWT, the number of ALL these

vessels, their age and their DWT. (‘ALL ves-

sels’ means everything that floats and is under

Greek control): Following closely the situation

with the over 10,000 DWT vessels, companies

that run over 20,000 tonners have gone up by

24, this year.

Their vessels are up by 159 compared to last

year’s fall by 48 in 2010, but tonnage is up by

14,253,775 tons more than double last year’s

increase of 6,132,886. The over 20,000 DWT

vessels represent 96.88% of the total fleet,

compared to 96.34% in 2010. The average

DWT of each vessel is up to 83,226, compared

to 82,865 in 2010 and 79,343 in 2009, 79,471

DWT in 2008, 77,557 DWT in 2007 and 75,000

DWT in 2006. The average age has reduced

again, significantly down to 11.62 years of age,

reflecting the influx of newbuildings, down from

12.36 in 2010 and 13.6 years in 2009, 14.2 in

2008 and 14.5 in 2007.

Summary of resultsIn Table 3 we present the development over

time of the Greek fleet using the DWT fleet

thresholds of 10,000 DWT and 20,000 DWT in

terms of 4 key criteria:

a) Total fleet DWT

b) Number of vessels

c) Average DWT

d) Average age of the fleet, and

e) Number of shipping companies



by Ted Petropoulos

Graph 4

SECTIION B:: Anallyses by ttype off vessel

The Greek fleet of bulker vessels over 10,000

dwt each

Comparisons between 2003 and 2011

The graph below shows that the number of

companies has gone up by 21 to 347 in 2011,

from 326 in 2010 and 330 in 2009, and that

the bulk carriers over 10,000DWT have gone

up to 1732 this year, reversing last year’s drop

to 1557. The age has dropped even further to

13.3, reflecting the influx of newbuildings.

This is the most popular sector in Greek ship-

ping, 46.82% of the whole fleet. This percent-

age has been rising steadily from 44.48% of

the entire 2010 fleet, up from 34.31% in 2009.

Greeks are committed to dry bulk shipping and

their preference is focused on medium to large

bulk carriers.

The Greek fleet of bulker vessels over 20,000 dwt eachSimilar trends here also. After last year’s drop,

this year the bigger bulkers are up by 179.

Here it should be noted that between bulkers

of 10,000ton DWT and 20,000 ton DWT there

exist only 45 vessels. So the bulk of the fleet is

indeed bigger bulkers. Accordingly, companies

are up by 24, tonnage up by 12,028,561 and

the age is down to 13.14 years.

The Greek fleet of container vessels over 10,000 dwt eachComparisons between 2003 and 2011

The container sector has always been a vola-

tile market. After last year’s drop, we note that

this year, the heavy investment undergone by

the industry is now beginning to show through

the increase in the fleet’s DWT and substantial

drop in age, although vessels are numerically

up by only 1. The fleet of 204 vessels is now

bigger by 184,497 tons DWT and as young as

12.37 years.

The Greek fleet of container vessels over 20,000 dwt eachComparisons between 2003 and 2011

Similarly, the larger containers are younger,

12.1 years, they are more by 4, the companies

that run them are more this year and they are

bigger by 282,371 tons DWT.

The Greek fleet of tanker vessels over 10,000 dwt eachComparisons between 2003 and 2011

Tankers have a story of their own like they did

last year, when the overall fleet shrank whilst



by Ted Petropoulos

Graph 5

Graph 6

they expanded. This year, the opposite oc-

curred. Although the number of companies is

up by 4, the total vessels are down by 31. This,

of course does not mean that the fleet has

contracted, since in terms of DWT, it is margin-

ally up by 82,767 DWT. The age is down to 9.4

years, thus maintaining their position as the

youngest vessels of the Greek fleet. Their age

is down again, to 9.4 years of age average per

tanker vessel. Average DWT is up to 129,275,

compared to 124,293 in 2010, 120,025 in 2009,

122,453 in 2008 and 116,036 in 2007.

Tanker trade was not as badly hit by last year’s

crisis and this relative cash flow advantage

(also secured by period charters) contributed to

the augmentation and simultaneous renovation


financial focus

of the fleet.

The Greek fleet of tanker vessels over 20,000 dwt eachSimilar trends apply in the over 20,000 DWT

tankers. The vessels here are down by 34, the

Graph 7

Graph 8

Graph 9

companies up by 5, DWT slightly up by 39,599 ton DWT but age is

down to 8.95 years.

The average unit now measures 131,478 tons DWT, substantial

increase from 125,629 DWT in 2010 and 122,293 in 2009.

Commentary The overall number of Greek vessels is affected by three main

forces:

1) the rate of newbuilding deliveries

2) the rate of vessel scrapping and

3) the sale and purchase of second-hand vessels.

The number of Greek vessels peaked in 2009 at 4763, as a

consequence of a booming shipping market in which all 3 of the

above forces played their contributory part.

The decline in 2010 to 4655 represents the shock effects of the

banking and shipping crises. However, as shipping recovered in

2009/2010, the above forces turned positive once again, resulting

in the recovery shown in 2011 at 4714.

Currently, conditions in shipping are quite poor across all sectors

and the volumes of s&p activity have reduced, scrapping has

increased and the rate of newbuilding deliveries, although still very

positive, is waning. Consequently, it is to be expected that these

difficult market conditions shall have their effect in 2012/2013 in

terms of the number of Greek vessels. There can be little doubt,

however, on the ever rising Greek fleet’s DWT, which shall con-

tinue to grow as Greeks favour larger vessels. Turning to the age

profile, we anticipate a quickening of the pace in which the fleet’s

age is declining. The growth of scrapping will have a profound

effect on the average age of the fleet, which is expected to decline

to well under 15 years by 2012.

Given the presence of some very old coastal/port vessels, the av-

erage age of the Greek fleet for vessels over 10,000 DWT in 2011

was only 12.08 years, run by 460 companies. The figures change

but only a little for vessels over 20,000 DWT, whereby their aver-

age age is 11.62 years, run by 426 companies.

The top 30 owners in 2011 accounted for 52% of the Greek fleet,

up from 50.74% the year before.

The most popular sector for Greeks is that of dry bulk, where 347

owners run 1732 vessels, over 10,000 DWT totaling 119.96m

DWT and an average age of 13.3 years. The corresponding

figures for tankers are 751 vessels, over 10,000 DWT totaling

97.08m DWT run by 95 owners and an average age of 9.08 years.

In comparison, the Container fleet of over 10,000 DWT vessels is

rather small at 189 vessels, totaling 10.64m DWT and run by 22

owners with an average age of 12.1 years.

The development of the Greek fleet despite the uncertain financial

and shipping environment has been remarkable. Greeks have

continued to provide enormous sums as capital for the building

of new vessels and for the modernization of their fleets. It is clear

that the Greek strategy involves bigger and younger vessels,

designed to meet the requirements of charterers, banks and to

provide satisfactory economic returns.

The new challenges facing Greek shipping are linked to the huge order book, the lack of finance

and adverse effects of the shipping market on vessel values and cashflows. Such trying conditions

are usually exploited by Greek owners to expand. Market conditions are especially favourable for

large owners to grow even larger and we anticipate that the percentage of the Greek fleet held by

the top Greek names shall increase further.



The AQUA freshwater generatorThe AQUA freshwater generator is a major advance based on proven Alfa Laval expertise. AQUA’s op-timized process cuts seawater needs in half, which minimizes pipework and allows the installation of smaller seawater pumps. This in turn reduces instal-lation costs, fuel consumption and CO2 emissions.AQUA makes use of 3in1 plate technology, which enables desalination in a single plate pack with one type of titanium plate. Since the plate pack also con-tains the process vacuum, AQUA has no outer shell and is smaller than other freshwater generators. The plate pack slides open for easy access to the interior without an additional service area.The use of corrosionand erosionresistant titanium, combined with an optimized process that inhibits natural scaling, ensures that AQUA needs little maintenance. The system has been fully tested both on and off shore, and is designed to last the lifetime of the ship.

ApplicationAQUA uses vacuum distillation to convert seawater into highquality fresh water for domestic and process utilization. By providing a constant supply of lowsalinity water and continuously controlling the water quality, it eliminates the need for bunker water.AQUA is designed for automatic operation in period-ically unmanned engine rooms and other automated operations. It is suitable for installation on ships and rigs, as well as in remote onshore locations. Jacket water, steam injection or a Hot Water Loop can all be used as heating media.

Features and benefits• Half the seawater flow.AQUA requires only half the seawater needed by other freshwater generators, which means smaller seawater pumps can be used. Optimized distribu-tion prevents dry spots and inhibits the natural scaling process.

• Lower costs and emissions.The reduction in seawater pumping needs has a corresponding effect on the consumption of electrical energy. Less fuel has to be burned, which reduces both operating costs and CO2 emissions.

• 3-in-1 plate technology.AQUA incorporates the evaporation, separation and condensation processes into a single type of tita-nium plate. Desalination is handled within a single plate pack that also contains the process vacuum.

No outer shell is necessary.

• Simple, compact installation.With no outer shell and no additionalnservice area, AQUA has a minimal weight and footprint. Assembly can be handled on site and installation is simplified by the ability to use smaller seawater pumps and pipes. Since AQUA is not sensitive to roll and pitch, it can also be installed in any direction.

• Easy operation and maintenance.AQUA offers startandforget operation, which saves time for the crew. Maintenance intervals are long and the plate pack slides open for easy access to the interior.

• Proven technology.AQUA has been thoroughly tested in full scale, both in Alfa Laval’s thermal laboratory and onboard vessels at sea. Roll and pitch tests have been performed to ensure that AQUA can be installed in any direction.

• Long product lifetime.

Highgrade materials that resist corrosion and erosion, including titanium for the plates and other wetted parts, ensure that AQUA will last as long as the ship.

• Low-salinity water.The fresh water supplied by AQUA has a lower content of salt and other dissolved solids than that supplied by other freshwater generators. It can beused directly by the steam boilers.

• Continuous quality control.AQUA’s salinometerequipped control system continuously monitors the quality of the outgoing fresh water.

Basic equipmentThe AQUA freshwater generator consists of a single plate pack containing aflexible number of titanium process plates. These plates are suspended within a frame, which comprises a carrying bar, frame plate and pressure plate. Evaporation, separation and condensation all occur within the same plate pack.


technical article Alfa Laval

Alfa Laval Alfa Laval

Among the plate pack features are gaskets with rubber flaps that indicate correct plate assembly, as well as distance pipes that ensure proper platealignment and correct tightening.Connected to the plate pack is a combined system for feed water, condenser cooling water and ejector water. The freshwater system consists of a fresh-water pump and a freshwater control sensor that ensures a stable outgoing flow.

Additional equipment• Combined cooling and ejector water pump with electric motor• Control panel with motor starters and salinometer• Anti-scale chemical dosing unit for feed water

Optional equipment• Steam heating system with direct steam injection• Equipment for steam boosting and hot water loop system• Extended control panel with motor starters and salinometer• Freshwater pH adjustment equipment• Freshwater disinfection equipment• Connections according to DIN, JIS and ANSI standards• Cleaning-in-Place (CIP) unit

Operating principleAQUA’s flow of feed water is taken from the flow of seawater coolant. Feed water enters the lower (evaporator) section of the plate pack, in which the plates are warmed by the heating medium. Here the water is evaporated at around 4060°C in a vacuum of 8595%, which is maintained by thebrine/air ejector. The vapour produced rises be-

tween the plates into the middle (separator) section of the plate pack, where any droplets of entrained seawater are removed. Gravity causes these drop-lets to fall back into the brine sump at the bottom of the freshwater generator.Only clean freshwater vapour reaches the top (con-denser) section of the plate pack, which is cooled by a flow of seawater. Here the vapour is condensed into fresh water, which is pumped out of the fresh-water generator by the freshwater pump.

InstallationAQUA is easily installed on ships and rigs, as well as in remote onshore locations. Since there is no need for an extra service area, the installation is highly compact. All maintenance areas can be ac-cessed from within the AQUA footprint. The heating medium is either engine jacket cooling water or a closed circuitheated by steam. An ejector pump supplies seawa-ter coolant for the condenser, feed water for evapo-ration and water for the combined brine/air ejector. This pump is separately installed and connected to its own seawater intake. The fresh water produced is pumped into the storage tank by a builtinfreshwater pump.A control panel, which incorporates motor starters and a salinometer, supplies electrical power to the ejector and freshwater pumps, as well as control voltage to the salinometer and dump valve.

Operations• AQUA is designed for easy maintenance. If Alfa Laval recommendations are followed, only a few service inspections are needed.• Connections for Cleaning-in-Place (CIP) are

available.• Standard spare part kits are available.• The Installation Manual provides detailed informa-tion regarding correct installation in electronic or printed format:-System description-Installation-Technical data and drawings

• The System Manual provides detailed information regarding operation andmaintenance in electronic or printed format:-System description-Operating instructions-Chemical dosing of anti-scaling chemicals-Troubleshooting-Maintenance of major components-Spare parts drawings-Technical data and drawings

• Commissioning and technical services are avail-able from all Alfa Laval offices, including installation assistance and advice on operation and mainte-nance.

• Training in all aspects of freshwater generation can be provided by Alfa Laval service engineers.

• Spares and maintenance can be provided by Alfa Laval Service Centres. Details are available from local Alfa Laval offices.


technical article


forum Posidonia

Posidonia Sea Tourism Forum 2ο Συνέδριο - Ιούνιος 2013

Λίγες ώρες αφότου έπεσε η αυλαία του 1ου Συνεδρίου Posidonia Sea Tourism Forum, οι διοργανωτές ανταποκρίθηκαν στο αίτημα των 400 συμμετεχόντων της 1ης διοργάνωσης καθώς και του συνόλου των φορέων τουρισμού της χώρας, επιβεβαιώνοντας ότι το 2ο Posidonia Sea Tourism Forum θα πραγματοποιηθεί τον Ιούνιο του 2013. «Λόγω της μεγάλης επιτυχίας που σημείωσε το 1ο Συνέδριο Posidonia Sea Tourism Forum, αποφασίσαμε να ανταποκριθούμε στην προτροπή πολλών ομιλητών και εκπροσώπων της διεθνούς βιομηχανίας θαλασσίου τουρισμού, καθώς και στο αίτημα όλων των μεγάλων τουριστικών ενώσεων της Ελλάδας, που εξέφρασαν την ελπίδα να καταστεί το Συνέδριο θεσμός για την παγκόσμια κοινότητα του κλάδου. Λαμβάνοντας υπόψη όλες τις απόψεις που διατυπώθηκαν κατά το διήμερο συνέδριο, αποφασίσαμε να ξεκινήσουμε αμέσως τον προγραμματισμό του επόμενου», δήλωσε ο Θεόδωρος Βώκος, Project Manager των Εκθέσεων Ποσειδώνια, που διοργανώνουν το Posidonia Sea Tourism Forum.Το κάλεσμα για συχνές συναντήσεις των μελών της διεθνούς βιομηχανίας θαλάσσιου τουρισμού έγινε πιο ηχηρό όσο το 1ο Posidonia Sea Tour-ism Forum βρισκόταν σε εξέλιξη, καθώς άρχισε να διαφαίνεται πιο καθαρά η τεράστια δυναμική στον τομέα της κρουαζιέρας και του yachting ως άξονες προσέλκυσης εσόδων και δημιουργίας αναπτυξιακής δυναμικής για την Ελλάδα και την ευρύτερη περιοχή της ανατολικής Μεσογείου.Κατά τη διάρκεια του συνεδρίου που πραγματοποιήθηκε στη Στέγη Γραμμάτων και Τεχνών του Ιδρύματος Ωνάση, βρέθηκαν στο επίκεντρο τρεις βασικοί τομείς του θαλάσσιου τουρισμού: ο κλάδος της κρουαζιέρας, του yacht-ing, και της επιβατηγούς ναυτιλίας.Ο Υπουργός Πολιτισμού και Τουρισμού Παύλος Γερουλάνος δήλωσε ότι «η άρση του καμποτάζ στον κλάδο της ελληνικής κρουαζιέρας έχει ήδη αυξητικά αποτελέσματα στον αριθμό των πλοίων

που πιάνουν στην Ελλάδα» και περιέγραψε την ανατολική Μεσόγειο, από τη Βενετία έως τη Βηρυτό, ως την «καλύτερη παιδική χαρά στον κόσμο», ωστόσο κορυφαίες προσωπικότητες τόσο του κλάδου της κρουαζιέρας όσο και του yachting προειδοποίησαν ότι η Ελλάδα κινδυνεύει να μην αξιοποιήσει τα πλεονεκτήματά της και να χάσει την ανταγωνιστικότητα της.«Χρειαζόμαστε από την Ελλάδα ένα σταθερό κανονιστικό πλαίσιο και αποδοτικό επιχειρηματικό κλίμα», είπε ο Pierfrancesco Vago, Αντιπρόεδρος του Ευρωπαϊκού Συμβουλίου Κρουαζιέρας (ECC) και CEO της MSC Cruises. Καλωσόρισε την άρση του καμποτάζ, ωστόσο οι υφιστάμενοι συμβατικοί όροι που οφείλουν να συνυπογράψουν οι εταιρίες με την κυβέρνηση για να πιάσουν στα ελληνικά λιμάνια αποθαρρύνουν τους operators. «Οι εταιρίες κρουαζιέρας δεν επιθυμούν ένα άκαμπτο νομικό πλαίσιο καθώς και οι ίδιες πρέπει να είναι ευέλικτες ώστε να ικανοποιούν τις επιθυμίες των πελατών τους», είπε ο κος Vago.

Ο Gianni Onorato, πρόεδρος της Costa Crociere, ανέφερε ότι πρέπει να εξεταστούν οι υποδομές και η διάρθρωση των τελών ελλιμενισμού. Δήλωσε ότι τα ελληνικά λιμάνια στερούνται υποδομής, ειδικά ως προς την υποδοχή μεγάλων σκαφών. «Η Ελλάδα έχει την ευκαιρία να γίνει ένας σημαντικός προορισμός και ο χώρο αυτός προσφέρει μεγάλες ευκαιρίες, αλλά οι περισσότεροι το συνειδητοποιούν αφού πρώτα χάσουν την ευκαιρία. Χρειάζεται να αναβαθμιστούν τα λιμάνια, να γίνουν ιδιωτικοποιήσεις και να υπάρξει συμμετοχή των εταιριών κρουαζιέρας. Υπάρχουν πολλά όμορφα και πολύ ενδιαφέροντα μέρη εντός εύλογων αποστάσεων. Η Ελλάδα, η Τουρκία και η Κύπρος έχουν ένα ρόλο να διαδραματίσουν στο μέλλον της κρουαζιέρας, αλλά πρώτα πρέπει να εξαλειφθούν συγκεκριμένα εμπόδια», δήλωσε ο πρόεδρος της Costa. Κατά την δεύτερη ημέρα, το Συνέδριο

επικεντρώθηκε στη βιομηχανία yachting και στις δυνατότητες ανάπτυξης που προσφέρει στην ελληνική οικονομία. Ο Γιώργος Βερνίκος, Γενικός Γραμματέας του Συνδέσμου Ελληνικών Τουριστικών Επιχειρήσεων δήλωσε ότι το yachting μπορεί να προσφέρει πολλά στην Ελλάδα, ωστόσο θα πρέπει να υπάρχει το αντίστοιχο πολιτικό όραμα και κατάλληλο πολιτικό πλαίσιο που θα προάγει την ανάπτυξη. «Ο θαλάσσιος τουρισμός θα δημιουργήσει οικονομική δραστηριότητα και θα αναζωογονήσει τα ελληνικά νησιά της χώρας», δήλωσε ο κ. Βερνίκος.Ο Tony Rice, Γενικός Γραμματέας της ICOMIA, του Διεθνούς Συμβουλίου Ενώσεων Θαλάσσιας Βιομηχανίας, εξέφρασε την άποψη ότι η εθνική νομοθεσία πρέπει να αναδιοργανωθεί και να κινηθεί ανάλογα με τις απαιτήσεις των καιρών, ώστε να στηρίξει την ανάπτυξη του τομέα του yachting.Ο Σταύρος Κατσικάδης, Πρόεδρος της Ένωσης Μαρινών Ελλάδος και Διευθύνων Σύμβουλος της Μαρίνας Φλοίσβου, τόνισε ότι “ Οι μαρίνες αποτελούν εθνικής σημασίας πύλες για την υψηλή ποιότητα τουρισμού και γι’αυτό πρέπει να είναι βιώσιμες, ανταγωνιστικές και να τις διαχειρίζονται Έλληνες επιχειρηματίες.

Συνοψίζοντας, ο Θεόδωρος Βώκος ανέφερε τα εξής: «Η δυνατότητα ανάπτυξης του θαλάσσιου τουρισμού αναγνωρίστηκε στο Συνέδριο, όπως επίσης αναγνωρίστηκαν και οι σκόπελοι και οι προκλήσεις που πρέπει να αντιμετωπιστούν. Το νομικό πλαίσιο που διέπει τόσο τον κλάδο της κρουαζιέρας όσο και τον ευρύτερο θαλάσσιο τουρισμό πρέπει να διευθετηθεί. Είναι απαραίτητο να γίνουν αλλαγές για να ανακτήσει η διεθνής βιομηχανία θαλασσίου τουρισμού την εμπιστοσύνη της στην Ελλάδα, ώστε να αξιοποιηθούν οι ευκαιρίες που παρουσιάζονται. Απαιτείται δουλειά, και το 2013 θα είναι καλή στιγμή να επανεξετάσουμε την κατάσταση».


class news DNV - GL

DNV expands its presence in China“The setup of a new office in Jiangyin is in line with our continuous strategy in China-- to provide local support to our customers in a faster and better way. By deploying this new office in Jiangyin, we now have a complete service network covering the whole Jiangsu Province to provide our full spectrum of services for managing risk,” says DNV’s Vice President and Area Chair for Greater China Joerg Beiler.More than 200 guests representing the shipyards, owners and manufacturing companies, attended the grand opening ceremony which was held on 6 September in Jiangyin.“There is an increasing demand for our services in the area,” says DNV’s Maritime District Manager for West China JG Tang, “Jiangsu province accounts for more than one third of the maritime business in China. We have established good relationship with our customers here over the years including ship-yards, ship owners and manufacturing companies. By having this new office, we are getting closer to our customers and able to provide better support for them.”There are key shipyards in the area such as Chengxi shipyard, Yangzijiang shipbuilding group, New time and New Century shipyard, New Hantong Shipyard and Kouan shipyard. Jiangyin Office covers the majority of Jiangsu prov-ince, including the cities across the Yangtze River i.e. Changshu, Zhangjianggang, Jiangyin, Wuxi, Zhenjiang and Taizhou. Its services include new ship classification services, ship repair and conver-sion services, marine product certification, operating ship services, and industrial certification.

Located in Dongdu International Mansion, No. 5-1 Middle Chenjiang Road, Jiangyin Office has more than 20 staff, headed by Guo Yuwei.

About DNV and DNV in Greater China DNV is a global provider of risk management services, helping customers to safely and respon-sibly improve their business performance. DNV is an independent foundation with the purpose of safeguarding life, property and the environment. Through its network of 300 offices in 100 countries, DNV serves a range of industries with a special focus on maritime and energy sectors.DNV established its first office in China in 1888 to ensure safety in shipping. The regional office of DNV moved from Hong Kong to Shanghai in 1995. Today China is one of the most important markets for DNV. We currently have more than 900 employees working in 36 offices across 20 cities in Greater China.Author: Li Xin Cathy Zhang

GL counts 100 million GT classified

Classification society Germanischer Lloyd (GL) fleet under classification now exceeds 100 million GT (gross tonnage*). GL has currently more than 7,200 ships from over 1,900 shipping companies worldwide under regular technical supervision. "We have been able to double the fleet in class over the last six years," explains Erik van der Noordaa, CEO of the GL Group, "and we want to have achieved the next 10 million GT by the end of next year."

The ship which saw GL break the 100 million mark was shipping company Hamburg Süd's 85,676 GT "Santa Rosa". The 300-meter-long container ship, built by South Korean shipyard Daewoo, has a capac-ity of 7,100 standard containers (TEU) and fulfils the requirements of the Energy Efficiency Design Index (EEDI) the soon to be mandatory energy efficiency measure.

The serving GL fleet is made up of 68 per cent container ships, ten per cent multi-purpose vessels, nine per cent bulk carriers and seven per cent tankers. GL Class ships sail under 114 different flags, the most prevalent being those of the Administrations of Antigua and Barbuda, Germany, Liberia, Singapore, Indonesia and Cyprus.

As well as container ships, tankers, bulk carriers and multi-purpose vessels, GL also classifies ferries, cruise ships, offshore supply vessels and wind turbine installation ships, as well as mega-yachts and

leisure boats. In the first eight months of 2011 alone, total gross tonnage rose by seven million tons. GL holds a global market share of just under 10 per cent of ships under classification. In the container ship and multi purpose vessel markets, GL holds market leading shares of over 40 and 14 per cent respec-tively.

Since its founding in the year 1867, GL has experienced several phases of strong growth. When the first ship classification register was published in October 1868, it counted 272 sailing ships of wood and one of steel. Only five years later, the GL Register listed 1,870 ships sailing under 19 different flags. In 1914, there were 2,922 ships with 5,503,923 gross register tonnes (GRT) in class. However, the great depres-sion and the First and Second World Wars took their toll, only at the beginning of the Nineteen Sixties did the Register again list more ships than in 1914. The expansion of the merchant fleet and the introduction of computer technology in shipbuilding led to a continuous rise in the fleet under attendance. At the 125 year jubilee of the classification society in 1992, there were 4,200 seagoing ships with 18 million GT in class. In 2005, GL attended to the safety of over 5,730 vessels with 50 million GT. Two years later GL's fleet in service counted 70 million GT. Twenty million more GT followed over the next 3 years, with the fleet in service also reaching 7000 vessels under attendance.*Gross Tonnage (GT)The GT is a cubic measure and describes the size of a ship; it is a dimensionless number, based on the total volume (V") of a ship measured in m3, multiplied by a factor (k) that depends on the ship's size. The GT measurement has been internationally binding since 1994.

Photo: The container ship "Santa Rosa" is GL classed.


shipping news AVEVA - ROCKWOOL MARINE

Agreement to increase AVEVA Marine user licensesSungDong Shipbuilding & Marine Engineering Co. Ltd. (SungDong) has extended its contract for the use of AVEVA Marine to drive the design of commercial vessels. The new licenses will be used throughout its four shipyards in Korea for the design and production of vessels which include bulk carri-ers, container carriers and FSOs (Floating Storage & Offloading).SungDong selected AVEVA as its key solution partner due to its outstanding record in hull and outfitting solutions as well as the suitability of the AVEVA solutions for offshore design and production. Additional benefits include the protection of Sung-Dong’s legacy data and AVEVA’s onsite engineering support team based in Busan, which can provide responsive local support. Following SungDong Shipbuilding & Marine Engineering Co. Ltd. establishment in 2001, the shipbuilder has quickly become one of the world’s top ten shipbuilding enterprises producing a broad range of commercial vessel and, more recently, offshore projects. “AVEVA is the natural choice for international com-

panies engaged in shipbuilding and offshore projects such as those at SungDong”, said SungDong Ship-building & Marine Engineering Co. Ltd. “Throughout our company’s growth, the design and production support of com-mercial vessels has been built around AVEVA solutions. Our increase in AVEVA Marine licenses will play a key role in the on-going success of SungDong as we expand our business and constantly improve the efficiency of our operations”.“In SungDong, AVEVA has a very valuable partner. Our close collaborative working relationship means their input can further strengthen our shipbuilding portfolio”, says Eun-Joo Park, President of AVEVA Korea Co. Ltd. “AVEVA Integrated Engineering & Design links applications through object-centric systems, improving project efficiency and reducing engineering design and costs”.AVEVA Marine is a set of integrated applications created specifically for the unique processes of the engi-neering and design of ship and offshore structures, design management, and the generation of accurate production information. To learn more visit www.aveva.com/marine.

Rockwool Marine and Offshore increases focus and activities in Far East

As a result of the still ongoing concentration on shipbuilding activities in the Far East region and especially China’s position as the number one shipbuilding nation, Rockwool Marine & Offshore increases focus by establishing a sales office in Shanghai centre.

The Rockwool Group, the world’s largest producer of stone wool insulation, has for many years been active in the region including China, mainly within marine and building segment. So far the marine ac-tivities have been coordinated from the Hong Kong based sales office. The new Shanghai sales office gives the opportunity to get closer to the customers providing improved service and support. In the Shanghai office, Rockwool Marine & Offshore is located in the same office as the Group’s activities with Lapinus fibres. The marine and offshore activities are lead by Sales Manager Catharina Heliang, who has a wide background in the marine business and is educated as a Bachelor in Industrial Automation and holds a Master Degree in Supply Chain Management and Business. 33 year old Catharina has 10 years experience in sales and procurement of which 6 years in the Marine segment. The Rockwool Group’s activities within general buildings in China are run from another office also located in Shanghai. There is a tendency in the market for more and more high-end quality products and services as the focus on fire safety, improved sound reduction and comfort, technical support, the right documentation and certificates is getting more and more impor-tant. These requirements are often influenced by

international owners, typical European, having their ships and platform built in China as being the big-gest player in the market. This trend exists mainly in specialized ships, like passenger ferries, as well as within the offshore segment. For the big market of commercial ships it is still difficult to introduce high quality. Besides the new office in Shanghai, Rockwool still has a sales office in Hong Kong responsible for the marine sales and offers in the rest of the region. This office has recently been merged with the Rockwool Group office from the recent acquisition of the CSR stone wool division. This merger will add more resources for the marine and offshore in the Far East region. The marine and offshore activities in the rest of the Far East region are lead by Sales Manager Tony Leung, located in the Hong Kong office.

As part of the acquisition of CSR, the Rockwool Group has taken over 3 stone wool production facilities in the Far East. Now the Rockwool Group has in the Far East in total 4 production places; one in China, one in Thailand and two in Malaysia. This new set-up will improve the Group’s activities in the region and also increases the possibilities for more local production in the future.


class news RINA - Lloyd’s Register

Lloyd's Register awarded major contract Lloyd's Register has been awarded a major contract to provide Maersk Oil with a comprehensive suite of risk-management services to support the offshore operator’s commitment to meet global demand for energy in an efficient, safe and environmentally responsible manner. The agreement requires Lloyd’s Register to support Maersk Oil’s global management of four key areas of operational risk -- hazard identification and risk assessment (HIRA), accident and incident inves-tigation, management of change and contractor management. “Ensuring consistent standards of risk manage-ment across a global network of high-value offshore assets is an increasingly complex task. Operators often face challenges that arise from differing leg-islative regimes, work cultures and levels of asset maturity,” said Bjorn Inge Bakken, Chief Executive Officer, Scandpower AS, a member of the Lloyd's Register Group. “Lloyd’s Register is one of a very few independent assurance providers with the

global reach and diversity of technical expertise to provide the innovative solutions which fully support multinationals in this area. We believe this agree-ment recognises that.” The geographical scope of the agreement covers Maersk Oil's current production areas, which include Denmark, the UK, offshore Qatar and Kazakhstan, from where the company sources a daily aggregate of about 700,000 barrels of oil equivalent. It also covers Maersk Oil’s exploration and drilling campaigns; the company currently has offshore exploration activities in the producing countries as well as in Norway, Angola, Brazil, the US Gulf of Mexico and Greenland. Maersk Oil says it has placed safety as its number one priority under its programme of improvement initiatives across the organisation. “These process safety streams form an important component of the Maersk Oil incident-free pro-gramme, which is aimed at transforming globally our safety culture and safety performance,” said Wells

Grogan Head of HSSEQ, Maersk Oil. To assure a globally consistent implementation of the HIRA work stream, Scandpower will support Maersk Oil in applying the structure and intent of ISO 31000, the international standard for risk man-agement, thereby providing a framework to assure consistent systems implementation while remaining flexible enough to address disparate legislative requirements, cultural expectations and specific operational needs. The contractor management and management of change work-streams will reflect industry best practice and the structure and intent of international standards. The accident and incident investigation work-stream will focus on providing specialist training for Maersk Oil employees, which includes an analysis of the leaders' role, human fac-tors and the behavioural aspects of accident causa-tion. Human factors specialists, who recently joined Scandpower from the former Human Engineering and Lloyd's Register EMEA, will help to ensure a seamless delivery of the four global work packages.

RINA attacks nickel ore bulker losses

Based classification society RINA has established rigorous design standards for the modification ornewbuilding of dry bulk cargo carriers to enable them to carry fine ores safely at any moisture con-tent. A number of recent bulker losses have been at-tributed to the liquefaction of wet nickel ore cargoes. Using RINA’s standards ships would be safe even if the cargo liquefied and the vessels would no longer have to rely on unreliable moisture tests at the load

port to determine if the cargo is safe to load or not.Paolo Salza, Head of Technical Department, RINA, says, “The mandatory application of the Interna-tional Maritime Solid Bulk Cargoes (IMSBC) Code enhances the safety of bulk carriers through the set-ting of constructional and operative requirements.But they don’t set out details of how to carry nickel ore and other unprocessed ores, which may liquefy during transportation, safely. Essentially, the rules say vessels may load these ores if the Transport-able Moisture Limit is not exceeded. That is fine, butestablishing that is difficult and the TML is easily affected by recent rain or other factors. It is much safer to design or convert the ship to withstand liquefaction of the cargo. That is what our new nota-tion permits.”According to the IMSBC Code, Group A cargoes are those cargoes which may liquefy if shipped at moisture content in excess of their Transportable Moisture Limit (TML). RINA’s new notation IMSBC-A may be assigned to ships specially constructed or specially fitted for the carriage of Group A cargoes having actual moisture content in excess of their TML. RINA’s new notation applies to anumber of cargoes which may liquefy and a full list is available.Says Salza, “Fine ores cargoes such as nickel ore at any moisture content can be safely carried on ships specifically designed or modified to the RINA

criteria. Cargo sampling and testing for the purpose of verifying moisture content is not necessary whencargo is loaded on ships complying with RINA criteria. To meet RINA’s new standards vessels may have to install additional longitudinal bulkheads in some holds. The estimated investment for convert-ing a supramax bulk carrier is around US$3m, but the vessel retains full deadweight capability and flexibility for other trades.” RINA is also developing a service for certifying the actual moisture content of cargoes prior to loading for those ships which are not able to meet the standards set out in the RINA notation.

RINA: 150 years of serviceRINA is one of the oldest classification socie-ties and certification companies in the world. Established in Genoa in1861 to serve the marine industry, today it spans the globe as a multina-tional and multi-faceted company, sharing its knowledge and experience through a wide range of services which help industries and the com-munity to improve their businesses and qualityof life. RINA’s services cover the environment, energy, transportation, logistics, safety, quality and social responsibility.

Paolo Salza, Head of Technical Department, RINA

NORSAFE WATERCRAFT HELLASThiva,Greece, Tel: +30-22620-22441, Fax: +30-22620-29075, [email protected] www.norsafe.com

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Sales agent: INTRA MARE HELLASPiraeus,Greece, Tel: +30-210-4293843, Fax: +30-210-4293845, [email protected]

Marine Plus S.A. : Your global partner in shiprepair & technical services


cover story Marine Plus

Our core business always was and still is shiprepair and conversion. Most of our business is conducted in

China, where we have been active since 1992. China accounts for around 80% of our annual shiprepair/

conversion turnover, by far the largest portion. We are also active and exclusively represent shipyards in

Hong Kong, the Black Sea, Med region, Thailand, Panama, Kuwait, US East coast and Europe.

In China, yards do not offer agents exclusive agreements, partly because the Chinese are extremely com-

petitive by nature and also because they believe that the Greek market is so large it is not possible for one

agent to cover the entire territory.

We have thus built up very close, long-term and constructive cooperations with the best shiprepair yards in

China. This has been a slow process which has taken years of commitment and hard work, a combination

of strong interpersonal relationships with the senior management of these yards as well as a concentrated

team effort to ensure each repair project undertaken is a success both for our Greek customers as well as

the Yards we represent.

Our real job begins after we receive a firm booking, especially during the vessel’s repair at the yard, where

key milestones are monitored as well as overall progress, maintaining agreed schedules, docking dates,

sufficient labor for prompt execution of works etc. During this period, regular contact with the attending supt

eng as well as the head office is maintained. Monitoring and expediting work progress is greatly assisted by

our Chinese-speaking staff who deal with working level yard staff (eg ship repair manager, deck engineer

etc), whilst we also keep contact with senior yard management, as and when their intervention is required

Dimitris Vranopoulos MD, Marine Plus SA

Marine Plus provides the Greek shipping community through its shipyard principals worldwide high quality repairs, conversions and newbuilding services. In addition, the company has many qualified workshops in most ports for carrying out minor repairs, port repairs etc. Marine Plus along with its affiliated company JNE marine, offer high quality marine spare parts and marine equipment to Greek vessels worldwide. In this edition, NAFS presents the two companies in the cover story.

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Marine PlusNAFS issue 4/2011 37

cover story

Key milestonesMarine Plus History1988. Company set up in London

1990. Athens office subsidiary set up1991. A+P Appledore exclusive agreement signed1992. First Greek repair in China – Lifeng S/Y1993. Unithai S/Y (Thailand) exclusive agreement signed1994. London office closed – operation moved to Athens office1995. Newbuilding handymax contract signed with Baltiskiy Zavod, St Petersburg1995. Mitsubishi Purifiers exclusive agreement signed1996. Malta Shipyard exclusive agreement signed1998. MIK Sevastopol S/Y exclusive agreement signed2001. Braswell S/Y (Panama) exclusive agreement signed2002. Kuwait S/Y exclusive agreement signed2004. First conversion of single to double skin tanker successfully completed in Chengxi2005. 1st Newbuilding contract signed in China2006. Halifax S/Y exclusive agreement signed2007. 1st conversion from VLCC to VLOC booked in China2008. QMS ISO 9001 accreditation awarded by Lloyds Register2009. Antwerp Shiprepair (Belgium) exclusive agreement signed2011. Opening of our new branch office in Singapore

2012. Forthcoming Opening of our new branch office in Istanbul



“Every project is important, irrespective of size. We are proud to have most of our customers as repeat clients for many years”.

Interview with Mr. Dimitris Vranopoulos MD Marine Plus SA

Despite international and domestic challenges, Greek shipping is holding up better than expect-ed, demonstrating once more resilience in trying times. What is your opinion about the perspec-tive of shipping industry for the next years?

Greek shipping is indeed holding up better than expected. Most companies survived the crash of the freight market at the end of 2008, but bear in mind that at that time shipping companies were cash-rich and therefore better positioned to ride out the storm. In addition, the 2008 crash was driven by the failure of the international banking system. It seems we are now in a purely shipping market recession, due mainly to oversupply of new tonnage in most segments and world recession. Most Greek owners feel the depressed shipping market is here to stay, at least for the next few years. In that context, I believe many Greek operators will take advantage of this and buy young shipping assets at low or ‘’distressed’’ levels. I am confident that Greek shipping will expand and grow stronger during the shipping downturn, as has been the case in past recessions.

Regarding the age profile of the fleet, the order book of newbuildings further improved the age of the Greek – owned fleet. Do you believe that this trend is going to be continued?

Newbuildings as part of Greek shipping companies’ growth strategy is here to stay. The clear trend is for Greeks to sell their older (mainly 80’s built) vessels either to Chinese/ M. East/ F. East buyers or scrap and buy younger ships. Newbuilds are no longer the privilege of the few. Current newbuild price levels are relatively low but still have some way to go, and even cautious owners who did not contract during the peak years of 2005-2008 will eventually be involved with newbuilds as well. The average age of the Greek fleet has been steadily reducing on an annual basis over the past 10 years.

The future of the European maritime transport policy until 2018 acknowledges the de facto global character of European shipping, in respect of its global competitive position, safety and environment and the need for high quality know – how. Do you believe the European shipping will maintain its international competitiveness for the near future?

The main European shipping communities (Greece,

Germany, Norway, Holland) will continue to have a competitive edge in terms of compliance with ever increasing new regulations related to safety, emis-sions etc as well as know-how built up over the past few decades. The eastern threat (China, Singapore, India etc) is evident, but still needs time before they can match European shipping expertise. What will tomorrow’s sustainable vessel look like, and how will it differ from other vessels?

The ‘’green ship’’ is already a reality. Korea and Japan have heavily invested in research and de-velopment of ships that will be eco-friendly and fuel efficient, both at government and shipbuilder level. China is also developing similar designs through their main design bureaus. Vessels currently under construction already incorporate the regulatory ecofriendly requirements known to be applicable in the forthcoming years. Alternative/greener sources of power generation / propulsion on board vessels are also ‘’in the making’’!

Does the global shipbuilding industry suffer from contract cancellation because of the financial crisis? What is the real impact of the financial crisis on the shipbuilding industry?

Global shipbuilding was directly affected by the finan-cial crisis of late 2008, especially for contracts that were signed without solid bank finance in place. To a large degree this has been dampened by alternative sources of finance, e.g. capital markets/share equity, ipo’s, new finance players (e.g. china), as well as easing of conventional bank funding to reputable owners albeit at a higher cost. Estimates of actual cancellations vary from 15% - 30% of the order book, but probably are at the lower end due to re-sales activity as well as heavy investment in new orders by state/semi-governmental bodies (e.g. China-Brazil).

What is the competitive advantage of the compa-nies you represent, in order to meet the specific needs and expectations of Greek shipowners?

Our main business has been shiprepair/conver-sion activity for the past 25 years. We have built up an international network of reliable and reputable shipyards, both as exclusive and non-exclusive agents, and due to our close and continuous coop-eration with these yards over many years, are able to provide real value-added to our Greek custom-

ers, especially during vessel’s repairs. We employ qualified naval architects / marine engineers in our office to ensure we are at the side of our Greek customers during the complete repair cycle. Our aim is to secure a win-win result both for the owner and the yard we represent. Our main expertise lies with Chinese yards, where we complete over 100 repair projects annually. We are proud to have most of our customers as repeat clients for many years.

Why should the Greek shiponwer select your company?

As previously advised, we offer our customers a value added service due to the sheer volume of busi-ness we do with the yards we cooperate with, which we pass to our customers. We ensure our vessels are given top priority during repairs, have a strong yard project team on board the vessel, and keep pressure on the yard to maintain sufficient manpower on board the vessel to complete within the quoted repair period. We keep regular contact with the superintendent engineer attending the repair, the head office in Greece as well as the yard to secure customer satisfaction. Every project is important, and all customers are important irrespective of size.

Please, tell us a few words about the offices in Singapore and Istanbul.

We recently opened a Singapore office, headed by our previous operations manager Mrs. Gina Li (a Singaporean national – marine engineer) to pro-vide technical assistance to Greek vessels passing Singapore. We will open another branch office in Istanbul by the end of the year, both to cater for the local shipping community as well as the needs of Greek vessels calling in turkey region. ONE SHIPPING will be our local partner and the joint shareholder in MARINE PLUS ISTANBUL.


cover story

PHOTO 1 (From left to right): Dimitris Katsiboulas, Prokopis Pyrris, Elpida Koutsoukou of Sales and Marketing Dept., Takis Agrafiotis - Marketing Director, George Panou - Marketing Coordinator and Fontas Kraniou - Non - Executive Director.

PHOTO 2 (From left to right): Katerina Panourgia of Financial Dept., Fontas Kraniou- Non-Executive Director, Spyros Pavlakos - Technical Manager and Sofia Barbia - Operations Dept. Supervisor.

PHOTO 3: The new premises of Marine Plus and JNE Marine in Athens - Greece.

PHOTO 1

PHOTO 2

PHOTO 3



Exclusive Agents for the following shipyards

Antwerp Ship RepairAntwerp Ship Repair, located in the heart of Antwerp Port, with more than a century of knowhow and experience in ship repair, offers a complete range of services in the field of drydocking, general repairs, maintenance, and conversions for any ves-sel up to 180,000 DWT.The six graving docks, the fully equipped workshops for steel work, all kind of machining work, piping repairs and electrical work, together with a capacity of some 3000 mtr. of wet repair berths, makes Antwerp Ship Repair one of the most important repair yards in Europe.Fast, efficient and reliable, with our motivated skilled workforce, ready to serve you on a basis of 24 hours a day 7 days a week 365 days a year, if required. Our expertise in combination with the flexible shift system offers a solid basis for first class repairs and the highest standard of workmanship.

Cassar Ship Repair LtdCassar Ship Repair Ltd, has been established since 1967 and is equipped to handle all kinds of ship and offshore repair work on vessels both inside and outside harbour. CSR is defined by providing the best standards and comprehensive marine service entailing more than ever a qualified workforce enhanced with equipment and machinery of the latest technology. Offering services 24hours on a 7 days a week basis all year around, their workshops are equipped with modern machinery including miling machines, shaping machinery etc.On site and offshore work is carried out by using their own equipment including : floating dock (max cap 5000tns - 128m x 21.7m), lateral cranes with lifting capacity 5 tns each self propelled crane barge - compressors & generators. They are fully equipped in han-dling fires and salvage works along with tank cleaning , underwater services, tow-ing, oil spill recovery, boat lifting riding squads and dredging equipment. The driving force behind the success of Cassar Ship Repair is and has been their dedication in offering the best of shipping services.

Unithai S+E The largest shipyard in Thailand, which is centrally located in the SE Asia region. The yard is developed on 562,000 m2 of reclaimed prime water frontage adjacent to the deep sea port of Laem Chabang. With Unithai’s multi – national staff and expertise and Thai workforce exceeding 2,000 personnel, significant emphasis is placed on quality workmanship and completing projects on schedule with strict safety controls. The yard has 2 floating docks, one for capesize vessels and one for handymax vessels. Normally the yard repairs around 20 vessels per annum from the greek market.

MIK Sevastopol S/YPreviously JSC Sevastopol Marine Plant was the Soviet naval base in the Black Sea, a yard with great expertise in complicated machinery and electrical / electronic and automation repairs. The yard was recently privatised (2005) and significant investement has been made to bring the yard up to date in terms of outfitting / equipment to handle all types of commercial ship repair. The yard has 3 graving docks, of which the largest can accommodate Panamax vessels. Apart from all types of ship repairs, the yard also carries out a wide range of casting, carbon steel / low alloy steel / non – ferrous alloys casting. Machining facilities include milling and turning, gear cutting, gear grinding, rotary-circular plain grinding, boring etc.

Yiu Lian DockyardsA wholly owned subsidiary of China Merchants Holdings Company Ltd, the yard was established in 1964. It owns and operates 2 floating docks, the largest with dimensions 305 mtrs length and 45.80 mtrs. breadth (lifting capacity 46,000 tons) capable of docking container vessels up to 6,000 TEU. A very reliable yard accus-tomed to keeping tight deadlines due to serving many containers.

Braswell S/Y Directly at the entrance to the canal and adjacent to the New Balboa Container terminal Braswell is able to serve the needs of the international shipping com-munity prior to the canal passage, at anchorage or going to the terminals. With a year round work force of over 150 qualified employees and three graving docks up to full panamax size, the yard is able to tackle all work assignments from major canal incidents, to scheduled dry dockings to minor afloat repairs. Over 12,000 m2 of fully equipped workshops with three cranes, up to 60 tons capacity, a steel plate and pipe shop as well as machine shops are geared to make dry dockings in Panama a trouble free and satisfying experience. Efficient blasting, tank blasting and coating rounds off the offerings. Braswell Shipyard is looking back on a long and mutually satisfying relationship with the Greek shipping industry with an ever increasing number of repeat customers every year.

Halifax S/YHalifax S/Y covers 18,000 m2 of water frontage. Three docks up to panamax size, together with a comprehensive array of fabrication shops, outfit shops, machine shop and an extensive local sub-contract for community provide all the necessary capability to undertake a wide range of jobs. Attention to quality is evident right through the production process. This is in part a result of its long standing ISO 9001: 2000 accreditation, but mainly as a result of the pride of workmanship which is clear in all the skilled tradesmen who work at the yard.

HEISCO S/YA modern shipyard in Kuwait offering reliable and cost effective shiprepair and ship construction services. The yard offers: shiprepair and conversion, ship construc-tion, offshore support services, afloat repairs and riding teams and siving services. A floating dock of 190 mtrs length and 32 mtrs. width, caters for vessels up to 35,000 dwt. In addition a synchrolift accommodates vessels up to 5,000 dwt with 7 repair bays, ranging in length from 90 to 135 mtrs. Five berths, ranging from 90 to 230 mtrs. in length are serviced along their entire length by luffing cranes (lifting cranes from 10-30 tons).

BELGIUM

MALTA

THAILAND

PANAMA

CANADA

KUWAIT

UKRAINE

HONG KONG

CSSC Chengxi Shipyard Co., Ltd

Chengxi shipyard Co. Ltd. is one of the largest shiprepair and newbuilding enterprises under CSSC. The company specializes in shiprepair, conversion and newbuilding, steel con-struction as well as offshore engineering, lifting gears and mechanical-electric equipments repair and manufacture.Located in Jiangyin city, Jiangsu province, the company covers an area of 980,000 m2, with 2,152 mtrs. river front and 1,630 mtrs. outfitting quay. The company has 5 floating docks, in 170,000 DWT, 120,000 DWT, 100,000 DWT, 80,000 DWT, and 25,000 DWT respectively and one slipway in 70,000 DWT. And also, the company is rich in facilities and equipments of shiprepair, newbuilding and steel construction. The company is proud of the strong technical capability and ship conversion experience as well as the annual production capacity of 240 vessels (up to 300,000DWT) for shiprepair and conversion, 18 vessels (up to 75,000DWT) for newbuilding and 50,000-ton steel for steel construction.With the high quality, credible and top-ranking service concept, the company erects her own brand, and also, through the constant strengthening and promotion of the internal manage-ment, the company has been accredited and certified by LRS & CCS with ISO9001:2000 Quality Management Certificate, ISO14001 Environmental Management Certificate and ISO18001 Occupational Health and Safety Management Certificate.


cover story

CHINACHINA

Main Agents for the following shipyards

Chengxi (Xinrong) Ship-yard Co.,Ltd

Chengxi (Xinrong) Shipyard Co.,Ltd is a joint ven-ture corporation by CSSC Chengxi Shipyard Co., Ltd, Hong Kong Huixiong Industrial Co., Ltd & Ji-angsu Changrong Steel Co., Ltd., as a state-owned holding modern enterprise for ship repair & conver-sion. She is located at Xingang port in Jingjiang city, Jiangsu province.The company has an advantage in road and water way transportation as it is adjacent to the port cities like Shanghai, Ningbo, Nantong and Zhangjiagang.The company covers an area of 230,000 square meters. There is one floating dock with deadweight capacity 170,000 tons, and another floating docking with deadweight capacity 100,000 tons. Outfitting quay is 1060 meters, the front water depth being 12-20 meters and the main navigation channel 30 meters. The quay was equipped with shore crane with lifting capacity of 60 tons/70meters X 2 sets,50 tons /100 meters X 2 sets, 32tons /72 meters X 2 sets. Steel workshop covers an area of 16,000 square meters. Machinery & Electrical workshop covers an area of 20,000 square meters. Piping workshop covers an area of 7,000 square meters. Hatch covers coating house covers an area of 10,000 square meters. Hatch covers repair place covers an area of 30,000 square meters with two sets gantry crane of 50 tons. The company is fully equipped with advanced ship repair facilities.The company is mainly engaged in ship repair & conversion, offshore unit repair & conversion. The annual capacity is repair & conversion between 120 to 150 vessels & offshore units.The company abides by the business concept from the mother company CSSC Chengxi Shipyard Co., Ltd. "One Vessel as an advertisement, and One Advertisement as One Market".



Main Agents for the following shipyards

DESAN ShipyardDesan Shipyard is a subsidiary company of Kaptanoglu Group , located in Tuzla/ Istanbul/Turkey and provides unique repair , conversion and maintenance with 2 floating docks. Dock 49 is up to post panamax vessels (loa:232 m,width 51 m,inner width 40,50m) and Dock 19 is up to handmax vessels (loa 197 m width 32 m , inner width 26,50 m).Desan has been serving shipowners all around the world with it’s 40.000 square meters of total area including 8000 sq.mtr closed area. Their quality management system of ISO 9001:2008 and Occupational Health and Safety Management System of OHSAS 18001:2007, Environmental Management Sys-tem 14001:2004 enables them to fullfill customer requirements. They are setting industry standards for innovation, service quality and process safety with customer oriented approach, offering first class quality work in a cost effective repairing based on reliable system.

Guangzhou DockyardsGuangzhou dockyards Co. Ltd is a large joint venture established by China State Shipbuilding Corporation and Ocean Line Holding Ltd. on January 1st, 2006. The company has undertaken the original ship repair business of Guangzhou Wenchong Shipyard with its more than 50 years of experience in ship repairs, which was one of the first shipyards engaged in repairing vessels from foreign countries/customers.The company has three graving docks of 150,000 DWT, 200,000 DWT and 300,000 DWT and 2,400 mtrs. of berths. The maximum DWT of the vessels they can undertake is 300.000 DWT. There are more than two thousand of employees which include professionals and experienced engineers and technicians.With an annual capacity of repairing more than 360 vessels, Guangzhou Dockyards is one of the biggest and most modern ship repair enterprises in South China, conveniently located, providing the most outstanding ship-repairing and conversion service for all the ship-owners from all over the world.The company has two factories with the headquarters in Longxue and branch in Wenchong.

Navalink Rom is the promising joint effort between the management of NAFTOSOL and CORAL, both companies well established in Piraeus for the last 25 years. With their experience all these years in the Greek ship repair market and having cooperated with the majority of Greek shipping companies, they decided to take a further step, always aiming to offer the best services to our customers. In this respect, they have established in Constanta, Romania, the new company NAVALINK, in close and long term cooperation with 2x1 CAPE MIDIA SHIPYARDS.From July 2005, NAVALINK's workshop is well established within the Shipyard's premises fully equipped with all necessary electro-mechanical machinery. With the know-how in ship repairs and the cost effective Romanian workforce managed by Greek competent personnel, NAVALINK provide its customers high quality repairs at competitive prices and short delivery time.Up to today NAVALINK has successfully carried out repairs to a large number of vessels of Greek and foreign ownership and keeps on trying to satisfy its customers in the best possible way.

Navalink Rom

Shanhaiguan Shipbuilding Industry CoShanhaiguan Shipbuilding Industry Co., Ltd. (SHGSIC), whose former name is Shanhaiguan Shipyard, is a first class state-owned enterprise of China Shipbuilding Industry Corporation (CSIC). It was established from 1972, went into operation in 1986, and transformed into Enterprise in 2007.The main business of SHGSIC is ship-repair , shipbuilding, ship conversion, scrapping, off-shore engineering construction, maintenance, harbor machinery, steel fabrication, shipping spare parts providing, heat-dip galvanization, project construction, wharf loading/unloading and storage business. SHGSIC has been found to conform to system standard GB/T I9001-2000-ISO, gained the authority of doing direct import/export business in 1995 and the authority of harbor & mooring manag-ing in 2001.The area of SHGSIC is 3,116,000m2, which includes 2,088,000m2 land areas and 1,028,000m2 harbor basin areas. The principal dimensions of two ship-building docks are 240m×28m×9.8m and 440m×100m×12m; four ship-repairing docks are 240m×39m×11.4m 340m×64m×12.8m 320m×56m×13.3m and 260m×50m×13m.There are 19 quays of 5641.6m length in total. There are steel treatment plant, piping fabrication workshop, hull association workshop, subsection installation & welding workshop and complex coating shop and other production equipments. There are over 6000 sets of facility including 600 tons gantry crane, tug boats, 1250 tons hydraulic machineries, edge planers, guillotines, steel pre-treatment line, sheet flattening machine, pipe bending machines, 10 meters lathes, submerged arc welding machines, co2 protection welding machines, CNC steel cutters, plasma cutting machines and photo-electric tracing cutting machines. At present SHGSIC has more than 2,700 employees including 1,000 senior technical workers, professional administrators and engineering technicians. In addition, there are 1,500 contract workers and 12,000 outsourcing workers contribute energy to the production.The ship-repair annual capacity of SHGSIC is more than 200 vessels . According to the regulations of ship classification society at home and abroad, international pact and standard, SHGSIC has repaired and converted tankers, rigs, bulk carries, general cargo ships, Ro-Ro ships, container carriers, reefer ships, ore carries, floating cranes, rescue ships, supply ships, harbor vessels, chemical tankers, special vessels, offshore facilities etc. The shipbuilding annual capacity of SHGSIC is about 1,400,000DWT. They have accomplished a series of new building projects, such as two semi-submersible barges , well-known turbine installation vessel , 70,000DWT floating dock , two 2600TEU container vessels , 30,000DWT bulk carries, 30,000DWT lake bulk carrier, 35,000DWT bulk carriers, 93,000DWT bulk car-riers etc. Now they keep a good business relationship with many major shipping companies from more than 30 countries and areas with excellent reputation. Such as Korea, Greece, India, Denmark, USA, Hong Kong Taiwan etc.

CHINA

TURKEY

ROMANIA

CHINA

FORGITOS SUPPLY

your requirements.• Detailed local marine and port facility information, electronic daily port updates and real-time port information alerts• Experience in all Turkish Customs, Coast Guard, Vessel Traffic Services (VTS) and all other government regulations that concern ships, crews, and cargoes• Crew transfers - meet & greet, hotel bookings, shore pass arrangements, etc.• Crew welfare - doctor, dentist, mail, and prepaid telephone calling cards• Spares clearance and delivery• Inward & outward clearance• Liaison with local authorities• Follow-up activities with workshops, contractors etc.• Bunker fuels and lubricants• Communication assistance• On-ship coordination service during repairs.


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Marine Plus in their role as main agents of Chengxi Shipyards in Greece, organized a reception dinner in honour of Mr. Ma Shi Xiong, the new president of Chengxi Shipyards Co Ltd (subsidiary of CSSC Group of China). The Ambassador of China in Greece Mr. Luo Linguan honoured this event with his presence. The participants had the opportunity to be informed about the activities of Chengxi Ship-yards. The venue was held at the prestigeous Yacht Club of Greece in Castela.

Chengxi Shipyards in… Greece

Other representations

One Shipping Services Ltd. offers agency services for all Turkish ports, Turkish Straits transits and newbuildings & repairs at Tuzla and other Turkish shipyards. One’s extensive hub of branches and sub-agents in all Turkish ports employ the most experienced agents with best relations with all government officials. While keeping the clients up-to-date with e-mail, fax messages and SMS minute by minute, only One has the best resources to deal with any trouble involving the ships.Services• Full-vessel agency attendance and ship husbandry services in all Turkish ports and during Turkish Straits transit passages. They serve all vessel types, and in particular, crude and clean product tankers, LNG, LPG, chemical, dry-bulk, cruise and container vessels.• Customized and integrated web-based Voyage Reporting, Voyage Accounting and Finance services with flexible communication capabilities tailored to

TURKEYCHINA

Marine Plus in Singapore

Due to our continuous expansion, we now have a new branch office of Marine Plus SA in Singapore, opera-tional since 2nd April 2011. It is managed by our previous Operations Manager Mrs. Gina Li.Apart from dealing with operational matters i.e. on site vessels' attendance, monitoring of on going repairs in China, the Singapore office also provides full range of services; dry docking, port repairs, agency, ship sup-plies, etc for vessels calling Singapore. Our primary focus here is also to further develop and promote our Principals' ship repairs / conversion activities in the F. East market.

One Shipping Services Ltd.

Approved by the Chinese government in 1993, spe-cializing in ocean shipping supply and port services businesses. Following a service policy of “honesty, thoughtful, reasonable, high-quality”, basing on the good geographical advantage of Yangtze Delta, relying on the excellent management team, the company would provide one station shipping service for foreign ships. The company renders excellent service, standard opera-tion. It is of great strength. Integrating the ocean shipping supply ,import and export trade, spare parts supply and other services. They have 4 store warehouses and three classified food freezers about 7,000 sqm.Owning several branches like Zhoushan,Taizhou, Nanjing, Yangzhou,Shanghai, Nantong etc. around the Yangtze River, along with perfect distribution system of ship store & provision logistics, the company is quali-fied to provide fast, attentive service and high-quality, reasonably-priced items.


cover story JNE marine

JNE MARINE LTD is a company specialized in the supply of specific engineered components mainly from

the Chinese & F. East market ( Korea/Japan ) .In particular JNE has the possibility of offering directly from

the production source in China and F/East pressure vessel components ( Cylinder Liners,

Cylinder Covers, Piston Crowns, etc ) for most of the common propulsion Main Engines ( MAN/B&W

-Wartsila ) as well as the full range of consumables for Auxiliary Engines ( Daihatsu- Yanmar etc ), BBC

T/C spares, Japanese Pumps (Naniwa, Taiko Kikai, Heishin, Shinko, Shin Shin etc ) various spare parts In

addition we can offer directly from Licensees Factories in China, complete

units of Booster Modules, Fresh Water Generators, Coolers, Sewage treatment Incinerators , Complete

pumps with motors, etc .

Apart from the above activities JNE is the Exclusive / Authorized Agents of the following Equipment Makers

in Greece Mitsubishi Kakoki Kaisha/ Samgong ( Purifiers & After Sales )

- Apollo (Composite Hoses ) -Asian Star ( Anchor Chains ) - Jiangsu Xiangsheng ( Anchors )-

Huacheng ( H/Cover rubbers ) - Cygnus Instruments Ltd ( Ultrasonic Thickness &

Hatch Cover Gauges ) - Den-Sin ( High pressure Water Blaster )

Strainstall ( Hull stress monitoring systems )

- Pyung Hwa Diesel ( Nozzles, Plunger & Burrels ) -Just Marine ( Lifeboats -Cranes )

Nikos Theodorou MD, JNE Ltd

«The care and attention we give to details, is always kept to a high standard as is our flexible and supportive approach to-wards resolving any problems, no matter small or uncommon may be.We are always committed to our clients».Nikos Theodorou

“

JNE Marine : We are always committed to our clients

JNE marineNAFS issue 4/2011 45

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PHOTO 1: (From left to right):Anna Kagia / Operations dept., Theodoros Rodinos / Acc.dept, Eleni Halkia / Operations Manager, Nikos Theodorou / General Manager, Katerina Mathioudaki / Operations dept.- Mitsubishi, Despina Sarantinaki / Operations dept, George Rodinos / Financial Manager

PHOTO 2: (From left to right): George Rodinos / Financial Manager Theodoros Rodinos / Accounting dept,

PHOTO 3: (From left to right): Katerina Mathioudaki / Operations dept. - MitsubishiAnna Kagia / Operations dept., Eleni Halkia / Operations Manager, Despina Sarantinaki / Operations dept.

PHOTO 1

PHOTO 2 PHOTO 3

JNE MARINE has been recently approved

by LLoyd’s Register Quality Assurance



Cygnus Instruments

Founded in 1983 by marine architect George Edes, Cygnus Instruments are the original pioneers of the ultrasonic multiple echo technique and created the industry standard for through-coating metal thick-ness gauging; providing accurate, error-checked metal thickness measurements without removing coatings. Cygnus manufactures ultrasonic thickness gauges, which are employed in almost every industrial ap-plication around the world. The models in their range include Intrinsically Safe for potentially explosive environments; Underwater for diver use; Hands Free for rope access applications; Data Logger for simple yet versatile logging of thickness measurements; General Purpose with large LCD display and simple menu operation and ROV mountable series with optional probe handling solutions.The new Cygnus 2 is the smallest, lightest and most durable through coating thickness gauge available and is designed for use in rope access or belt mounted applications where the end-mounted organic LED display can be easily read whilst taking measurements. The Cygnus 2 is supplied ready to use as a complete kit in a protective carry case.The Cygnus 4, a compact general purpose ultra-sonic thickness gauge, is highly versatile for use in most hand-held industrial or shipping applica-tions. The LCD display is easily read outdoors and perfect for use in all light conditions, with automatic white back light control. Menu-driven operation and "Deep-Coat" mode allow easy thickness gauging through coatings up to 20 mm. Cygnus 4, supplied in an IP65 & IP67 rated aluminum enclosure, protec-tive silicon sleeve and is extremely light, tough and simple to use.

The Cygnus 1 Intrinsically Safe is a tough, rugged gauge designed for safe use in potentially explosive environments and is supplied ready to use as a complete kit in a protective carry case with 2 rechargeable batteries.The Cygnus Underwater, a tough underwater ultrasonic thickness gauge, is designed for use by divers undertaking subsea surveys. The instrument is rated to a depth of 300 m and is supplied ready to use as a complete kit in a protective carry case with 2 rechargeable batteries. Cygnus Instruments also offer two dedicated ROV mountable thickness gauges available in 2000 msw and 4000 msw depth rated; these units are truly versatile and designed to operate in the harshest operating conditions. Dedicated software displays the time, date and thickness readings on the surface, which can all, can be stored or logged. Alternatively, an optional Top Side Repeater (TSR) is available which has the facility to display the thickness measurements remotely and overlay them on to a video signal. This allows the measurements to be superimposed on the ROV camera’s monitor screen.Cygnus understands the need for rugged, reliable instruments that won't let you down in hostile conditions, which is why their gauges have been successful for over 20 years and are offered with a 3-year warranty.

HATCH SURE drastically reduces vessel owners’ exposure to cargo claims

Cygnus Instruments Ltd has been producing supe-rior ultrasonic testing equipment since 1983 and is

renowned the world over for quality, reliability and robustness. The company pioneered digital multiple echo tech-nology for measuring material thickness through coatings and quickly became the market due to their simple to use products, engineered to withstand even the harshest of environments. As a result of successful diversification over nearly 3 decades, Cygnus now carries three ultrasonic product lines – thickness gauges, hatch cover leak detectors and industrial leak detectors.The Cygnus Hatch Sure was introduced to the Cyg-nus family of products in 2009, and is a lightweight ultrasonic hatch testing kit for the quick, accurate and reliable testing of the weather tightness of cargo hatch covers. There are two principal reasons that hatch cover leaks must be detected accurately and reliably: money and safety. There are many and varied causes for insurance claims relating to cargo, however, the most expensive claims always arise from accidental water damage to bulk cargo. The most common cause of this type of water damage is hatch leakage, which accounts for over 30% of all claims.With the vast majority of P&I Clubs now stating that ultrasonic is the preferred method of testing, hundreds of marine surveyors around the world now keep this type of equipment in their inventory and choose ultrasonic as their method of choice for testing hatch cover integrity. P&I Clubs and surveyors are well aware of how ineffective hose testing can be, since water ingress that is visible from inside the hold may not appear at the point of the defective seal; whereas Hatch Sure can pinpoint the exact location. A traditional hose test involves testing the hatches prior to loading to ensure the vessel is cargo worthy, clearing up large volumes of water from the deck, hold and hatch covers before then loading the steel. This is time consuming and prevents other vessel activities, whereas Hatch Sure does not interfere with any other ship opera-tion which saves time and money. In addition, many ports experience sub zero temperatures for several months each year, making hose testing either im-possible or creating dangerous working conditions for the crew (as water from the hose test freezes on the deck and hatch covers); the Cygnus Hatch Sure will operate down to -10ºC.Ship owners and managers are also now seeing the benefit in having this equipment in their inventory, as when it is logged as part of the maintenance and testing routine, the vessel owner can demonstrate due diligence in ensuring weather tightness of the hatches. This has a direct effect on insurance claims and premiums, with early detection of wear or damage to rubber hatch seals being a proven money saver for owners, allowing scheduled repairs to be undertaken rather than emergency “quick fix-


cover story

es”. Proper maintenance of hatch seals is essential for both sea and cargo worthiness of a vessel, and planned replacements allow the use of the correct type and size of rubber seals along with corrosion of the compression bars also being easily detected.The stability and safety of a vessel can be compromised if water ingress through hatch covers adds to an already moisture laden cargo, and any cargo containing fine material and moisture has the potential to liquefy. The problems associated with cargo liquefying whilst onboard vessels are nothing new, however; there have been a number of very serious incidents over recent years where vessels have experienced liquefaction leading to loss of stability and capsized. Cargoes such as iron ore fines, nickel ore, fluorspar, iron ore concentrates and others, have all given rise to liquefac-tion associated problems in recent years. Ultrasonic testing is particularly useful when carrying highly sensitive, high-value cargo such as steel; since damage to steel and other sensitive cargoes can result in very expensive claims if even a relatively small amount of salt water contaminates the finished product. An evaluation of Hatch Sure on a new-build vessel in Croatia in May 2011 demon-strated to a number of classification societies and shipyard managers that ultrasonic testing of new hatch seals could be carried out without interruption to other outfitting activities, including painting. Hatch Sure is a low cost solution to many of the prob-lems faced by ship owners and managers, with initial outlay quickly recovered and the reliability of the instrument ensuring low lifetime operational costs. Surveyor Wagner Campagnaro, from Com e Servicos Maritimos in Brazil commented, “I purchased a Cygnus Hatch Sure leak detector in 2010 and have used the instrument to inspect more than 30 ships of varying ages in the last year. After carrying out an inspection at Praia Mole terminal in March 2011 on a ship that had been delivered in December 2009, the ship was found to be in good maintenance other than the fact that every hatch tested was found to be leaking in fwd and aft locations. The master and chief officer were present in the inspection and were worried that my equipment was faulty, due to the ship being so new. I requested that the master ask his crew members to tighten hatches, sealing bolts and quick action cleats, and subsequently retested. All the holds and points previously found to be leaking were now tight, and it proved just how good the Cygnus Hatch Sure is.”Wagner went on to say, “At every inspection, I suggest ship masters try to request their owners to acquire Cygnus Hatch Sure. They are protecting their lives, their cli-ent’s cargoes and avoiding claims against their principals”. He further added, “Cygnus’ hatch leak detector is perfect, very easy to use, accurate and reliable. I recommend this leak detector for ship owners, charterers and company inspections because this equipment makes work safe and reliable. No other means of watertight test can com-pare, whether it’s hose, chalk or light.”



Since Mitsubishi Kakoki Kaisha, Ltd. ( MKK ) delivered a first oil purifier in 1940, the total production number will shortly amount to 90,0000 units. Throughout this period MKK have been consistently making the untiring efforts in improvement and developments of our product to meet the needs and wants from the users, maintain-ing firmly the basic design concept of Higher reliability and Higher Separation Performance. The newest model of SJ 08 was releasedin January 2011 for the compact size engines.

MKK EUROPE B.V. (WWW. MKKEUROPE.COM)We were established in the Netherlands in 1995 for the increase of our sales and service supports for the European customers in cooperation with our agent in each European country. We can sup-ply not only oil purifier & its spare parts, but also provide European customer with our reliable technical support & services.

MITSUBISHI SELFJECTOR GENIUS SERIES

“ HIGHER RELIABILITY and HIGHER PARTICULAR REMOVAL PERFORMANCE “

Mitsubishi Selfjector Genious Series was developed under the concept of “” moretoughness and less maintenance labor by enhancing reliability” to which evenhigher purification performance and G-HIDENS system were added.Further more, with simplification of detectors and gauges, daily inspectioninspection procedure has become easier.

GENIUS SERIES SJ-G SERIES

1. Adoption of “ G-HIDENS syetm for high density ( up to 1,010Kg/m3 ) oil purifying with high reliability2. Bowl structure excellent in separation performance3. Model layout matching the engine output, and a line-up of high-capacitymodels meeting the needs of large container vessels4.Discharge mechanism delivering high sludge discharge perfor-mance5.Semi-unit for main body with adoption of new built-in manifold valve etc,6. Adoption of mutli-monitor system intergrating detection and display functions7. Combined mode for total/partial discharge using pilot valve discharge mechanism ( MOdel GSH-1 )8. Adoption of double impeller method and spiral chute in all models9. Standard equipment of direct connection suction pump ( Gear type )10. Adoption of graphic control; panel ModelGBC-1/GBC-2

MITSUBISHI OIL PURIFIER – SELFJECTOR (www.kakoki.co.jp)

MITSUBISHI SELFJECTOR SJ 08

Apollo International

Apollo International is the manufacturer of Apolloflex Composite and VaporRecovery hoses, and a fabricator and distributor of Metal and Rubber Hoses,Rubber and Metal Expansion Joints, Tank Cleaning Machines and Hoses, Water and Air Driven Ventila-tion Fans, Tank Lid Packing and Gaskets, Fire Hoses and Fittings, Nozzles, Wyes, Tees, Reducers and Adapters. We are committed to quality and certify most assemblies to USCG Regulations. Offices located in New York and Houston, Texas. Worldwide shipments available.

Asian Star Anchor Chain Co., Ltd. Jiangsu (AsAc)

Asian Star Anchor Chain Co., Ltd. Jiangsu (AsAc) is a specialized manufacturer of anchor chains and offshore mooring chains. With its head quarter located in Jingjiang, Jiangsu Province, AsAc has about 2000 employees and its subsidiary is set up in Zhenjiang, Maanshan, etc.Established in 1981, the company has developed as the largest producer in the world whose annual output of anchor chains is 200,000 tons. Over the past years, its production, sale and exports have ranked No.1 among its competitors. With 60% of its products are exported to regions around the world. AsAc is now the largest production and export base of anchor chains and offshore mooring chains in China. AsAc is the top chain maker in chain-making


cover story

industry of the world and the most competent and powerful enterprise for its overall strength among the international competitors. AsAc’s trademark has been recognized as well-known trademarks in China.

Specification:Diameter 12.5mm-157mm• Category And Grade:AM2 and AM3 anchor chain for ship use; ORQ, R3, R3s, R4, R4s and R5 offshore mooring chains and their accessories.• Applied Standard:ISO1704-2007, IACS W18 and W22, API-2F(U.S.A),Rules of Classification Societies ,GB/T 549-1996(China) and other non-standard products in order to satisfy customers.• Approved Societies:Approval by 11 international Classification Socie-ties, such as ABS, BV, CCS, CR, DNV, GL, KR, LR, NK, RINA and RMRS and so on.• ISO Quality Management System:ISO9001-2000, API-Q1 Quality and ISO/CD14690 (HSE) management system have been separately approved by API (USA), CSQA (China) and QSM-SCC (China).• Typical user:AsAc’s products are widely used in various kinds of projects of ships, offshore mooring engineering and military and by well-known Companies, such as MAERSK, HYUNDAI, MITSUBISHI, SBM, TRANS-OCEAN, PETROBARS and INTERMOOR etc.R5 OFFSHORE MOORING CHAIN has been used on the CNOOC’s latest 6-G offshore drilling platform and the project SMODU GAZFLOT of OAO Gazprom in Russia. ANCHOR CHAIN is used on the most luxuriant and largest ocean liner Queen Mary 2 and Freedom of the Seas.

DEN-SIN

A leading manufacturer of professional Heavy Duty High-Pressure Water Blasting Equipment and a member of the Nilfisk-Advance Group of companies

employs 5000 people in 41 sales and service com-panies globally. Withmanufacturing facilities in USA, Sweden, Singa-pore, Italy, Hungary, Germany, Denmark and China, Nilfisk-Advance is the world’s largest manufacturer of Powered Environmental Cleaning equipment with a global turnover exceeding Euro 790 Million in 2008. DEN-SIN offers a wide range of Water Blasting equipment ranging from 110 Bar to 2500 Bar catered for different industries such as Marine, Building & Construction, Oil & Gas, Automotive, Power Plants and many other industries.

Just Marine

Just Marine is a professional manufacturer that producing variety of lifesaving equipments and marine equipments, including FRP lifeboat, rescue boat, davit, hydraulic cargo crane, windlass, moor-ing winch etc.With the constantly development, we focus on the concept of science and technology are primary productive forces and established Jiangsu Ocean Engineering R&D center and Jiangsu University of Science and Technology R&D center.We have the scientific administrative team, advanced production equipments, superb work-manship, first lever testing facility as well as the complete quality assurance system. Our products have been approved by classification societies such as DNV, LR, ABS, RINA, BV, GL, CCS, KR, NK, EC.We warmly welcome friends all over the world to come and visit our company.

PYUNG HWA Diesel Co., Ltd.

PYUNG HWA Diesel Co., Ltd. is a manufacturer specializing in production of fuel injection systems

employed in the construction of marine diesel engines. Through our concentration on fuel injection system technologies by our dedicated engineers over the course of more than three decades, we have developed uncompromisingly high production skills.Thanks to precision-manufacturing equipment such as Electro-chemical, Fluid Polishing and Internal Grind-ing Machinery together with measuring devices that include 3-D and Roundness/Cylindrical Measurement Instruments, we have successfully geared our quality to world standards.We operate three production lines that manufacture nozzles, plungers and barrels, and fuel injection pumps, respectively. Through our accumulated produc-tion expertise, state-of-the-art facilities and strict quality control, we supply precision quality components at the most globally competitive prices.

Precision ProductionBy optimizing our work processes and installing the fol-lowing state-of-the-art facilities, we have established a production system that enables us to reduce production costs and shorten delivery times.

● Five-axis MCT for drilling spray holes● ECM for chamber ● Helix milling machine

Superb FinishingThe fuel injection parts in today’s diesel engines demand are precision-machined to tolerances of less than 1μm (0.001mm). This advanced level of quality is produced by the following precision machines:

● 12,000 rpm double-axis internal grinding machine● Auto-controlled honing machine● Fluid polishing machine

Heat Treatment & MaterialsWe can apply such heat-treatment vacuum furnace processes as carburizing, nitriding and nickel-brazing as well as sub-zero treatment.SKD61-ESR is basically applied, and SKH51, SCM425, SUJ3 are applied respectively.

InspectionQuality control is executed in a clean room where temperature and humidity are constantly maintained. With the use of the following precision testing equip-ment we have successfully geared our quality to world standards: ● Roundness measurement machine● 3D coordinate measurement machine● Roughness & cylindrical measurement machine● Flow measurement device

Management Thanks to our ERP system, ISO9001 (DNV) and many technical innovations, we have maximized the ef-ficiency with which we can deliver outstanding products to the markets. It is our policy that the competitiveness we have gained may be passed on to our customers and that we may be partners in their success.

Huacheng Rubber Product Co.,Ltd

We are professional manufacturer for marine rubber products. We manufacture all size of marine hatch cover rubber packingwater tight door sponge rubber packingwater tight door solid rubber packing and all kinds of rubber gaskes ,fenders (“V”fender,”D” fender, solid polyurethane floating fender),Our products have good quality and competitive prices, and provide our best service to our clients.

Jiangsu Xiangsheng Heavy Industry

Jiangsu Xiangsheng Heavy Industry Co.,Ltd, former name was Rugao Haiyang Marine equipment Foundry, was invested in July, 2002. After decades of years management with great concentration, factory had got outstanding achievement and steady growth. In order to approve product quality, new factory with name of Jiangsu Xiangsheng Heavy Industry was newly estab-lished in February,2009 on base of plenty of orders with 300 million investment. It is one of the world biggest manufacturer and exporter of marine anchors.Company covers 76,000 square meters area, includ-ing plant area of 60,000 square meters. Meanwhile



company is strong at technology because it has several senior engineers (professor), 66 engineering techni-cians and more than 300 excellent workers with many years professional experience. We had been continuously certified by class society including CCS, ABS, LRS, GL, DNV, NK, BV, KR, RINA, RS and so on, also ISO 9001 quality assurance system. The products follow state standard, international stand-ard, and customer requirement. All are delivered with class approval. Currently our products are marine anchors, anchor swivel shackles, fairlead chocks, rollers, chain stoppers, bracket, bollards and so on. We have over 20 types anchors and thousands different sizes. Improved Delta anchors which we designed had been widely used, HY-17, HY-23 steel fabricated anchors are leading products among Chinese manufactures, High holding power an-chor AC-14 passed sea anchoring test by various class societies and had been produced and recommended to customers, AC-14 fully balanced anchor are popular among customers because of feature of much better balancing; super high holding power anchors are widely used on offshore oil platform. Our market covers USA, UK, France, Korea, Japan, Singapore, Norway and over 30 countries and area. We adopted world advanced technology such as resin sand production line, biggest size of anchor can be 60 tons, annual production capacity is over 36,000 tons. Also we are able to produce casting and welding prod-ucts for offshore project, port machinery, large-scale ships. Our company have exporting and importing license to process with different commodities and technique. Our company takes responsibility of environment protection, sense of community responsibility, employee welfare. We are popular among users since great vari-ety of goods, excellent quality, in time delivery and so on. After unremitting efforts from whole factory, we are now leading supplier in this industry.The company owns one 20T electric furnace, one 1200T plate bending machine, two 50T lanes, six 32T lanes, eighteen 20T lanes, two 4,5 m x 5,5 m x 9,5 m electric heat treatment furnaces and one 5 m x 6 m x 13 m electric heat treatment furnace, four 300T horizontal tensile testing machines, one 350T and one 600T hori-zontal tensile testing machines. The company has world advanced testing equipments including one spectroa-nalysis instrument, two universal material testers, two impact testing machines, three low-temperature impact test box, two impact test bar gap manually broaching machines, two projectors, four magnetic defect detec-tors and several ultrasonic fault detectors and some other equipments. These equipments provide a solid guarantee for producing quality products. The company is located at Nantong expressway Rugao Port exit, first-grade state port, enjoying transportation convenience. We sincerely welcome customers from domestic and abroad to visit us and create prosperous future together.


λιμάνια ΟΛΠ

Συμφωνία συνεργασίας ΟΛΠ -ΣΕΠ

Συμφωνία συνεργασίας ΟΛΠ Α.Ε και ΣΕΠ Α.Ε. για τα θέματα εγκατάστασης και εφαρμογής σύγχρονων

συστημάτων ISPS στην κοινή Ελεύθερη Ζώνη Τύπου 1 στο Εμπορικό Λιμάνι του Πειραιά, επήλθε μετά από

διαβουλεύσεις που έγιναν μεταξύ των Διοικήσεων των δύο εταιρειών.

Όπως είναι γνωστό μεταξύ της Γενικής Διεύθυνσης Τελωνείων και ΕΦΚ του Υπουργείου Οικονομικών και

του Οργανισμού Λιμένος Πειραιώς, ως Φορέα Διοίκησης της «Ελευθέρας Ζώνης» υπεγράφη πρόσφατα

Μνημόνιο Συνεργασίας.

Σε εφαρμογή του Μνημονίου αυτού μετά από κοινή διαβούλευση, οι δύο πλευρές (ΣΕΠ και ΟΛΠ)

συναποφάσισαν να συνεργασθούν για θέματα όπως, (α) τα συστήματα λειτουργίας για την επιτήρηση

της Ζώνης, (β) τα μέτρα ελέγχου, (γ) την πρόσβαση στα ηλεκτρονικά συστήματα των εγκαταστημένων

επιχειρήσεων, (δ) τα ισοδύναμα μέτρα φύλαξης, (ε) εγκατάσταση μηχανημάτων ανίχνευσης ραδιενέργειας,

και άλλων μηχανημάτων, έτσι ώστε ο Εμπορευματικός Σταθμός του Πειραιά να καταστεί μεταξύ

των πλέον ασφαλών λιμένων της Ευρώπης, οι οποίοι διαθέτουν μεγάλους και σύγχρονους τερματικούς

σταθμούς εμπορευματοκιβωτίων.

Ο ΟΛΠ Α.Ε απέστειλε προς τη Διεθνή Ναυτική Ένωση έγγραφο για διαβούλευση με βάση και την

Ευρωπαϊκή εμπειρία για την καθιέρωση τέλους κώδικα ISPS, προκειμένου να καλυφθεί μέρος του κόστους

για την εφαρμογή των συστημάτων ασφαλείας.

Υπενθυμίζεται ότι ο ΟΛΠ Α.Ε. εφαρμόζει ήδη μέτρα υψηλής ασφαλείας στους χώρους πρόσδεσης

κρουαζιερόπλοιων και car-terminal, ενώ διαθέτει υπηρεσίες Ασφάλειας Λιμένος, στελεχωμένες με έμπειρο

προσωπικό και σύγχρονη τεχνολογία.

Την εξαμηνιαία (01.01.2011-30.06.2011)

έκθεσή του προς το Διοικητικό Συμβούλιο του

Οργανισμού Λιμένος Πειραιά (Ο.Λ.Π. Α.Ε.)

κατέθεσε ο Πρόεδρος και Διευθύνων Σύμβουλος

του Οργανισμού κ. Γιώργος Ανωμερίτης, ενόψει της

συνεδρίασης του Δ.Σ. τη Δευτέρα 29 Αυγούστου

2011.

Σύμφωνα με την κατάσταση των

Αποτελεσμάτων με βάση τα Διεθνή Λογιστικά

Πρότυπα ο Ο.Λ.Π. Α.Ε., παρά την κρίση στο

χώρο των μεταφορών, εμφανίζει κέρδη εξαμήνου

6.318.558 Ευρώ προ φόρων και 3.655.590 Ευρώ

μετά τους φόρους έναντι 2.571.772 και 1.645.206

αντιστοίχως το 2010.

Παρότι ορισμένα από τα επιμέρους στοιχεία

των εργασιών του δεν είναι συγκρίσιμα με το

αντίστοιχο εξάμηνο του 2010, κατά το οποίο δεν

λειτουργούσε ο Σταθμός Εμπορευματοκιβωτίων

και ανακατασκευαζόταν το Car Terminal, τα θετικά

αποτελέσματα του Οργανισμού αποτελούν ευοίωνο

σημάδι για τα τελικά αποτελέσματα του 2011, αφού

όπως είναι γνωστό η δυναμική στη συνολική του

λειτουργία αναπτύσσεται κυρίως το β΄ εξάμηνο του

έτους λόγω κρουαζιέρας και ακτοπλοΐας.

Τα σημαντικότερα γεγονότα του Α΄ Εξαμήνου

Σε πορεία κερδοφορίας ο ΟΛΠ

2011, τα οποία θα επιδράσουν θετικά στη συνολική

πορεία του Οργανισμού είναι:

1. Η ένταξη στο νέο Car Terminal ανενεργών

χώρων 145.000 τ.μ., μήκους κρηπιδωμάτων

1.167μ. και χωρητικότητας θέσεων στάθμευσης

7.000 αυτοκινήτων, μεγέθη τα οποία καθιστούν

το Car Terminal του Πειραιά ως το σημαντικότερο

διεθνές λιμάνι διακίνησης αυτοκινήτων transit της

Μεσογείου.

2. Η επίλυση με φιλική διευθέτηση όλων των

θεμάτων μεταξύ Ο.Λ.Π. Α.Ε. και Σ.Ε.Π. Α.Ε.,

θέτοντας σε νέα τροχιά ανάπτυξης τους Σταθμούς

Εμπορευματοκιβωτίων και τις νέες υποδομές τους.

3. Η προσυπογραφή συμφωνίας συνεργασίας

μεταξύ Ο.Λ.Π Α.E. και M.S.C. S.A., η οποία

δημιουργεί αισιόδοξες προοπτικές για την πορεία

των εσόδων της εταιρίας και διατηρεί τη δεύτερη σε

μέγεθος παγκοσμίως εταιρία θαλασσίων μεταφορών

ενεργό μεγάλο πελάτη για το λιμάνι του Πειραιά.

4. Η εκποίηση ανενεργών πλοίων με σημαντικά

έσοδα για τον Ο.Λ.Π. Α.Ε.

5. Η πιστοποίηση του Ο.Λ.Π. Α.Ε. από την

ESPO και τους Lloyd’s ως Πρότυπου Λιμένα

Περιβαλλοντικής Διαχείρισης κρίσιμου μεγέθους

πλην άλλων και για την ανάπτυξη της κρουαζιέρας.

6. Η συνεχής εκτέλεση έργων και μελετών του

επενδυτικού προγράμματος Ο.Λ.Π. Α.Ε. 2011-2015

χωρίς περικοπές παρά την κρίση.

7. Η συνεχής άνοδος του τομέα κρουαζιέρας με

υψηλά ποσοστά και διπλασιασμό των εσόδων του

και

8. Η μείωση των εξόδων και ιδιαίτερα των

λειτουργικών εξόδων, που μειώθηκαν κατά 20,3%

και η θετική έκβαση δικαστικών διεκδικήσεων

επέφεραν επιπλέον θετικά πρόσημα στα

αποτελέσματα Α’ εξαμήνου.

Οι Αριθμοδείκτες για τον Ο.Λ.Π. Α.Ε.

διαμορφώνονται μετά τα αποτελέσματα Α’ εξαμήνου

ως ακολούθως:

1.Γενικής Ρευστότητας 1,73

2.Ειδικής Ρευστότητας 1,68

3.EBITDA 0,30

4.Δανειακής Επιβάρυνσης 0,60

Τα αποτελέσματα και οι δείκτες αυτοί, δείχνουν

εμμονή στην πολιτική και πορεία κερδοφορίας του

Οργανισμού, όπως αυτή τηρείται από το 2010. Η

πλήρης έκθεση θα τεθεί υπόψη του Διοικητικού

Συμβουλίου τη Δευτέρα 29 Αυγούστου και θα δοθεί

την ίδια μέρα στη δημοσιότητα.

Συμμετοχή του ΟΛΠ στο RoadShow του ΛονδίνουΙδιαίτερα επιτυχής για τα συμφέροντα του

επενδυτικού προγράμματος του Ο.Λ.Π. Α.Ε.

υπήρξε η συμμετοχή του στο RoadShow του

Λονδίνου, που οργάνωσε το ΧΑΑ.

Οι εκπρόσωποι του Ο.Λ.Π. Α.Ε. δέχθηκαν δεκάδες

διμερών προσκλήσεων, τόσο για τα έργα του

επενδυτικού προγράμματος 2011-2015, πολλά

εκ των οποίων γίνονται μέσα από Συμβάσεις

Παραχώρησης, όσο και για το κύριο θέμα της

επικαιρότητας λόγω του Μεσοπρόθεσμου Σχεδίου,

το οποίο προβλέπει (α) την Ανάπτυξη του Αττικού

Λιμενικού Συστήματος και (β) τη διάθεση μέσω

του Ταμείου ποσοστού 23,1% εκ των μετοχών τις

οποίες διακατέχει το ελληνικό δημόσιο.

Όπως πρόσφατα δήλωσε και ο Υπουργός

Οικονομικών κ. Ευ. Βενιζέλος, σύμφωνα και με

το χρονοδιάγραμμα του Μεσοπρόθεσμου στο 4ο

τρίμηνο (Οκτώβρη, Νοέμβρη, Δεκέμβρη) του 2011

αναμένεται η διάθεση του πιο πάνω ποσοστού

μέσω Ε.Ε.Σ.

JUNE-2006.indd 191 5/23/06 12:59:32 PM


class news Germanischer Lloyd

GL Award for Young Professionals

The classifications society Germanischer Lloyd

(GL) rewarded three young engineers for their

outstanding diploma theses. For the 2010 Award

engineering students were asked to submit theses

on “Innovative Ideas for Increasing the Energy

Efficiency of Ships”. Torsten Schramm, Chief

Operating Officer of the GL Group, presented the

prizes to the deserving winners of the GL Award for

Young Professionals 2010 at the Maritime Summer

Meeting in Kiel.

With the Award GL seeks to support and reward

the best young engineers in the Maritime field and

demonstrate how varied and exciting the engineer-

ing profession can be. The awards come with a

prize of 1,000 to 3,000 Euros. Edward Sciberras,

from the University of Newcastle was presented

with the first prize for his thesis on the “Sizing of

hybrid propulsion systems”. His work looked at a

method to optimise the evaluation of components

in yachts with hybrid propulsion systems, improving

the environmental impact of vessels through the

reduction of fuel consumption. This award came

with a prize of 3,000 Euro. Second prize and an

award of 2,000 Euros went to Katja Hartig of the

University of Rostock for her paper, “Conceptual

Design of a Containership not requiring Ballast

Water Exchange.” Fabian Tillig from the Berlin Insti-

tute of Technology (Technischen Universität Berlin)

took third prize and an award of 1,000 Euros for

his work, ”Parametric modelling and hydrodynamic

analysis of twin-skeg vessels.”

Picture: After the presentation of the Awards, (from left to right), Torsten Schramm, Chief Operating Officer of GL, and the prize winners Edward Sciberras, Katja Hartig, and Fabian Tillig.

GL Exchange Forum - Report on MEPC's 62nd session

The subject of Carbon Dioxide dominates the future of many industries today. Whether it be the Shipping, Automo-tive, Aviation, or Power Generation industries the questions of how to account for, reduce, produce, capture and minimise the impact of Carbon Dioxide generated by that industry is seldom left out of the discussion. So it was Ger-manischer Lloyd’s traditional recap of the latest session of the Marine Environment Protection Committee (MEPC) of International Maritime Organization (IMO), focused on the groundbreaking developments at the 62nd session. The 62nd Session was notable for several reasons, the use of a vote to approve the measures rather than by consensus and the establishment of a North American emissions control area for example. However it was the adoption of the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP) that marked the Session as being of historical significance. Adopted as amendments to Annex VI of the MARPOL Regulations these measures, when they enter into effect, will represent the first global mandatory carbon dioxide reductions implemented by any industry. The forum was held on 25 August at GL’s Head Office in Hamburg. More than 100 representatives from the maritime industry, shipping companies, ship management agencies, shipyards, maritime journalists and stakehold-ers meeting to consider the new measures, hear presentations from GL and industry experts, and discuss the likely impact of this sea change for the industry. Although the adoption of the measures and the manner in which it took place was a surprise, it was also not entirely unexpected. GL has been preparing clients for the introduction of both the EEDI and the SEEMP for several years. Torsten Mundt, GL’s Head of Group Environmental Services, Strategic Research and Development looked at the adoption of the EEDI, giving the forum attendees some background on the formula and the way in which it will be implemented over time. New vessels of several types will be required to meet a reference line for energy efficiency he showed, with step wise reductions in the reference line to be reviewed and implemented in the future. Mr. Mundt also looked at the market based measure (MBM) for reducing emissions from the Bahamanian Flag State, which the MEPC invited the Authority to further develop. Jörn Springer, Head of Department Operations, looked at the SEEMP; the operational measure to increase fuel ef-ficiency, which will apply to all vessels both newbuild and in operation, from the entry into force of the amendments. Mr Springer highlighted some of the benefits of putting into practice the new system, as part of a management struc-ture built around systematic approach of continual improvement and measurement of gains. He pointed to a recent FutureShip project, which through the analysis of two sister vessels and the implementation of an efficiency plan had resulted in a 9% and 16% reduction in fuel consumption for the vessels. BIMCO’s Lars Robert Pedersen, Deputy Secretary General, gave his own take on the EEDI and SEEMP from a shipowner’s perspective. Looking at the challenges that would have to be met, especially by ship designers, to ensure that the EEDI fulfilled it’s promise of making a positive change in the industry, he examined some of the parts of the formula where the potential future impact of the regulations on shipbuilding were unclear. The measures had come at a critical time he noted, and due to their nature and implementation as currently formulated were important in maintaining the level playing field in the maritime industry. The airline industry is also grappling with their part in reducing Co2 emissions, Stefan Mast from Lufthansa ad-dressed the Forum audience on the new EU emissions trading scheme for all flights originating from or touching down in Europe. Mr. Mast laid out the complexities of the system, which is built in part around an auction scheme for emission credits. The scheme places a heavy burden on the participating airlines in terms of monitoring, reporting and verification of emissions, he said, while being further complicated by the interactions between the many overlap-ping regional and national authorities that are dealing with the scheme. Such a market based scheme impacted upon every area of a business and required an intensive investment in restructuring existing procedures to partici-pate, Mr Mast explained to the audience. Carbon Dioxide was not the only emission that was targeted for reduction under the new adoptions; the introduction of a North American Emissions Control Area will impact upon Nox, Sox, and particulate matter. Dr. Fabian Kock, Head of GL’s Department Combustion Engines Environmental, looked at the NOx/SOx related parts of the 62nd ses-sion, examining the Certification of Engines with SCR, Approved Methods for the reduction of NOx emissions and the new emissions control area. The range of issues covered at MEPC 62 stretch from the EEDI, impacting on the design of newbuild ships, to the eventual decommissioning and recycling of vessels no longer in service. Gerhard Aulbert, GL Global Practice Ship Recycling, examined the changes MEPC 62 brought to ship recycling legislation, including changes within the Inventory of Hazardous Materials (IHM) Guideline and the adoption of the Ship Recy-cling Plan Guideline.

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Lloyd’s Register has given shipowners and operators a vital new tool to help assess designs and reduce the risk of fatigue damage in the hull structures of their ice-strengthened vessels. The timely development of new procedures under the notation, ShipRight FDA ICE, comes as changes in the exploita-tion of natural resources, the climate, world trade and marine infrastructure are increasing marine activity in cold-climate areas. Greater trade through the Arctic is driving demand for larger ice-class vessels, particularly oil tankers and LNG carriers. It is increasingly important that the industry develops a better understanding of the risks involved, including the potential for fatigue to affect the strength of ships’ hull structures, accord-ing to Dr Shenming Zhang, the project leader and a Lead Specialist in Lloyd’s Register’s Marine Product Development department. “Designers and owners need to have confidence in the structural performance of the latest generation of large ships. The fatigue performance of these hull structures as the ships navigate in ice-covered waters is a key component in their operational capa-bility and reliability,” said Dr Zhang. “This assess-ment will give operators and owners the confidence to operate in these demanding and challenging environmental conditions.” The Arctic is estimated to hold about 20% of the world’s remaining recoverable hydrocarbon reserves. Further exploration and transportation is expected off the coasts of Alaska, Canada, Green-land and Russia. In addition to hydrocarbons, large quantities of minerals may need to be shipped from the Arctic to ports in Europe and Asia. The ShipRight FDA ICE assessment procedure examines ship-ice interaction loads, ice-load impact frequency, ice-load distribution, structural responses and the fatigue behaviour of hull structures in cold temperatures including associated fatigue respons-es. The fatigue-response assessment is determined for different winter conditions and ice thicknesses on typical routes for winter trade. This new level of comprehensive structural analysis puts greater emphasis on the quality of the design details, particularly in the higher risk regions of the hull. Fatigue damage is a direct consequence of cyclic stresses and construction standards, with

alignment also playing an important part. It can lead to a failure of key structural elements which, in worst-case scenarios, may result in major structural failure. The procedure provides the measure to iden-tify high-stress locations and to help reduce the risk of structural failure. It was developed from Lloyd’s Register’s extensive experience with ships operating in ice and uses full-scale measurements conducted on ships navigating in ice and is further validated by experimental testing. Extensive fatigue testing on welded joints of mild and higher tensile steels at low temperature were carried out during the procedure’s development. “The needs of the industry are changing and the development of larger, ice-strengthened vessels is just one example of this. This new procedure ex-tends the boundaries of current fatigue-calculation methods,” said Dr Zhang. “We are committed to reducing the risks to ships, to crews and to the en-vironment. By helping to improve the fatigue perfor-mance of the hull, we can increase confidence that vessels will be suitable for trade in cold climates.” By using a developed methodology on ice-load spectrum, structural stress responses to these loads and theassociated ‘S-N curves’ (which define the number of stress cycles that are needed to produce a fatigue crack in a structural detail) fatigue damage can be determined for the typical structural details of larger, ice-strengthened ships. The results will identify the fatigue accumulation for different winter conditions and trading routes. Ships complying with the requirements of the pro-cedure will be eligible to be assigned the notation ShipRight FDA ICE.

Lloyd’s Register provides maritime industry with new tool


ακροθαλάσσια

Chios Maritime Training CenterΠρόκειται για μια πολυαναμενόμενη πραγματικότητα για το νησί της Χίου. Σε μια οικονομική συγκυρία όπου η θάλασσα φαίνεται ως η μόνη επαγγελματική διέξοδος για τους νέους, ο ‘Ομιλός μας – K.C. LYRINTZIS – έρχεται να εδραιωθεί στο νησί της Χίου με απώτερο σκοπό να βρίσκεται δίπλα στον Χιώτη Ναυτικό βγάζοντας τον από μια πολυετή ταλαιπωρία μετακίνησης προς τον Πειραιά προκειμένου να λάβει την εξειδικευμένη κατάρτιση, τις πιστοποιήσεις, αλλά και την επιμόρφωση που απαιτούνται για την εξάσκηση του επαγγέλματος του. Ο όμιλος μας έχοντας, όλες τις πιστοποιήσεις αλλά κυρίως την αναγνώριση της αγοράς – έχει εκπαιδεύσει πάνω από 16,000 ναυτικούς στην 15ετή λειτουργία του - και πλαισιωμένος από έμπειρους καθηγητές και στελέχη παρέχει εξειδικευμένη εκπαίδευση και επιμόρφωση σε ναυτικούς και στελέχη ναυτιλιακών εταιριών με στόχο την ικανοποίηση των διεθνών απαιτήσεων της ναυτιλιακής βιομηχανίας. Η ίδρυση του Chios Maritime Training Center αποτελούσε ένα όραμα μου και στόχο καθώς, μέσα από την πολυετή εμπειρία μας, συνειδητοποιήσαμε τον ρόλο που διαδραματίζει το νησί της Χίου στην Ελληνική αλλά και παγκόσμια Ναυτιλιακή αγορά. Τι ακριβώς όμως είναι το Chios Maritime Train-ing Center που απευθύνεται και που αποσκοπεί; Πρόκειται για ένα εργαστήρι ναυτιλιακών σπουδών που επικεντρώνεται αφ’ ενός μεν στη θεσμική εκπαίδευση και πιστοποίηση των ναυτικών σύμφωνα με τις απαιτήσεις της STCW 95 – με εκτέλεση σχολείων εγκεκριμένων από τις Σημαίες – και αφ’ ετέρου δε στη γενικώτερη επιμόρφωσή τους με σεμινάρια ασφαλείας, προστασίας του περιβάλλοντος και διαχείρισης, σύμφωνα με τις σύγχρονες απαιτήσεις της ναυτιλιακής αγοράς. Στόχος του Ομίλου μας, και ειδικότερα του Chios Maritime Training Center, είναι να εδραιωθεί στην ευρύτερη περιοχή του Βορείου Αιγαίου με κέντρο το νησί της Χίου εξυπηρετώντας τις ανάγκες για εκπαίδευση όχι μόνο του νησιού της Χίου αλλά και των γύρω νησιών. Με αυτό τον τρόπο ευελπιστεί να ανοίξει νέες θέσεις εργασίας στο νησί της Χίου αλλά και μέσα από συνεργασίες με τοπικούς φορείς (ξενοδοχεία, ταξιδιωτικά γραφεία,κλπ) να γίνει πόλος έλξης και κέντρο αναφοράς της εξειδικευμένης Ναυτικής Εκπαίδευσης στην ευρήτερη αυτή περιοχή. Το μηνιαίο πρόγραμμα σπουδών του Chios Maritime Training Center θα δημοσιεύεται στον τοπικό τύπο κάθε μήνα αλλά και στην ηλεκτρονική Διεύθυνση www.kclgroup.gr ενώ για εγγραφές και περεταίρω πληροφορίες η γραμματεία του κέντρου θα είναι ανοιχτή από της 09:00 έως τις 16:00 από Δευτέρα έως Παρασκευή στην οδό Κουντουριώτου 2.



MINOAN LINES: Οικονομικά αποτελέσματα Α’ Εξαμήνου• 12,0% Αύξηση των Πωλήσεων της Εταιρείας• Αύξηση του Μεταφορικού Έργου και των Μεριδίων στην Αγορά της Βόρειας Αδριατικής σε όλες τις Κατηγορίες Μεταφορικού Έργου • Αύξηση του Μεταφορικού Έργου και των Μεριδίων Αγοράς στη Γραμμή Ηράκλειο – Πειραιάς σε Επιβάτες και Ι.Χ. Αυτοκίνητα• Σημαντική Aύξηση του Κόστους Καυσίμων κατά 17%

Οικονομικά αποτελέσματα Τα οικονομικά αποτελέσματα της Εταιρείας το α’ εξάμηνο 2011 επηρεάστηκαν σε σημαντικό βαθμό τόσο από την επιδείνωση των μακροοικονομικών και δημοσιονομικών μεγεθών της χώρας όσο και από τα οικονομικά μέτρα λιτότητας τα οποία οδήγησαν σε μείωση του συνολικού μεταφορικού έργου σε επιβάτες, Ι.Χ. αυτοκίνητα και φορτηγά σε όλες στις γραμμές που δραστηριοποιείται η εταιρεία. Επιπρόσθετα, η αύξηση του κόστους των καυσίμων κατά 17% σε σχέση με την αντίστοιχη περσινή περίοδο και ο έντονος ανταγωνισμός μεταξύ των εταιρειών του κλάδου ήταν παράγοντες που επηρέασαν αρνητικά τα οικονομικά αποτελέσματα του α’ εξαμήνου.Η Minoan Lines μέσα σε αυτό το εξαιρετικά αντίξοο οικονομικό περιβάλλον, έχοντας τα τελευταία χρόνια ακολουθήσει μια πολιτική μείωσης του τραπεζικού δανεισμού και περιστολής των λειτουργικών της δαπανών έχει βελτιώσει σε σημαντικό βαθμό τη χρηματοοικονομική της διάρθρωση. Το γεγονός αυτό, επιτρέπει στην εταιρεία να ανταπεξέλθει στις δυσκολίες που προέρχονται από αυτή την αρνητική οικονομική συγκυρία.O κύκλος εργασιών της Minoan Lines το α΄ εξάμηνο του 2011 διαμορφώθηκε σε 79,3 εκατ. €, ενώ το λειτουργικό αποτέλεσμα (EBITDA) ανήλθε σε -11,9 εκατ. €. Τα καθαρά αποτελέσματα της Minoan Lines μετά από φόρους το α΄ εξάμηνο του 2011 διαμορφώθηκαν σε -24,8 εκατ. €. Σημειώνεται ότι ο κλάδος της επιβατηγού ναυτιλίας χαρακτηρίζεται από έντονη εποχικότητα καθώς το μεταφορικό έργο των επιβατών εμφανίζεται ασθενές κατά το πρώτο εξάμηνο του έτους. Σε επίπεδο ομίλου, το α΄ εξάμηνο του 2011 ο κύκλος εργασιών διαμορφώθηκε σε 79,3 εκατ. €, ενώ τόσο η λειτουργική κερδοφορία (ΕBITDA) όσο και τα καθαρά αποτελέσματα διαμορφώθηκαν στα ίδια επίπεδα με αυτά της μητρικής εταιρείας.

Μεταφορικό έργοΓραμμές Αδριατικής (Βόρεια Ιταλία)Στις γραμμές της Βόρειας Αδριατικής (Αγκώνα & Βενετία) η Minoan Lines με γνώμονα την όσο το δυνατόν αποδοτικότερη οικονομική εκμετάλλευση των πλοίων του στόλου της, το α’ εξάμηνο του 2011 πέτυχε σε όλες τις κατηγορίες μεταφορικού έργου υψηλότερη κίνηση και μερίδια σε σχέση με την αντίστοιχη περσινή περίοδο. Η εταιρεία

πραγματοποιώντας το 36,2% των ταξιδιών στην αγορά της Βόρειας Αδριατικής, διακίνησε το 43,1% των επιβατών, το 41,9% των Ι.Χ. αυτοκινήτων και το 43,5% των φορτηγών αυτοκινήτων. Περαιτέρω, η Minoan Lines κατά το α΄ εξάμηνο 2011 συνολικά μετέφερε 213.000 επιβάτες, 50.000 Ι.Χ. αυτοκίνητα και 46.000 φορτηγά αυτοκίνητα.

Γραμμή Πάτρα – Ηγουμενίτσα – Αγκώνα (Δρομολόγηση Νεότευκτων Πλοίων)Τον Οκτώβριο του 2009 δρομολογήθηκε στη γραμμή Πάτρα – Ηγουμενίτσα – Αγκώνα το πλοίο Cruise Europa, ενώ τον Ιούλιο του 2010 δρομολογήθηκε στην ίδια γραμμή και το αδελφό του πλοίο Cruise Olympia. Με χωρητικότητα για το κάθε πλοίο 3.000 επιβατών, 3.000 γραμμικών μέτρων φορτίου (180 φορτηγών διεθνών μεταφορών και 250 Ι.Χ. αυτοκινήτων ή εναλλακτικά 1.000 περίπου Ι.Χ. αυτοκινήτων) τα πλοία Cruise Europa και Cruise Olympia σηματοδοτούν μια νέα εποχή στη θαλάσσια σύνδεση μεταξύ Ελλάδας και Ιταλίας.Ήδη η κίνηση αυτή θεωρείται έως τώρα επιτυχημένη και έχει ενισχύσει τη θέση της εταιρείας στη συγκεκριμένη γραμμή αφού στο τρέχον έτος όπου δραστηριοποιούνται και τα δύο πλοία για πρώτη χρονιά μαζί, παρουσιάζεται αύξηση των μεριδίων αγοράς σε όλες τις κατηγορίες μεταφορικού έργου. Συγκεκριμένα, τα μερίδια αγοράς κατά το α’ εξάμηνο του 2011 ανήλθαν για τους επιβάτες σε 40,3% έναντι 32,3% το α’ εξάμηνο του 2010, για τα Ι.Χ. αυτοκίνητα σε 36,7% έναντι 26,1% το α’ εξάμηνο του 2010 και για τα φορτηγά αυτοκίνητα σε 46,1% έναντι 36,7% το αντίστοιχο περσινό διάστημα.

Ελληνική Ακτοπλοΐα (Γραμμή Κρήτης)Στη γραμμή «Ηράκλειο – Πειραιάς» η Minoan Lines το α΄ εξάμηνο του 2011 διατήρησε την ισχυρή της θέση στην αγορά, ενώ πέτυχε να αυξήσει περαιτέρω το μεταφορικό της έργο και τα μερίδια αγοράς τόσο στους επιβάτες όσο και στα Ι.Χ. αυτοκίνητα σε σχέση με το αντίστοιχο εξάμηνο του 2010. Η εταιρεία το α΄ εξάμηνο του 2011 μετέφερε 377.000 επιβάτες, 44.000 Ι.Χ. αυτοκίνητα και 26.000 φορτηγά αυτοκίνητα. Τα μερίδια αγοράς διαμορφώθηκαν σε 59,6% στους επιβάτες, 56,0% στα Ι.Χ. αυτοκίνητα και 38,7% στα φορτηγά αυτοκίνητα, ενώ τα πλοία της Εταιρείας

πραγματοποίησαν το 37,9% των συνολικών ταξιδιών της γραμμής.

Προοπτικές για το 2011Το 2011 αναμένεται να είναι ένα δύσκολο έτος για τις περισσότερες Ελληνικές επιχειρήσεις καθώς και για τον κλάδο της επιβατηγού ναυτιλίας.Η προσπάθεια εξυγίανσης των δημόσιων οικονομικών της χώρας με την επιβολή άμεσων μέτρων λιτότητας εισπρακτικού χαρακτήρα επιβαρύνει ήδη σημαντικά τα νοικοκυριά οδηγώντας σε άμεση και σημαντική μείωση του διαθέσιμου εισοδήματός τους.Οι παραπάνω εξελίξεις, σε συνδυασμό με την πορεία των τιμών των καυσίμων, το επίπεδο ανταγωνισμού μεταξύ των εταιρειών του κλάδου και την αναπροσαρμογή της προσφερόμενης χωρητικότητας στις γραμμές Ηράκλειο – Πειραιά & Πάτρα – Ηγουμενίτσα - Αγκώνα είναι οι βασικότεροι παράγοντες οι οποίοι θα επηρεάσουν τα οικονομικά αποτελέσματα της Εταιρείας την τρέχουσα οικονομική χρήση.

Ο Όμιλος Grimaldi έχει έδρα τη Νάπολη (Ιταλία), ελέγχει ένα στόλο με περισσότερα από 100 πλοία και απασχολεί περίπου 8.000 εργαζόμενους. Το 2010, ο κύκλος εργασιών του Ομίλου ανήλθε σε 2,2 δισεκατομμύρια Ευρώ, έχοντας μεταφέρει περίπου 2,73 εκατομμύρια επιβάτες, πάνω από 2,78 εκατομμύρια Ι.Χ. επιβατικά αυτοκίνητα και 1,43 εκατομμύρια ρυμουλκούμενα, φορτηγά αυτοκίνητα και εμπορευματοκιβώτια. Στον επιβατικό τομέα, εκτός από τη Grimaldi Lines, ο Όμιλος ελέγχει τη Finnlines, που κατέχει ηγετική θέση στη Βαλτική Θάλασσα και τη Minoan Lines στην Ελλάδα, η οποία κατέχει ηγετική θέση τόσο στην Αδριατική θάλασσα, μεταξύ Ιταλίας και Ελλάδας, όσο και στη γραμμή από τον Πειραιά (το λιμάνι της Αθήνας) προς την Κρήτη. Η Minoan Lines ιδρύθηκε το 1972, έχει έδρα το Ηράκλειο (Κρήτη) και από το 2008 αποτελεί μέρος του Ομίλου Grimaldi. Κατέχοντας ηγετική θέση στις γραμμές μεταξύ Ελλάδας και Ιταλίας καθώς και στη γραμμή Πειραιάς - Ηράκλειο, η Minoan Lines διαχειρίζεται ένα στόλο από επτά υπερσύγχρονα, υψηλών προδιαγραφών και ταχυτήτων πλοία. Η εταιρεία δραστηριοποιείται στις γραμμές : Πάτρα – Ηγουμενίτσα – Αγκώνα, Πάτρα – Κέρκυρα – Ηγουμενίτσα – Βενετία και Πειραιάς – Ηράκλειο.

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GENOA-based classification society RINA has been authorised

by the U.S. Coast Guard to conduct plan review and approval

and initial and subsequent surveys for U.S.-flagged cargo and

passenger vessels. Under the agreement signed yesterday,

RINA has received delegation for Load Line, SOLAS, MARPOL,

ISM, and Tonnage survey and certification services.

The MOA delegating authority and establishing guidelines for

co-operation between the USCG and RINA was signed at Coast

Guard Headquarters in

Washington yesterday, by Rear Admiral Paul F. Zukunft (Assis-

tant Commandant for Marine Safety, Security and Stewardship)

USCG and Ugo Salerno, CEO, RINA.

Ugo Salerno, CEO, RINA, says, “We appreciate the trust the

USCG is putting in RINA, and we salute the good relations and

mutual respect we have developed over twenty years. We have

focused relentlessly on quality and that has paid off as we have

topped the quality table for classification societies as measured

by Port State Control performance.”

Rear Admiral Paul F. Zukunft, USCG, says, “The signing of this

agreement is indicative of the trust and value the U.S. Coast Guard places in our partnerships that promote the safe and secure movement of shipping, people, and

cargo across the vast maritime domain.”

RINA was the first international classification society to sign a co-operation agreement with the USCG for foreign-flag passenger ships using US ports, and

since then has worked hard with the Coast Guard to ensure that US passengers sail on safe ships. Today this new agreement recognises the success of that agree-

ment and makes RINA’s services available to the wider US shipping industry.

Massimo Volta, General Manager, America, RINA, says, “Operators of US tonnage will now be able to benefit from the high levels of service on which

RINA prides itself. We bring the full range of international classification services to the US market, we also bring a lot of expertise and experience, especially with

specialized vessels. And we bring something extra, we bring a special attention to personal service.”

RINA is one of the oldest classification societies and certification companies in the world. Established in Genoa in 1861 to serve the marine industry, today it spans the globe as a multinational and multi-faceted company, sharing its knowledge and experience through a wide range of services which help industries and the community to im-prove their businesses and quality of life. RINA’s services cover the environment, energy, transportation, logistics, safety, quality and social responsibility.

RINA granted US Coast Guard US flag approval



Double control for water jetsSwedish-based MJP Waterjets has succeeded in

combining steering and reversing of two jets simulta-

neously into a central column operating both jets in

parallel by means of a single hydraulic control. This

new design of the steering and reversing unit called

CSUI has recently been tested on the French landing

craft CNIM EDA-R.

The landing craft with its hourglass shaped hull and

has two very different operating conditions: Cata-

maran Mode and Barge Mode and thus called for

specific design requirements.

The vessel is equipped with four engines and four

jets, which are driven by a MJP 650 mixed flow pump.

As usual, the intake is adapted and designed to

the constraints given by the hull and its application

using CFD. The swath type hull with its pronounced

hourglass shape results in a narrow waist at the

waterline. The section below the waterline is made to

an absolute minimum.

During the design phase MJP have made use of

CFD also to optimize the flow in the bucket to en-

hance the reversing performance. This is particularly

important on a landing craft in order to ensure safe

disembarkation from the beach. Sea trials have

shown that the vessel is able to operate at the incred-

ible speed of 10 knots in reverse at full load in open

seas. In Catamaran Mode, the centre platform is high

above the waterline and the jets are consequently

very deep in the water. When the centre platform is

lowered into Barge Mode, the jets are in a more com-

mon position. The design needs to fulfil the require-

ments for both operating conditions.

Since the jets are placed very deep in the water in

Catamaran Mode, inboard hydraulics is being used

to avoid the use of external hydraulics several meters

below the water surface. Furthermore, the increased

wet surface and increased drag caused by external

hydraulics is eliminated. Due to the limited space

inside the hull, the traditional MJP DRB design could

not be used in this case and therefore MJP had

to come up with a completely new design with the

inboard hydraulics placed above the jets. The new

CSUI is based on an old MJP design from the mid

90’s used for a FMV prototype owned by the Swedish

Defense organization. Due to the narrow waist of

the hull this time two jets in each hull are controlled

through centrally located mechanical equipment in

between the jets.

A leading provider of software solutions for the maritime industry focuses on customers and growth.

Napa Group: A leading provider of software solutions



Novenco and Alfa Laval join forces

ACS is specially designed for easy installation in restricted space

areas. Novenco’s QCM chiller unit delivers chilled water to the Alfa

Laval Fuel Conditioning Module (FCM) at a very stable temperature,

enabling accurate control of fuel oil viscosity in all conditions.

The viscosity of LSFO can be accurately controlled regardless

of seawater temperature, which gives the crew the confidence to

operate the ship safely anywhere in the world. This capability is

increasingly important due to tightening SECA restrictions. Today,

ships require a fuel system that conditions LSFO sufficiently to

ensure safe operation of all machinery. Without this, many parts of

the world will fall outside of operational limits.

Alfa Laval and Novenco have seen a steady increase in the demand

for ACS. The reference list of commissioned systems is consider-

able and covers all ship types. The close corporation between the

two companies ensures the best possible support and service for

customers.

Mr. Juha Heikinheimo (54) has been appointed to the position of President of Napa Group (Napa Ltd), a world

leading provider of software solutions for the maritime industry. The appointment takes effect on September

1, 2011. Mr Heikinheimo assumes the position from Matti Salo, who successfully served as President of Napa

Group for eleven years. Mr Salo will continue as President of the subsidiary, Onboard-Napa Ltd. He will focus

his attention on customers and boosting the growth of the NAPA for Operations business.

Juha Heikinheimo has extensive experience of the shipbuilding industry. Most recently, he has served as

President of STX Finland Oy. Earlier he worked as President of the Santasalo Group, and he also has about

twenty years´ experience of various management positions within the Metso Group in Finland, France and

Singapore. Heikinheimo started his career as a naval architect at Rauma Shipyard in 1983.

”The Napa Group is ready to exploit the new growth opportunities facing us,” says Mr. Ari Elo, Chairman of

the Board of Napa Ltd. ”Our goal is to grow and further strengthen our position as a leading provider of soft-

ware solutions and services for the maritime industry. I am very pleased to have Juha Heikinheimo onboard. I

believe that his business and management skills combined with his strong background in shipbuilding will be

of great value to the Napa Group. I am convinced that with these two experienced leaders, Heikinheimo and

Salo, the Napa Group will be able to reach its bold growth targets,” Elo continues.

”I am truly delighted to join the dynamic and successful Napa Group. As a global leader and forerunner in its

industry, Napa’s strength lies in its ability to offer customers user-friendly and reliable software solutions for

the vessel’s entire life cycle – from design to operation. We will work together with the entire Napa team to

identify new ideas and business opportunities that will further strengthen Napa’s position as a leading mari-

time software solutions provider,” Juha Heikinheimo says.

“We are witnessing remarkable growth in software solutions markets for ship operations. Our intention is to work actively to grow our share of these markets. Napa

is committed to developing and delivering solutions and services that will improve the performance of our customers. Energy efficiency and safety together with

environment-friendly and sustainable solutions will become ever more important, not least due to new, stricter regulations and legislation. Napa can already provide

fully compliant solutions for its customers,” Matti Salo states.

Novenco and Alfa Laval have joined forces to provide a professional and complete cooling solution: Alfa Laval Advanced Cooling System (ACS). The system will allow ships to safely operate with any quality of Low Sulphur Fuel Oil (LSFO). Collaboration started in March 2010 and the two companies signed an official partner agreement on November 23rd the same year.


class news DNV

The DNV ‘Technology Outlook 2020’ report presented at Offshore Europe warns that the age of ‘cheap’ oil is coming to an end. With a forecasted increase in global energy demand of 19% by 2020, DNV says the sector will have to push the boundaries to satisfy this need.

DNV report warns the era of cheap oil is coming to an end

Making the right decision about aging oil and gas facilities

In the last 25 years, only one barrel of oil has been discovered for every four barrels consumed. Daily world

oil consumption is in the region of 85 million barrels with production never expected to exceed 95 mbd. Com-

panies will have to explore more costly, lower quality and unconventional oil sources.

Elisabeth Harstad, Managing Director of DNV Research and Innovation, says that DNV doesn’t claim to have

all the answers but bases the predictions on expertise in a broad range of areas including fossil fuels, nuclear

and renewable power, power transmission systems and shipping.

At the presentation in Aberdeen earlier today she said: “Technology is a vital part of the solution for many

of the global and industry challenges facing us today. Oil and gas, as well as coal, will continue to dominate

the global energy mix over the next decade, but the age of cheap oil is going towards the end. Technolo-

gies in the exploration and production sector are to focus on increasing efficiency to capitalize on remaining

reserves. Improving environmental footprint will also be crucial.”

The industry will have to prepare itself for drilling more complex and demanding wells in deep water, complex

reservoirs, and the Arctic, which poses a number of technology challenges to oil and gas companies. Opera-

tion is anticipated to reach pressures above 20,000 PSI and temperatures of more than 200°C by 2020, and

technology will have to adapt to withstand and work efficiently in these parameters.

The ‘Technology Outlook 2020’ report outlines some of the developments that will shape the future of the

sector.

Drilling speed is estimated to increase by as much as 50%. Drilling operations will also become more efficient

in mature fields to enable development of smaller reservoirs and increase oil recovery in existing fields.

As 25% of the world’s remaining reserves are potentially untapped in the Arctic, DNV predicts that activity

will increase in this area. New technology will be essential to raise industry practices and deal with the harsh

environment of the Arctic, but the focus will remain on environmental protection in this burgeoning region.

Horizontal drilling and the practice of hydraulic fracturing are to spread worldwide according to the report. Unconventional gas will radically change the entire gas

market, but unconventional oil production will remain limited due to the environmental challenges and high cost. Demand for gas is expected to grow almost twice as

much as for oil. In addition shale gas will be introduced to the mix due to more competitive pricing.

Elisabeth Harstad said: “We are in a decade of transition and development of new oil and gas technology will have to be fast-paced to keep up. However, it will be

more a case of technology evolution rather than revolution. Much of what will characterize 2020 is already in the labs or on the drawing boards but we can expect

new applications to unlock some of the existing major industry barriers.”

fully compliant solutions for its customers,” Matti Salo states.

DNV has developed a rapid, semi-quantitative method for evaluating asset condition, including a prioritisation of risks and works required, for aging onshore and offshore oil and gas facilities. Put to the test in both Africa and Europe, the aim is to support the investment or divestment decisions that often occur when such facilities near the end of their design life.

Elisabeth Harstad, Managing Director of DNV Research and Innovation

As the North Sea oil & gas province matures, more assets are changing ownership to “tailend” producers who are more able to take advantage of advances technology and gain investment for sub-sea tie-backs to extend feasible production. This consequently creates a challenge as the facilities will need attention to continue to operate safely and economically, usually beyond their original design life. A rapid evaluation of the physical condition and capability to continue safe and effective produc-tion is often required to support due diligence, to assist in price negotiations and to meet regulatory

requirements.Speaking at Offshore Europe 2011, DNV’s Marcus Flint gave a presentation on how the situation can be handled effectively by a small team of DNV specialists. “A semi-quantitative approach is suf-ficient in many cases to make the major decisions necessary to support CAPEX and OPEX budgeting for continuing operations,” says Mr Flint. “Inputs to DNV’s methodology are taken from a combination of historical operations and maintenance records, on-site examination of equipment and the direct ex-periences of selected site personnel.” With a small

team of people, the work can often be completed within four to six weeks, providing parties with an objective assessment of condition and where invest-ment will be required. In recent assignments involving examination of facilities over 18 years of age, DNV has found that about 7-15 per cent of the equipment and structures require work as a high priority. Even though consci-entious operators may already have some of these included in a remediation plan, a new operator taking over may be less aware of where they really need to focus.

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Greece representative:Intra Mare Hellas 4, Skouze Str., 185 36 PiraeusPhone: +30 210 429 3843 Fax: +30 210 429 3845E-mail: [email protected]

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The Hellenic Shipbrokers Association

International Port of Piraeus, Greece

Nafsgreendeep into the information

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University of Piraeus

γράφει ο Κ. Δούκας


ταξίδι στη γνώση

Αλκιβιάδης

Ωραίος, ανδρείος, διάνοια και προδότης

68 NAFS issue4/2011


• Άλλαξε όλους τους τρόπους ζωής και δίαιτας καταφεύγοντας άλλοτε στην Σπάρτη και άλλοτε στην Περσία συνωμοτώντας κατά της Ελλάδος.

• Ακαταμάχητος γόης, προικισμένος με τά κάλλιστα των σωματικών και ηθικών προτερημάτων και με δασκάλους τον Πρόδικο, τον Περικλή και τον Σωκράτη, εστράφη κατά της πατρίδος για να πετύχει τις φιλοδοξίες του, αλλά και κατήγαγε περηφανείς νίκες υπέρ των Αθηναίων.

• Βίαιος και τραμπούκος στην δημόσια συμπεριφορά του, άπιστος και ακόλαστος, αλλά ταυτόχρονα αήττητος στρατηγός, υπέροχος διπλωμάτης, έξοχος νους και υπέροχη διάνοια με τεράστιες ικανότητες, θα μπορούσε να είχε πραγματοποιήσει το όνειρο της μεγάλης Ελλάδος πριν από τους Μακεδόνες.

• Το οικτρό τέλος ενός ανδρός μοναδικού στην ιστορία που η ηθική παραλυσία της εποχής του, όμοια με την σημερινή μολυσμένη ατμόσφαιρα των μνημονίων και των δημαγωγών, τον εξέθρεψε σαν τέρας.

• Τέτοιες ήταν οι ικανότητες του Αλκιβιάδους, ώστε ο δήμος κατήντισε τυφλός λάτρης και δούλος του, συγχωρώντας του όλα τα ελαττώματα και επιτρέποντάς του κάθε παρανομία. Και όμως ο ίδιος ο λαός συνωμότησε με τους Πέρσες για το θάνατο του.

ΣΙΚΕΛΙΚΗ ΕΚΣΤΡΑΤΕΙΑ (415-413 π.X.)

Μια από τις πιο αμφιλεγόμενες προσωπικότητες της

αρχαίας ιστορίας των Ελλήνων ήταν ο Αλκιβιάδης.

Χαρακτήρας ποικιλότροπος, ο οποίος έπαιξε

σοβαρό ρόλο στην διαμόρφωση των πολιτικών

αλλά και ηθικών πραγμάτων της αρχαίας Ελλάδος

κατά την κρίσιμη περίοδο του πελοποννησιακού

πολέμου, που κατέστρεψε την χώρα και ειδικότερα

τους Αθηναίους και την ναυτιλιακή τους ηγεμονία. Ο

Αλκιβιάδης καταγόταν από το γένος των Αιακηδών.

Αλλά και στους νεώτερους ιστορικούς χρόνους

ανήκε από πατέρα και μητέρα στους πρώτους

οίκους των Αθηνών. Ο παππούς του, ο Αλκιβιάδης,

ήταν φίλος του Κλεισθένους και είχε συμβάλλει

ουσιαστικά στην πολιτική μεταβολή, δηλαδή στην

επιβολή του δημοκρατικού πολιτεύματος.

Ο πατέρας του ο Κλεινίας με δική του τριήρη

ναυμάχησε ένδοξα στο Αρτεμίσιο και έπεσε ύστερα

στην μάχη της Κορώνειας κατά των Βοιωτών.

Από την μητέρα του, την Δεινομάχη, ο Αλκιβιάδης

ήταν απόγονος των Αλκμαιωνιδών και ακόμα ήταν

συγγενής του Περικλέους.

Παντρεύτηκε μια πλούσια κόρη, την Ιππαρέτη,

θυγατέρα του ονομαστού Ιππονίκου, που έπεσε

μαχόμενος στην Δήλο και προσέθεσε στην ήδη

μεγάλη περιουσία του, προίκα δέκα ταλάντων.

Θεϊκή ομορφιάΟ Αλκιβιάδης όχι μόνο είχε τύχη, αλλά και η φύση

του τον προίκισε με τα κάλλιστα των σωματικών

και των ηθικών προτερημάτων. Το κάλλος του

υπήρξε πολυθρύλητο. Ο Ξενοφών αναφέρει

ότι ο Αλκιβιάδης ήταν τόσο ωραίος και τόσο

ακαταμάχητος, ώστε ακόμη και οι σεμνότερες

γυναίκες δεν μπορούσαν να αντισταθούν στην

γοητεία του.

Όμως το αθλητικό του σώμα ήταν ταυτόχρονα

και ευτράπελο και γι’ αυτό οι Αθηναίοι του είχαν

δώσει τον χαρακτηρισμό του χαμαιλέοντα, διότι

δεν υπήρχε στον κόσμο κανένας τρόπος ζωής

που να μη φάνηκε επιτήδειος και να μη μιμήθηκε ο

Αλκιβιάδης.

Και πράγματι. Στην Σπάρτη αναδείχθηκε

γυμναστικός, ευτελής, ή σκυθρωπός.

Στην Ιωνία ακόλαστος, φιλήδονος, ράθυμος.

Στην Θράκη μεθυστικός.

Στην Θεσσαλία ιππαστικός.

Συζώντας με τον σατράπη Τισσαφέρνη, ο

Αλκιβιάδης υπερέβαλε σε όγκο και πολυτέλεια,

ακόμη και την περσική μεγαλοπρέπεια.

Μέσα σε αυτό το κάλλιστο ανθρώπινο σκεύος

υπήρξαν όλα τα σπέρματα των πιο σπανίων

διανοητικών και ψυχικών αρετών. Α

ΑνδρείοςΑνάμεσα στις πολλές του αρετές ήταν και ανδρείος

ως καθώς από την πρώτη νεότητά του έδωσε

λαμπρά δείγματα ανδρείας όταν το 432 π.Χ. σε

ηλικία μόλις 20 ετών, προκινδύνευσε όσο κανείς

άλλος στην μάχη της Ποτίδαιας τραυματίστηκε

βαρειά και σώθηκε από τον φιλόσοφο Σωκράτη που

οπλίτης και αυτός, πολέμησε στην ίδια μάχη.

Το πολυμήχανο πνεύμα του και η ρητορική του

ικανότητα και η ευφυία θύμιζε τον μέγα Θεμιστοκλή,

τον νικητή της ναυμαχίας της Σαλαμίνος, που έσωσε

NAFS issue4/2011 69

ταξίδι στη γνώσηγράφει ο Κ. Δούκας

ΣΙΚΕΛΙΚΗ ΕΚΣΤΡΑΤΕΙΑ (415-413 π.X.)

όχι μόνο την Ελλάδα, αλλά ολόκληρη την Ευρώπη.

Ωστόσο όταν μιλούσε ο Αλκιβιάδης στην εκκλησία

του δήμου, αρκετές φορές κόμπιαζε και σταματούσε,

επειδή δεν εύρισκε την κατάλληλη λέξη.

Έτσι ο κωμικός Εύπολις, που ήταν σύγχρονος

του Αλκιβιάδους είπε γι΄αυτόν: «Λαλείν άριστος,

αδυνατότατος λέγειν».(Να λαλεί άριστος, αλλά να

αρθρώνει λόγο πολύ αδύνατος). Ήθελε μ’ αυτό να

πει ο Εύπολις ότι ενώ Αλκιβιάδης τα κατάφερνε

καλά στις κατ’ ιδίαν συζητήσεις, όταν μιλούσε

ενώπιον του δήμου υστερούσε.

Πάντως ο Θουκυδίδης παραθέτει και την γνώμη

του Δημοσθένους, που είπε ότι ο Αλκιβιάδης ήταν

δεινότατος στους δημόσιους λόγους.

Όμως ο Αλκιβιάδης είχε και σπουδαίους δάσκαλους,

όπως ήταν ο Πρόδικος και ο σοφώτατος,

χρηστότατος και θετικότατος των φιλοσόφων της

αρχαιότητας Σωκράτης. Αλλά και ο ίδιος ο Περικλής

φρόντισε να τον διδάξει τα ύψιστα πολιτικά και

θεωρητικά μελέτηματα.

ΑυθαδέστατοςΌμως όλα αυτά τα καλά που του έδωσαν η

φύση, η τύχη και οι δάσκαλοι απέληξαν στο να

διαμορφώσουν άνδρα αυθαδέστατο, βιαστή των

νόμων και ασεβέστατο προδότη της πατρίδας.

Όπως όλοι οι ποταμοί που χύνονται στον Εύξεινο

Πόντο δεν μπορούν να γλυκάνουν τα νερά του, έτσι

και οι πολλοί χρηστοί δάσκαλοι δεν κατόρθωσαν να

ξημερώσουν το ήθος και την ψυχή του Αλκιβιάδους.

Ουδέποτε Αθηναίος καταπάτηση τόσο αναιδώς

τους κειμένους νόμους της πατρίδας. Μια ημέρα

μπαίνει ο Αλκιβιάδης στην σχολή διδασκάλου και

τον ραπίζει επειδή δεν είχε μαζί του τον Όμηρο.

Άλλη μέρα ραπίζει δημόσια σε θέατρο τον χορηγό

Ταβρέα, επειδή ήταν αντίζηλός του.

Επίσης ράπισε τον Ιππόνικο, τον μετέπειτα πεθερό

του, όχι από οργή ή ύστερα από διένεξη, αλλά για...

να γελάσει με τους φίλους του.

Μερικές φορές ενεργούσαν σαν κοινός τραμπούκος,

όπως όταν πήρε υπό την προστασία του τον ποιητή

Ηγεμόνα από την Θάσο και με τα ίδια του τα χέρια

Η εκστρατεία στην Σικελία, που είχε απαγορεύσει απολύτως ο Περικλής σηματοδότησε την αρχή του τέλους της θαλασσινής ηγεμονίας των Αθηναίων.

70 NAFS issue4/2011


από μηνύματα τα δημόσια βιβλία την κατηγορία

εναντίον του, προκαλώντας την δικαιοσύνη να

εξακολουθήσει, αν τολμά, την ανάκριση της

υποθέσεως.

Όταν η σύζυγός του Ιππαρέτη, που δεν μπορούσε

πια να ανεχθεί την ακολασία και την απιστία του και

ζήτησε νόμιμο διαζύγιο, ο Αλκιβιάδης την εμπόδισε

να κάνει χρήση του νόμου, την άρπαξε δια της βίας

ενώπιον όλων των αρχόντων και την πήγε στο σπίτι

του.

Οι βιαιοπραγίες του Αλκιβιάδους ήταν

δυσαρίθμητες. Ακόμη και η συμπεριφορά του έναντι

της πατρίδας του υπήρξε επιεικώς απαράδεκτη.

Αφού εξεδώθη αυτή στην επανάληψη του πολέμου,

αφού προκάλεσε την ασύνετη εκστρατεία προς

την Σικελία, που ο Περικλής είχε απαγορεύσει

απολύτως, έπειτα, επειδή προσεκλήθη να δώσει

λόγο στην δικαιοσύνη, αντί να υπακούσει, λιποτακτεί

προς τους Σπαρτιάτες και τους καθοδηγεί πώς να

καταφέρουν δεινά πλήγματα κατά των Αθηναίων.

Μολυσμένη ατμόσφαιραΟι ιστορικοί διερωτώνται από πού προήλθε η

εξαχρείωση της φύσης εκείνης. Τα πάθη του

Αλκιβιάδους υπήρξαν πολλά και μεγάλα, τα οποία

όμως έρχονταν σε αντίθεση με το φιλόνεικον και

το φιλόπρωτον του ανδρός. Λέγεται ότι ίσως αυτή

η συμπεριφορά οφειλόταν στην παραμέλησή του,

επειδή από μικρός έμεινε ορφανός πενταετής. Αλλά

μήπως η πρώτη ανατροφή του Θεμιστοκλέους και

του Κίμωνος υπήρξαν περισσότερο επανειλημμένες;

Ο Θουκυδίδης και ο Πλάτων πιστεύουν ότι τα ήθη

του Αλκιβιάδους εκτραχύνθηκαν επειδή ήθελε να

γίνει ένας νέος Περικλής και εισήλθε νεότατος στην

πολιτική.

Κατά τον Κωνσταντίνο Παπαρρηγόπουλο, η

αλήθεια πρέπει να αναζητηθεί στην μολυσμένη

ατμόσφαιρα μέσα στην οποία ο Αλκιβιάδης έζησε

και πολιτεύτηκε. Η ηθική παραλυσία, που παρήγαγε

ο πελοποννησιακός πόλεμος, έφερε τέτοια σύγχυση

ιδεών, ώστε η φιλαρχία του θεώρησε κάθε τρόπο

θεμιτό για να πετύχει, μη εξαιρουμένης ούτε της

προδοσίας.

Ποιος μπορούσε μέσα στην πόλη των Αθηνών να

αναχαιτίσει, να σωφρονήσει και να χειραγωγήσει τον

Αλκιβιάδη; Το ακόλαστο πλήθος που επικρατούσε

με τους δημαγωγούς στοπολίτευμα και που μόλις

είχε παραδώσει αυτό στον Κλέωνα, παρασύρθηκε

από τον λαμπρό εκείνο νεανία ευκολότερα,

καθώς ο Αλκιβιάδης είχε μερικά αναμφισβήτητα

προτερήματα, αλλά και στρατηγική δεξιότητα, που

φαινόταν σαν αποκλειστικό προνόμιο των καλών

και αγαθών οίκων από τους οποίους καταγόταν

ο Αλκιβιάδης. Έτσι ο δήμος κατήντισε τυφλός

λάτρης και δούλος του, συγχωρώντας όλα του τα

ελαττώματα και αποθαυμάζοντας όλα τα τολμήματα.

Και ακόμη επιτρέποντάς του την κάθε παρανομία.

Τέτοια υπήρξε η αδυναμία της πόλεως προς

τον άνθρωπο αυτόν, ώστε και αφού φανερά την

πρόδωσε, και αφού έγινε αίτιος των μεγαλυτέρων

της συμφορών, πάλι όταν θέλησε να επανέλθει σε

Ούτε ο σοφώτατος Σωκράτης μπόρεσε να συγκρατήσει τον παράφορο και φιλόδοξο χαρακτήρα του Αλκιβιάδη.Ακόμη και ο Ολύμπιος Περικλής δεν ξέφυγε από τους μύδρους του Αλκιβιάδη.Αλκιβιάδης: Η μεγαλοφυία που προβλημάτισε την Αρχαιότητα με την δημόσια συμπεριφορά της.Ο Αριστοφάνης στόλισε κατάλληλα τον Αλκιβιάδη στον Θεατρικό του λόγο.Η εκστρατεία στην Σικελία, που είχε απαγορεύσει απολύτως ο Περικλής σηματοδότησε την αρχή του τέλους της θαλασσινής ηγεμονίας των Αθηναίων.

ΣΩΚΡΑΤΗΣ ΠΕΡΙΚΛΗΣ ΑΛΚΙΒΙΑΔΗΣ

NAFS issue4/2011 71

ταξίδι στη γνώσηγράφει ο Κ. Δούκας

αυτή, εκείνη του άνοιξε την αγκαλιά της. Το πάθος

της πόλεως των Αθηνών προς τον Αλκιβιάδη

εξήγησε κάλλιστα Αριστοφάνης λέγοντας: «Ποθεί

μεν, εχθαίρει σε, βούλεται δ’ έχειν». ( Από την μια

τον πόθεί, από την άλλη τον εχθρεύεται, και την

άλλη θέλει να τον έχει.).

Η αλλοίωση του πολιτεύματος επισημαίνεται

από τον Αριστοφάνη, καθώς λέει τα εξής για τον

Αλκιβιάδη: «Μάλιστα μεν ένα λέοντα μη εν πόλει

τρέφειν. Ήν δ’ εκτρέφει τις, τοις τρόποις υπηρετείν».

( Κανένας δεν πρέπει τρέφει λιοντάρι στην πόλι

στην άλλη, γιατί αν το κάνει, τότε υπηρετεί τους

τρόπους του).

Αλλά πολιτική λέοντες είχαν και παλαιότερα

υπάρξει. Όμως το δημοκρατικό πολίτευμα δεν τους

άφησε να ασχημονήσουν. Τότε όμως επικρατούσε

ο όχλος και ο νεαρός Αλκιβιάδης γελούσε και

έπαιζε με τους θεσμούς και με τα πολυτιμότερα

συμφέροντα της πατρίδας, απαράδεκτα όπως

παίζει σήμερα, είκοσι πέντε αιώνες αργότερα,

η κυβέρνηση Γεώργιου Παπανδρέου, καθώς οι

δημοκρατικοί θεσμοί έχουν και πάλι ατονίσει,

οι και κεκράκτες επικρατούν και τα προσωπικά

συμφέροντα των κυβερνώντων τίθεται υπεράνω των

συμφερόντων της πατρίδας. Ο Περικλής βέβαια δεν

είχε τον καιρό να επιτηρεί αδιάκοπα τον Αλκιβιάδη,

ο οποίος είχε σε τέτοιο βαθμό αποθρασυνθεί, ώστε

όταν μία ημέρα ζήτησε ακρόαση από τον Περικλή

αλλά εκείνος δεν τον δέχτηκε αμέσως, επειδή

ετοίμαζε ένα λόγο του, ο νεαρός είπε εις επήκοον

όλων: «Μήπως θα ήταν καλύτερο για τον Περικλή

να μην ασχοληθεί με το λόγο του;»

Μόνο Σωκράτης φαίνεται να επηρέασε κάπως

την τρικυμιώδη εκείνη ψυχή, αν πιστέψουμε τον

Πλάτωνα. Αλλά και από τα χέρια του Σωκράτους

ξεγλυστρούσε ο Αλκιβιάδης και το μόνο που

του έμεινε ήταν η ενάσκηση των μυστηρίων της

διαλεκτικής τέχνης.

ΑπάτηΚαι ιδού εν ολίγοις η δημόσια συμπεριφορά του

Αλκιβιάδους έναντι της πατρίδας του. Επειδή μόνο

με τον πόλεμο ήθελε να κορέσει τις φιλοδοξίες

του, όταν έφθασαν πρέσβεις από την Σπάρτη

να διαπραγματευθούν με τους Αθηναίους τον

τερματισμό του πολέμου, ο Αλκιβιάδης μηχνεύθηκε

να ανατρέψει την ενέργεια των πρέσβεων, στους

οποίους υποσχέθηκε υποστήριξη αν έλεγαν ότι

δεν είχαν πλήρη πληρεξουσιότητα να τερματίσουν

τον πόλεμο. Οι πρέσβεις έπεσαν στην παγίδα του

και εκείνος τους εξέθεσε λέγοντας: «Βλέπετε την

απιστία και την παλιμβουλία των ανθρώπων. Άλλα

έλεγαν χθες, άλλα σήμερα. Πώς είναι δυνατόν να

συνθηκολογίσουμε με τέτοιους αντιπροσώπους;»

Έτσι ο πόλεμος συνεχίστηκε.

Το δεύτερο μεγάλο λάθος του Αλκιβιάδους ήταν

η εκστρατεία στη Σικελία, η οποία με τα σημερινά

κριτήρια απείχε όσο η Ευρώπη στην Αμερική.

Ήταν τόσο αμαθείς των πραγμάτων οι Έλληνες

της εποχής εκείνης, ώστε δεν γνώρισαν ούτε

το πλήθος των Ελλήνων της Σικελίας ούτε των

βαρβάρων. Και όμως, αυτοί αποφάσιζαν για την

τύχη της πόλεως. Ο Αλκιβιάδης παρουσίασε

με τόσο ζωηρά χρώματα την λαμπρότητα του

μελετώμενου έργου καλύπτοντας όλα τα κωλύματα

με τέτοιες ψευδολογίες, ώστε παρέσυρε τους

πολλούς και όπως λέει ο Θουκυδίδης ούτε το

μέγεθος της νήσου γνώριζαν ούτε τον πληθυσμό.

Φυσικά η επίθεση κατά των Συρακουσών απέτυχε.

Ο στόλος των Αθηναίων κατεστράφη σε τέσσερις

ατυχείς ναυμαχίες, ο δε στρατός ξηράς βιάστηκε να

οπισθοχώρηση στα ενδότερα της νήσου, όπου εν

μέρει εξολοθρεύθηκε και εν μέρει αιχμαλωτίσθηκε

τον Σεπτέμβριο του 413 π.Χ.. Τρεις χιλιάδες γνήσιοι

Αθηναίοι, πολλές χιλιάδες οπλιτών και πάμπολλοι

άριστοι στρατηγοί σκοτώθηκαν ενώ η Αθήνα

έχασε την κατά θάλασσα δόξα της. Το 413 π.Χ.

οι εχθροπραξίες του πελοποννησιακού πολέμου

επαναλαμβάνονται στην Αττική με μονιμότερο

χαρακτήρα υπό τον βασιλέα των Σπαρτιατών Άγιν

του Αρχιδάμου.. Ο Αλκιβιάδης, που είχε καταφύγει

στην Σπάρτη, συμβουλεύει τους Πελοποννησίους

να οχυρώσουν την Δεκέλια, διακόπτοντας έτσι

την δια ξηράς συγκοινωνία των Αθηναίων και

την επικοινωνία με την Εύβοια. Το 412 π.Χ. οι

Σπαρτιάτες συνήψαν δύο επαίσχυντες συνθήκες

με τον Τισσαφέρνη, με τις οποίες αναγνώριζαν την

κυριαρχία των Περσών στις ελληνικές πόλεις της

Μικράς Ασίας, όταν οι Πέρσες τριάντα χρόνια πριν

είχαν αποκλειστεί από το Αιγαίο με τις περίλαμπρες

νίκες του Κίμωνος με αντάλλαγμα να καταβάλει ο

Τισσαφέρνης τους μισθούς των πληρωμάτων του

πελοποννησιακού στόλου. Και εδώ επανελήφθη

η ακοίμητη κακία του Αλκιβιάδος, ο οποίος μετέβη

στην Μικρά Ασία και προκάλεσε τις πρώτες

επαναστάσεις κατά των Αθηναίων των συμμάχων

αυτών. Τελικά περί τα τέλη του 412 π.Χ. ο

Αλκιβιάδης αναγκάστηκε να προπαρασκευάσει την

επάνοδό του στην πατρίδα, αφού αποπλάνησε την

γυναίκα του Άγιδος την Τιμαία. Ο άνθρωπος αυτός,

του οποίου η μεγαλοφυΐα ήταν αναμφισβήτητη,

λόγω της ποικίλης κακοήθειας του χαρακτήρος

του, απέβαλε την πίστη όλων των πολιτικών

συμφερόντων που αλληλοδιαδόχως υπηρέτησε.

Έτσι βρέθηκε και στην αυλή του Τοσσαφέρνη και

διαπραγματεύθηκε με τους Αθηναίους την επάνοδό

του στην Αθήνα με την υπόσχεση ότι θα έπειθε τον

Τισσαφέρνη να αποσπασθεί από την συμμαχία

των Σπαρτιατών. Επίσης πέτυχε την αλλαγή του

πολιτεύματος, ώστε να απομακρυνθούν οι κοινοί

δημαγωγοί που είχαν συντελέσει στην φυγή του

Αλκιβιάδους. Έτσι στα τέλη του Ιουνίου του ,

411 το τερατώδες οικοδόμημα των ολιγαρχικών

ρύθμισαν το πολίτευμα και ψήφισαν την κάθοδο του

Αλκιβιάδους.

Ούτε ο σοφώτατος Σωκράτης μπόρεσε να συγκρατήσει τον παράφορο και φιλόδοξο χαρακτήρα του Αλκιβιάδη.Ακόμη και ο Ολύμπιος Περικλής δεν ξέφυγε από τους μύδρους του Αλκιβιάδη.Αλκιβιάδης: Η μεγαλοφυία που προβλημάτισε την Αρχαιότητα με την δημόσια συμπεριφορά της.Ο Αριστοφάνης στόλισε κατάλληλα τον Αλκιβιάδη στον Θεατρικό του λόγο.Η εκστρατεία στην Σικελία, που είχε απαγορεύσει απολύτως ο Περικλής σηματοδότησε την αρχή του τέλους της θαλασσινής ηγεμονίας των Αθηναίων.

ΑΡΙΣΤΟΦΑΝΗΣ

72 NAFS issue4/2011


Οι λαοί ξεχνούνΎστερα από αρκετές περήφανης νίκες στην

Μ. Ασία στις οποίες στρατήγησε ο Αλκιβιάδης,

αποφάσισε εν τέλει να εμφανισθεί στην Αθήνα,

όπου αξιώθηκε λαμπρής δεξιώσεως αναγορευθείς

«ηγεμών αυτοκράτωρ απάντων και λαβών προς

εξακολούθηση του αγώνος 100 πλοία και 1500

οπλίτες. Αλλά δεν ήταν γραφτό ούτε η πόλις των

Αθηνών να σωθεί από τον άνθρωπο που άλλοτε

την πρόδωσε, ούτε τα υπέρ πατρίδος κατορθώματα

του Αλκιβιάδους όσο μεγάλα κι αν ήταν, να

εξευμενίσουν την ειμαρμένη που δεν αφήνει στο

τέλος ατιμώρητη την πολιτική κακοήθεια.

Στη Σπάρτη ανεδείχθησαν νέοι ηγεμόνες, όπως ο

φίλαρχος Λύσανδρος. Ήταν αρκετή μια ήττα κατά

την ναυμαχία στην Έφεσο για να δημιουργηθεί κύμα

δυσπιστίας σε βάρος του Αλκιβιάδου, τον οποίον

υποπτέυθηκαν ότι και πάλι προδίδει. Αυτή είναι η

τύχη και η καταδίκη του προδότη. Του πήραν λοιπόν

γράφει ο Κ. Δούκας

κάθε εξουσία και στην θέση του τοποθέτησαν δέκα

στρατηγούς. Έτσι ο Αλκιβιάδης δεν επανήλθε

στην Αθήνα, αλλά πήγε στη Θράκη, όπου είχε

κατασκευάσει οχύρωμα για δική του ασφάλεια.

Θυελλώδης προσωπικότηταΟ θάνατος του Αλκιβιάδη παρασκευάσθηκε και από

τους τριάκοντα τυράννους σε συνεργασία με τον

Φαρνάβαζυ και με τον Λύσανδρο. Ο αδελφός και

θείος του Φαρνάβαζου κύκλωσα τον Αλκιβιάδη και

τους περί αυτόν και έβαλαν φωτιά στην αγροτική

οικία στην κώμη Μέλισσα της Φρυγίας, όπου

συζούσε με την εταίρα Τιμάνδρα μητέρα της Λαίδος.

Και ενώ ο Αλκιβιάδης έβγαινε σώος από τις φλόγες

με τα ρούχα του να καίγονται, έπεσε από τα ακόντια

και τα τόξα των βαρβάρων που περίμεναν έξω.

Ήταν το 404 π.Χ..

Ο Αλκιβιάδης ως στρατηγός ήταν αήττητος. Όπου

ήταν παρών, εκεί ερχόταν και η νίκη. Και αν είχε

στρατηγεύσει στην εκστρατεία κατά της Σικελίας

αντί του Νικία, θα είχε νικήσει. Ως διπλωμάτης

ήταν υπέροχος. Ως πολιτικός υπήρξε αντιφατική

προσωπικότητα. Ως νους, έξοχος και ως διάνοια

έκτακτη με τεράστιες ικανότητες. Αν μπορούσε

ο Αλκιβιάδης να εξισορροπήσει το έξοχο μυαλό

του και τις τεράστιες ικανότητές του και αν είχε

ηγηθεί μιας πολιτείας χωρίς δημαγωγούς, ίσως η

πολιτεία των Αθηναίων να είχε καταλάβει τη θέση

που κατέλαβε η Μακεδονία και ο Αλκιβιάδης να

είχε πραγματοποιήσει διά της ενώσεως την μεγάλη

Ελλάδα.

Κώστας Δούκας

210X290_GREEK_SOMALIAPRI_P001_Layout 1 08/09/2011 12:51 ΜΜ Page 1

Peace of mindMonitoring of liquid cargo is in safe hands

www.krohne-skarpenord.comINTRA MARE HELLAS (Greece representative) Tel.: +30 210 4293843 | Email: [email protected] | www.intramare.gr

CARGOMASTER® Tank monitoring and alarm system

CARGOMASTER® is the complete solution for tank monitoring. The system is well proven and is installed on all kinds of vessels. Combined with the high precision cargo tank level radar OPTIWAVE 8300 C Marine, the system offers unique benefits for tanker operators.

Monitoring of fuel consumption and bunkering

EcoMATE® is a reliable system for monitoring of fuel consumption and bunkering operations. Together with the OPTIMASS series of flowmeters, it offers accurate and maintenance free solutions for all fuel systems.

KROHNE Skarpenord offers complete solutions for monitoring of liquids onboard all kinds of ships

nafs septeber 2011

Documents

nafs issue

nafs magazine

s h i p p i n g p o

new range of water

ted petropoulos2011

similar ship type

manual operation easy

waste water treatment