Lets post here information , news , photos and other interesting material concerning this huge part of Greek history and Greek economy of today.


I start this thread with this article from C. Hadjipateras , a small overview of the greek maritime tradition untill our days.

By Costas N. Hadjipateras
At the time when Socrates was drinking hemlock in an Athens jail, one of his fervent disciples, Xenophon, the young Athenian country-gentleman, historian and officer, was leading the Ten Thousand back to their homes through the hostile valleys and mountains of Asia Minor. After sixteen months of perilous retreat the eagerly awaited moment arrived. A whirlwind of joyful cries and screams filled the air. Hearing these distant ululations Xenophon, then in the rear, rushed forward. His men were going berserk with joy:'look over there, look!'

Cazing ahead he saw through the drifting morning mist the sparkling waters of the Euxine Sea, that bpen gate to free- dom and dvilisation. It was then that a myriad voices fused into a single cry, which has been described by Bernard Levin as'one of the most moving moments in war or peace', a cry that lingered on:'Thalatta, thalatta -- the sea, the sea!'

The famous cry of the Ten Thousand who acclaimed the sea, has not ceased to echo deep in the heart and minds of the Greeks. Greece's destiny has always been linked to the sea, its private domain but also an open window to the world. For the Greeks the sea represents their lance and their shield, a means both of peaceful conquest and the defence of their freedom.

To the many syndromes of modern times, one more may be added: the'Odysseus Syndrome'. Inside every greek there is another who governs him, drives him forward. The motivation of this alter ego is a powerful instinct that moves him towards adventure, imagination, self-revelation and freedom -- all part of the experience of the sea. The Greeks of all epochs have been determined to live their own odyssey, both in spirit and deed.

Greece has the longest littoral of all European countries: more than 13,000km in a straight line. Thus, the conquest of the sea was a vital necessity. From the dawn of history, Greeks were compelled to navigate, to break the liquid barrier, in search of their livelihood and fortune. Of all the battles that the Creeks had to fight for their survival, the one against Poseidon was the most implacable. And they emerged victorious.

Legends and Landfalls
The seafaring course of the Greek sailor goes back to prehisto- ry, to the Minoan era. Our imagination is now sailing along the coasts of Crete, the island which was called 'the true great grand-mother of Europe''. Legendary sea-king Mines was, according to Thucydides, the first monarch who created a fleet with which he controlled the largest part of the eastern Mediterranean. He ruled over most of the Cyclades and nomi- nated his sons their governors. Thus, he cleansed the sea of pirates and safeguarded his possessions. During that period, Knossos -- centre of an empire and of a unique civilisation -- was not a fortified city, which leads us to the thought that its rulers were actually the rulers of the sea.The splendour of Knossos lasted for a period comparable to the one that elapsed from the fall of pome to the present day.
Mycenae, the city empire that became the new lord of the Aegean, gave its name to a whole historical period. Sheltered by its Cyclopean walls, Mycenae had an ideal location, domi- nating not only the plain of Argos but the sea-roads of the western Aegean. The kings of Mycenae reigned for centuries over a bold and adventurous people who took possession of the sea in their search for trade.

Troy, in a more favourable location than Mycenae between Europe and Asia, was -- thanks to the flourishing trade with the Mediterranean coasts -- the richest city of the Aegean. Agamemnon from Mycenae and Menelaos from Sparta, lead- ing a fleet of one thousand ships, attacked Troy. The Trojan war was fundamentally a clash for naval supremacy and dom- inance of the maritime trade in the eastern Mediterranean.
In 1100BC the iron invasion of the Dorians ravaged everything in its path, with the exception of Athens. The Lion Gate of Mycenae closed forever.
In the darkness of that period a brilliant mind -- Homer's -- suddenly lightened the world. Homer was not only the divine poet who turned a war-- the Trojan War -- into an eter- nal song; with his Odyssey he also proved to be the first Creek who extolled the Hellenic maritime spirit and the skill and courage of the islanders (with due acknowledgement, also, to their cunning) with which they carried out their ambition to conquer the sea. Herodotus believed that it was poverty that made the Creeks turn to the sea, but Homer saw the reason elsewhere, attributing it to the Creeks' unquenchable thirst for adventure. Homer was not only a poet, but also a Professional seaman for much of his life. During that period, they say, he lost his sight, a misfortune which compelled him to abandon his travels but did not estrange him from the sea, the source of his inspiration. According to legend, sitting on a rock in Chios (known today as 'Homer's Stone') facing the sea, he sang the seafaring history of Greece. He wandered from town to town, filling creek souls with the passion of Odysseus in a sublime language of truth and lyridsm:'Phaiakians have no concern with the bow or the quiver, but it is all masts and the oars of ships and the balanced vessels, in which they delight in cross- ing over the grey sea'2. Homer became the herald of the buoy- ant age of Greek colonisation.

The Greek Sea
The Aegean sea, the watery bridge which united three conti- nents, was not enough for the Greek sea adventurer. His impetuous temperament was seeking the way to break the familiar boundaries of the Archipelago. Restless, impover- ished, frustrated by overpopulation, he expanded into further parts of the Mediterranean.

The Greeks of these times built strong boats and lived in a continuous sea fever, looking at the sea as more Profitable than the land. In spite of the distance which separated the metropo- tis from the colony, their bonds remained strong and close. Thanks to the sea, all emigrants, even the remotest ones, felt they were part of Greece, the motherland.

The metropolis was'fertile', its seafarers creating 'smalt Greeces'" which in turn became famous. Marseilles, key-city of both trade and intellectual prestige, was where Homer's works were first published. Other important colonies were at Nice and Malaga and in Sidly, where Corinth founded Syracuse and Sparta founded Messina; at Sybaris in southern italy and Cyrene in Libya. The latter, a trade and intellectual centre and native town of Caliimachus the poet, was also celebrated for its sailors, who accomplished the feat of transporting the Pendeli marbles from Athens.

Sea-routes multiplied and became great sea avenues, and with the growth of the shipping trade came a dramatic devel- opment. With the invention of the trireme, the Greekr; were able to free the Mediterranean from pirates and build a mag- nificent fighting fleet. At a critical moment in the war against Persia in 480BC Themistocles' triremes saved western civilisa- tion, presenting the'wooden walls', prophesied by the Delphic Oracle, which crushed the Persian fleet.

During Greece's Golden Age Pericles recogniscd the importance of a strong merchant marine as well as a powerful navy. Advising the landowners of Attica to abandon the soil and devote themselves to merchant adventure, he said:'You have a great city, and a great reputation. Be worthy of them. Half the world is yours: the sea'.

Another great maritime achievement arose from Alexander the Great's conquest of Persia and advance into India. After crossing the Indus in 3260C, his troops refused to continue fur- ther. He therefore decided to explore the possibility of a sea route from India back to Persia. Having constructed some 1000 ships, he sailed down the Indus to the sea. He ;ippointed Nearchus admiral with orders to chart the coast westwards, himself taking an overland route. With great difficulty Nearchus brought the fleet virtually intact to the Euphrates, having charted the coastline e,l routr, and was presented with a golden crown by Alexander himself.

During the entire Roman occupation, Greece remained the ruler of the seas. However, even after the decline of Roman naval power, due to the lack of strong adversaries, Creek sea- men continued to show their marine and commercial acumen in the development of their merchant fleet.

Greek ships, however, did not carry goods only. Their intellectual'cargo' gradually conquered the Roman people. The Creek language was pervasive and the propagation of classical philosophy and subsequently the principles of Christianity gave new life to the heart of an empire which was slowly being weakened by moral decadence and economic and intellectual sterility.

From the fusion of the two stars -- of ancient Greece and Rome -- emerged the radiance of Byzantium. Constantine, the first Christian Emperor, moved the capital of the Roman Empire to the Bosphorus and gave it his name: Constantinople. A man of genius, he made the city his headquarters, not only because of its strategic location at the centte of three worlds -- Greek, Roman and Asian -- but also because of its supremacy as a naval base. He realised that it would only be as the ruler of the sea that his power would last. He gave Constantinople extremely strong walls so that, undisturbed, he could confront the sea 'face-to-face' and su bj u ga te it. Thanks to him, Constantinople became the most important market of the Mediterranean and amassed the treasures of the world. It deserved its glorious title:'The Reigning City'.

Decline and Revival
So it remained for a thousand years, until the ravages of cru- saders, corsairs and Ottoman Turks reduced the cities and bor- ders of the empire. With the growth of Venice as a maritime power the importance of the imperial fleet began to decline. When in March 1449 the last Byzantine emperor and martyr Constantine XI Paleologos had to go from the Morea to Constantinople, he was obliged to charter galleys for himself and his suite from the Catalans in order to make the journey towards an 'embittered and melancholy city' -- as expressed by Sir Steven Runciman.

After the fall of Byzantium, during the long centuries of slavery, the sea kept silent. But it was not asleep, and gave the Greeks their first impulse towards liberation. As had happened in the past with Rome, it was now the turn of the Ottoman Turks to exploit Greek seafaring knowledge. The Ottoman Empire -- dreaded by Europe -- might have had a great army but needed Greek seamen for its navy.

As the long occupation wore on, the creek islanders began to raise their heads and listen to the voices of freedom. Small, hun~ble islands offered shelter to friendly ships: Hydra, Spetses, Chios, Psara and others became the pre-revolutionary centres of Creek naval activity. The Turkish governor appeared peculiarly tolerant towards the Hydriots, whom he believed to be the best sailors of the Otroman Empire. Dcsides, the Creeks proved to be amazing shipbuilders. They might have had no knowledge of mathematics -- actually most of them were illit- erate -- but they were considered by Venice the greatest ship- builders of that period. Their sailing boats appeared to be more speedy than those of the British. During the Napoleonic Wars their resourceful and fearless masters, such as.the young Andreas Miaoulis, managed profitably to break both France's blockade and Britain's counter-blockade in the Mediterranean and return to their bases safely. Napoleon advised lunot:'Use the Grreeks in every difficult operation, they are indomitable.' And when, one day, the Prefect of Marseilles complained about the disobedience of some Creek sailors, Napoleon replied with- out hesitation:'Do not take any measures against them, they are our saviours'.

These were our brave ancestors who, with their merchant caiques turned secretly into warships and with their heroic crews, made possible that ardent desire of so many genera- tions, the liberation of their motherland.

Together with the banner of Revolution raised in Aghia Lavra on 25 March 1821, a forest of masts in Hydra, Spetses and Psara gave the signal for the struggle for freedom. Those three islands -- which the Sultan in a blaze of anger had erased with his fingernail from the map of Greece -- became with many others totally transformed. Their sailors became fireship men and their humble masters admirals of genius. Bouboulina, widow of a wealthy shipowner of Spetses, an intrepid and imposing figure, financed the building of the celebrated vessel Agnmemnon which she put at the disposal of the liberation fighters together with three smaller ships. lointly with her two sons she personally led several successful naval and land oper- ations. Innocent sailing boats built to carry wheat became the fireships that were to spread panic among the Turco-Egyptian fleets. Constantine Kanaris, the Psariot hero, set fire to the Turkish flagship as she lay at anchor in Chios in June 1822; the captain, Pasha Kara-Ali, was killed. The massacre of Chios of the previous April which had inspired Victor Hugo and Delacroix was avenged. In 1826 Andreas MiaouIis, with many victories over the Turks to his credit, was named admiral of the naval forces of revolutionary Greece.

The Greek revolution inspired universal respect and enthu- sia sm. A new word was born: Philhellenism. To be a Philhellene meant to be a free man. Champions of the Creeks from all over the world, most notably Lord Byron, took pride in being called their friends. International political interests did not undermine the aims of the Creeks' superhuman struggle. Finally at Navarino, in Odober 1827, the Allied fleets of Britain, France and Russia defeated the Turco-Egyptian arma- da. Once again, the sea played an essential role in the cause of Creek freedom.

The Merchant Masters
The Greek independence signed in 1830 liberated the national conscience and gave new impetus to the people's nautical flair. Private initiative, slowly awakening after four centuries of Turkish domination, undertook the task of reviving the ship- ping industry, reaching a peak in the mid-19th century of 12,000 sailing ships with a capacity of 200,000 tonnes.

Meanwhile a formidable adversary -- steam -- revolu- tionised all sea transport and proved a mortal blow for the sail- ing fleets. For the Creeks this moment of transition was critical. Their very existence as a maritime nation was threatened. Luckily, the majority of the islands realised the inevitable supremacy of steam and survived. The first creek steamer entering a Greek port in 1865 was welcomed as a victor by an armada ofsmall sailing boats decorated with laurels.

Progress was steady. The First World War found the Greek merchant marine with 475 steamers. Despite devastating loss- es in that war, the creek fleet of the '30s ranked ninth in world tonnage. The Second World War, however, inflicted an almost fa tal blow on the Creek mercantile marine. It su ffered the hcav- lest penalty among the Allies with the loss of 72% of its fleet, leaving Greece with only 154 merchant ships in a lamentable condition. 2015 Greek seamen lost their lives in the I\llied cause and another 2500 were seriously injured or disabled.

As for the Creek Navy, during the Creek epic 1940-41, when Greece victoriously defied Fascist Italy until the Nazi invasion of April 1941, the fleet defended the motherland, suc- cessfully attacking the military sea transports of the italians. However, from then on, and just before the Axis occupation started, Grtrece's fleet of 16 warships and a few submarines moved to naval bases in Egypt, Malta and the MiddJe East. Their single objective, the liberation of their enslavtld country, was achieved in October 1944.

Let us now go forward to the years 1946-47. Years of free- dom won, but also of homes and hopes lost, of a crippled econ- omy. Emerging like a phoenix from the ashes and the shadows of despair, the creek shipowner stood up against all odds with resolution and tenacity to revive his rundown fleet In a Europe plunged into famine, ruin and death, the creeks turned to the only financial citadel still intact: New York. It was from the 'Wonder City' that the Creek shipowner reconquered the sea.

This was a field of enterprise that the Americans at that time regarded with distrust and even contempt:'Real estate is safe, not the sea...how can we ever trust a floating mortgage?' Despite this scepticism the Creek shipowner, wisely using insurance funds (though insufficient to cover the enormous war claims), but mainly relying on his confidence and faith in all matters of the sea, brought to the post-war world a new force, a breathtaking impetus which in ten years completely transformed the theories of marine transport and commerce and re-established his shipping reputation.

The Greek Shipowner
For someone who had the privilege of personally living through the decisive decade 1947-57 in America, the echo of the Greeks' triumph still resounds in my memory. As is well known the 100 Liberty-type ships that the American govern- ment generously sold to the Greeks with favourable loan terms, guaranteed by the Greek government to assist them in replac- ing their shipping losses, constituted the initial step towards the renaissance of the Creek merchant marine. From then on, progress proved irresistible. Like the small Creek army which in 1940-41 captured the world's imagination with the first Allied victories, the few Creeks of New York became after the war the centre of international attention. America was discov- ering the Creeks, who became synonymous with shipowners. To appreciate the attributes of these modern-day argonauts, driven by the natural spur of their nautical instincts and strong business acumen, we must study the men themselves -- the men of the sea.

Let us remember the late Stavros Livanos. In him lies our image of the great Greek shipowner. He is omnipresent; his headquarters are mobile; they move everywhere he goes, to his office, his home, on board ship, in the engine-room, at the ship- yard. He is the perfect representative, the ideal incarnation of the traditional Greek shipowner who ascended the shipping hierarchy step by step as a seaman, an officer, a master, and at times an engineer, and finally as an owner. He knows each man individually. There is no affectation in his dealings; he talks with the same simplicity to the shipboy as to the Wall Street financier or banker. They saw Captain Stavros kiss a new ship before the launching; to him it was like the christening of a new-born baby. Every ship had her own individuality, her own luck and destiny. Livanos knew her from bow to stern, he cherished both her happy moments and her perils. He used to say:'l have no money, I have ships'.

Like Stavros Livanos, a few likeminded men became the masters of the oceans, forerunners and inspirers of the art of maritime commerce. Aristotle Onassis, while strolling along Park Avenue in New York, confided to a friend the idea that a tanker could easily double or triple her loading capacity with almost the same crew and general expenses: the super-tanker was born. C.M. Lemos diversified his shipping empire in more than one field; the Goulandris group successfully linked ship- ping and finance. Stavros Niardhos, the most finance-conscious of shipowners, excelled at securing 'floating loans'; his tankers were chartered by first-class charterers, financed by various institutions and guaranteed even before they were built with minimum cash funds and risks.

It was Niarchos who built the then world's largest tanker, of 108,590 tonnes deadweight capadty, the Manhattnn. I will never forget the day in 1960 when she triumphantly entered New York harbour. It was a day of celebration and we were all watching from our office window as she glided along the Hudson River beneath the Statue of Liberty, surrounded by a flotilla of tugs and other boats flying a multitude of coloured flags and sounding their sirens. For a Creek that fantastic sight was a moment of great joy and pride.

In praising the shipowners, we must not forget the army of workers of the sea, nor their everyday labour on board the ships, those who, in Seferis' verses,'as the trees and the waves, accept the wind, the rain, the night and the sun, unshakeable in their changing course'. Without these valiant Greek seamen, Greece would not have been able to reach its golden age of shipping. The continuity of the merchant marine spirit is based on the tight collaboration of shipowners and seamen.

The 'resurrection' of the Creek mercantile marine has been followed during the last three decades by a spectacular leap forward in terms of size, technical modemisation and efficien- cy. Today the Greek and Greek-owned (under various flags) merchant fleet amounts to more than 3000 vessels with a total cargo capacity of 126,128,362 deadweight tonnes. The Greek shipowning community today controls the world's largest dry cargo and tanker fleet and has enhanced its quality by adapt- ing rapidly to new trends in seaborne transportation, ship- building, ship finance, insurance and other related services.

As said by Dr N. Mikelis, a former Lloyd's Register execu- tive,'the maritime instinct, the astuteness and the direct involvement Creek owners have with their ships, have given them an advantage in efficiency by providing an inexpensive transport service. Thus, the economies of exporting and importing nations, as well as individual traders, charterers and suppliers of services are all benefitting by the presence of the independent Creek shipowner'.

A Lasting Tradition
I have tried to outline the story of the Greek mariner through the centuries. Today at the peak of his achievement; he is the target of the media with talk about palaces, yachts and the high life. And yet, although his vision is the five oceans and his hori- zon the world, his thoughts come often to rest on that humble island of his forefathers where it all started.

It was indeed from those insignificant, remote and mostly arid islands that simple yet wise men of the sea had com- menced their lifelong ventures. Father and sons, as master and crew, had embarked on the families sailing boats and later steamers to seek a future the hard way. The vessels were aau- ally a 'floating home'.

There were also those who did not travel, but instead man- aged the family wealth from fi na ncia I centres such as Piraeus, Constantinople or London. Syros, Chios, Andros, Kasos, the Ionian Islands, Oinoussai and many others were the starting points from whence the Clreek merchant marine was destined to make at first modest and then giant steps.

Our long voyage through the perilous but glittering pages of creek seafaring history comes to its end. Out imaginary ship is dropping anchor in its Port of rest. In the serenity of the sun- set, we hear the rhythmic creaking of the caiques and, further away, the regular heartbeat of the fishermen's boats as they make their way to their fishing grounds. In the fading light of the day, we discern above the harbour a small windswept cemetery. Here are the graves of the sea-masters, the captains and the seamen, some impressive, others simple and unadorned.

Here the Greek men of the sea lie at rest for eternity, over- looking the blue waves, facing 'that great sweet mother, mother and lover of men, the sea' 4

Quotes 1 Rene Grousset, L'Homme et Son Histoire 2 From the Odyssey, translated by Richard Lattimore 3 Rene Grousset, L'Homme et Son Histoire 4 Swinburne, The Triumph of Time.

Costas N. Hadjipateras, PhD, author and shipbroker, was the first President of the London Hellenic Society.

Attica Shipping Group

Superfast Ferries

Blue Star Ferries

http://www.attica-group.com/images/maptopleft.gif http://www.attica-group.com/images/maptopright.gif
http://www.attica-group.com/images/mapbottomleft.gif http://www.attica-group.com/images/mapbottomright.gif

http://www.kernsebastian.de/Interrail/Tag16_23/Patras_Superfast.jpg

Attica Group is the parent company of the Superfast Ferries fleet and the Blue Star Ferries fleet. The group's ships operate in domestic and international waters, offering connections between Greece and Italy in the Adriatic Sea, between Germany and Finland in the Baltic Sea, between Scotland and Belgium in the North Sea and between mainland Greece and the Cycladic Islands, the Dodecanese Islands, the Ionian Islands and Crete.


Greece - Italy
The Group operates the following routes in the Adriatic Sea market:
PATRAS-ΑΝCΟΝΑ-PATRAS
IGOUMENITSΑ-ΑΝCΟΝΑ-IGOUMENITSA
PATRAS-BΑRΙ-PATRAS
IGOUMENITSA-BARΙ-IGOUMENITSA
Superfast V , Superfast VI , Superfast XI , Superfast XII και Blue Horizon

Finland - Germany
HANKO, FINLAND-ROSTOCK, GERMANY
Superfast VII και Superfast VIII

Scotland - Belgium
ROSYTH, SCOTLAND-ZEEBRUGGE, BELGIUM
Superfast IX και Superfast X

The Greek Islands
The Group operates the following routes in the Greek domestic market:

Cycladic Islands
PIRAEUS-PARΟS-ΝΑXOS-SANTORINI and SYROS
and
IOS-ΑΜΟRGΟS-IRAKLIA-SCHINOUSSA-ΚΟUFONISSI-DONOUSA
Blue Star Paros και Blue Star Naxos
PIRAEUS-SYROS-TINOS-MYCΟΝΟS and PΑRΟS-ΝΑXOS
Blue Star Ithaki
RAFINA-ΑΝDROS-TINOS-ΜΥCΟΝΟS and PΑRΟS
Superferry II και Seajet2

Ionian Sea
PATRAS-CEPHALONIA-ΙTHACA
Kefalonia

Dodecanese
PIRAEUS-KOS-RHODES and SYROS-MYCONOS-AMORGOS-PATMOS-LΕRΟS
Blue Star 1

Crete
PIRAEUS-CHANIA
Blue Star 2

Attica Group is listed on the Athens Stock Exchange with a market capitalisation of Euro 419 million as at 31st December, 2003.

Superfast , Port of Rosyth , Scotland
http://www.attica-group.com/images/dumpferline_press.jpg

Superfast breaking the ice in the baltic sea
http://www.attica-group.com/images/VII_jaissa.jpg

Blue Star Naxos , in the Aegean Sea
http://www.attica-group.com/images/blue_star_naxos.jpg

Superfasts at the port of Patras
http://www.attica-group.com/images/superfast07.jpg

Superfast departing from Zeebrugge.
http://www.roybrown.myby.co.uk/images/114-1464_IMG.jpg

Superfast XII, delivered in October 2002, is the latest addition to the Superfast Ferries fleet, The brand - new ship is a technological masterpiece, equipped with the latest, most sophisticated navigation systems guaranteeing a swift, safe and pleasant voyage.

Passenger Capacity: 1550
Vehicles: 900
Speed (kn): 31,5
Length (m): 200
Breadth (m): 25
Decks: 10



Blue Star 1 , Blue Star 2

Delivered June 2000 for Blue Star Ferries from Dutch builders Van der Giessen-de Noord, Blue Star 1 is a fast conventional ferry capable of over 28 knots.
1600 passengers - 850 cars - 28 knots



http://www.simplonpc.co.uk/Strintzis/BlueStar_1_01BF.jpg

http://www.simplonpc.co.uk/BlueStarFerries/Blue_Star_1-igb-21.jpg

http://www.simplonpc.co.uk/Strintzis/BlueStar_2_02BF.jpg

Blue Star Paros

Sistership to Blue Star Ithaki, of 10000 gross tons. 1500 passengers and 240 cars. Speed: 26knots.

http://www.simplonpc.co.uk/Strintzis/BlueStar_Paros02.jpg

http://www.simplonpc.co.uk/Strintzis/BlueStar_Paros01GG.jpg


Some new photos of Superfast at the port of Patras , just few days ago :

http://www.geocities.com/thalassitsa2004/yliko/superfast1-.jpg

http://www.geocities.com/thalassitsa2004/yliko/superfast2-.jpg

http://www.geocities.com/thalassitsa2004/yliko/superfast3-.jpg

Ship Owners Increase Fleet Sizes in Greece
More than $20m is coming into the coffers of shipowners in Greece every day, most of which is being invested in building new ships that will be cheaper to run from Piraeus.

By Vassilis Vassiliou for Southeast European Times in Athens – 12/04/05

The Port of Piraeus is undergoing a major upgrade aimed at full modernisation. [AFP]

The Greek shipping industry is developing at a healthy pace. Last year, the biggest shipowners attempted to strengthen their position in the international arena by building new ships. The Greek commercial fleet, comprised of old ships, had about 20 per cent of the world market in 2003. With the shipping industry's sudden development in the last two years, ship owners decided to renew their fleet.

There were 326 orders for new ships last year alone -- a total of 26.8 million dead-weight tonnage. The majority of orders were for tankers and bulk carriers, the markets that the Greeks are more prone to service, leaving out ships for niche markets like vehicle carriers, refrigerator vessels or multi-purpose ships.

Every two days, a new ship is being paid for in full due to new business booked with multi-year contracts before the ships are even out of the shipyard. The industry brings in $20m a day in revenue.

In the meantime, the Greeks are selling their old ships to smaller firms abroad that did not predict the rise of demand in time to order new vessels. Global demand for ships is high and as the shipyards struggle to service existing clients, many are left with no other option than to pay handsomely for some of the old vessels in the Greek fleet.

With the new orders, the biggest shipowners in Greece -- the Tsakos family that holds Tsakos Energy Navigation -- will increase their fleet from 53 to 76.

The demand in the industry is not only affecting the fleet sizes -- The Port of Piraeus is en route to becoming a fully modernised port. The plan envisions upgrades in hardware, software and procedures of the port. The aim of the European Commission (EC) is to build the infrastructure for a pan-European network of sea transport at the port that will compete, in terms of time and cost, with terrestrial transferring of goods.

The new system will allow the port to reduce the amount of time a ship spends ashore for loading and unloading. It will also cut the cost of using port facilities for handling of goods. According to the EC, the programme will mark the start of a revolution in the shipping industry. The project will be presented in June and Piraeus is expected to be the first port in the Mediterranean to adopt the programme.

At the base of the system, there is new loading and unloading machinery that automates these procedures, making them faster, cheaper and less error-prone. Older ships will not benefit as much from this because of their configuration -- a fact which further justifies the need to update the fleets.

Greek fleet: smaller but younger and still tops

---The Greek-controlled fleet is getting younger and smaller, but ships are getting bigger, according to the 18th annual information paper prepared by the London-based Greek Shipping Co-operation Committee and based on information provided by Lloyd's Register of Shipping and Fairplay.
On the back of massive investments, Greek ship operators have lifted their combined cargocarrying capacity to the dominate position in the world's the key trades. These younger high-spec ships have replaced much of the aged tonnage traditionally, though often quite wrongly, associated with Greek shipping with the result that while the domination has grown the fleet is smaller.
According to data prepared by the GSCC, as of March, Greek interests controlled 3,338 ships (of over 1,000gt) of 182.5m dwt including 338 ships of 26.6m dwt on order. The fleet has decreased slightly but in terms of dwt is up 2.4m compared to 12 months earlier.
Greeks now control 7.8% of the world's ships in service and on order and 16.5% of the deadweight. Greek interests have 7.8% of ships on order, 16.5% of the deadweight. The age of the fleet stands at 15.9 years an improvement of 11 months on last year. The fleet is still older than the world average of 15 years but the gap is being narrowed.
March 2005 Greeks were using 45 flags, the Greek flag flying over 969 of some 67m dwt, up 64 ships and an impressive 5m dwt. After the home flag comes Panama with 582 ships (25.4m dwt), Malta, 547 ships (26m dwt), Cyprus 411/21m dwt, while the Bahamas 232/11.4m dwt is the big improver.
Orders for 104 chemical and products tankers lead the way when it comes to newbuildings. Also in the energy sector there are 78 orders for crude carriers and 12 liquid gas carriers are on order. Bulk carriers account for 86 ships on order, while there are 24 container ships and 23 cargoships and two passengerships.

http://www.hellasservice.de/assets/images/Minoan_lines_logo1.jpg

MINOAN LINES

http://www.minoan.gr/en/main.asp

A dominant company in the passenger ferry sector that has been growing fast for the last 30 years.

A leading Greek company featuring an ultra-modern fleet of 8 ships, linking ports and people with safety and comfort.

Guided by its customer-oriented philosophy, continuous upgrading of quality and range of services, MINOAN LINES managed to capture the highest rankings in customer satisfaction since the very first steps of its foundation.

Currently, the company is in the process of realizing its most ambitious investment program with the building of new and technologically advanced highspeed ferries, enabling the upgrading of its services. This sets the company on a consistent pursue of its future prospects and strategic goals.

http://www.hellasferries.gr/minoan-lines/images/itenseng.gif

TOUR THE FLEET
http://www.minoan.gr/en/main.asp?home=0&size=small&subnav=0&title=tl_virtual&page=virtual_kno.asp

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http://www.anek.gr/

ANEK LINES

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The 36 year old tradition of ANEK sailing the seas of our country, has established us as the leader in our field. From the time of our first vessel setting sail up till now, ANEK has been crossing both the Aegean and Adriatic sea with unsurpassed comfort and consistency.

ANEK was originally created with the help of shareholders who were inhabitants of Crete. They endevoured for a means of transportation which was their own and connected them with the rest of Greece. This is what differentiates ANEK from the rest of the shipping companies: its multi shareholder peculiarity. Cretan people looked for their own vessels to sail into their own sea. In the beginning it looked as just another great vision but everybody contributed to the cause.

Other companies soon followed our example. We restored the shipping tradition that goes back to the Minoan times. The company won the confidence of its people and its passengers, and rewarded its employees for all their sacrifices.

The development of ANEK has continued at an impressive rate. Our large contemporary fleet and the company's unique character have established us as a model for Europe. ANEK also complies with all the rules and legislation of the European Community.

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TAKE A VIRTUAL TOUR OF THE SHIPS!

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Are there any Greek ferry company which operates to Turkish places like Istanbul, Izmir and Kuşadası?

Are there any Greek ferry company which operates to Turkish places like Istanbul, Izmir and Kuşadası?

Istanbullu from what i know there are some flying dolphins between Bodrum and Kos (BODRUM EXPRESS)
http://www.ferries.gr/bodrum-express/images/bodrum-ship.jpg

and ANKER TRAVEL (smaller boats of course because the distance is not big ) :

From Kusadasi (Turkey) to Samos (Greece) - Seasonal - daily departure
From Marmaris (Turkey) to Rhodos (Greece) - Seasonal - daily departure - 1 hr trip
From Bodrum (Turkey) to Kos (Greece) - Seasonal - daily departure - 20 min. trip by Hydrofoil
From Cesme (Turkey) to Kios (Greece) - 1 hr trip

From Cesme there is no connection from what i know direct to Piraeus . Most ferries from Cesme go to Italy (Brindisi or Ancona)

http://www.dolphins.gr/HFDWeb/en/HFDHome.aspx

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HELLAS FLYING DOLPHINS

Under its current structure, Hellas Flying Dolphins has been active since November of 1999, when 42 vessels were acquired from 20 shipping companies, in order to confront the challenge of globalization of the economy.

From the very start, Hellas Flying Dolphins set as its goal the improvement of coastal transportation. More specifically the company:

* Committed to the purchase of 4 newly constructed, new technology high speed vessels (High speed 2, 3 & 4, Flyingcat 4), which are now operating in the the coastal lines of Cyclades reducing traveling time by half. The total purchase cost of these 4 vessels amounted to 38 billion drs.

* Modernized all the existing 74 ships of the fleet, including conventional and new technology speed vessels, at a total cost of Drs. 6,5 billion approximately.

The greater portion of improvements made were to the conventional ships. These included both engine improvements, not visible to passengers, but especially important for their safe and secure transportation, as well as hotel renovations, whereby the vessels' appearance were so much improved that it is possible that many passengers who have previously sailed with the same ship may not recognize it on their next trip.

Flying Dolphin Interior At the same time, radical renovations were made to the hotel interior of all the hydrofoils, whereas an overall reconstruction was carried out on the High speed I, both mechanically as well as decoratively.

Total capital investments in progress are in excess of 100 billion drs.

We would like to note that all reconstruction work on the ships was carried out by the Shipyard base in Perama - which in effect was upgraded by Hellas Flying Dolphins - by Greek technicians, with whose capabilities the company entrusted the passengers' safety.

Hellas Flying Dolphins is at the moment one of the largest and most financially fit companies in Greece.

The company employs 3.000 crew and other staff - who are all Greeks - a number which is quite large by Greek standards - and transacts with over 1.100 Greek Suppliers. The latter places Hellas Flying Dolphins among top companies not only locally, but in Europe as well.

http://www.dolphins.gr/HFDWeb/common/images/photos/ships/highspeeds.jpg
http://www.dolphins.gr/HFDWeb/common/images/photos/ships/hellas_ferries.jpg

Istanbullu from what i know there are some flying dolphins between Bodrum and Kos (BODRUM EXPRESS)
http://www.ferries.gr/bodrum-express/images/bodrum-ship.jpg

and ANKER TRAVEL (smaller boats of course because the distance is not big ) :

From Kusadasi (Turkey) to Samos (Greece) - Seasonal - daily departure
From Marmaris (Turkey) to Rhodos (Greece) - Seasonal - daily departure - 1 hr trip
From Bodrum (Turkey) to Kos (Greece) - Seasonal - daily departure - 20 min. trip by Hydrofoil
From Cesme (Turkey) to Kios (Greece) - 1 hr trip

From Cesme there is no connection from what i know direct to Piraeus . Most ferries from Cesme go to Italy (Brindisi or Ancona)


Thanks for the information. :)

Skaros these are really usefull informations. Believe me I had this qustion on my mind yesterday and you answered. Efxaristo file :okay:

Foreign currency influx from shipping in 2004 amounted to 13.307 billion euros, against 9.569 billion in 2003, showing a 39.05 percent increase. This rising trend continued in the first quarter of 2005, with a 10 percent rise over the January-March 2005 period.

From www.rodiaki.gr , www,traveldailynews.gr ,www.ansamed.it and www.ekathimerini.com


Υπολογίζοντας το ύψος της δαπάνης που απαιτείται για την ανάπτυξη των λιμένων της χώρας στην επόμενη δεκαετία, το οποίο αγγίζει τα 6 δις † αλλά και την υπάρχουσα δημοσιονομική κατάσταση, το Υπουργείο Εμπορικής Ναυτιλίας ολοκλήρωσε μια σειρά διαβουλεύσεων με την Ευρωπαϊκή Τράπεζα Επενδύσεων και συμφώνησαν στην υπογραφή μνημονίου συνεργασίας δανειοδότησης μέχρι του ποσού των 3 δις †. Οι όροι του δανείου είναι ιδιαίτερα ευνοϊκοί. Συγκεκριμένα η διάρκειά του είναι 25 έτη, με περίοδο χάριτος τα 7 έτη, χαμηλό επιτόκιο και χορηγείται χωρίς την εγγύηση του Ελληνικού Δημοσίου πράγμα που σημαίνει ότι δεν συνυπολογίζεται στο Δημόσιο χρέος. Οι δαπάνες που καλύπτει η Ευρωπαϊκή Τράπεζα Επενδύσεων καλύπτουν όλο το φάσμα της υλοποίησης των έργων συμπεριλαμβανομένων προμελετών, οριστικών μελετών, παροχή υπηρεσιών συμβούλου, κ.τ.λ. καθώς επίσης και τη χρηματοδότηση πλοίων για τη δημιουργία συνδέσεων μεταξύ λιμένων άγονων γραμμών. Σύμφωνα με το πρωτόκολλο Χρηματοδότησης Λιμένων το δάνειο θα χρησιμοποιηθεί αποκλειστικά για την χρηματοδότηση προγραμμάτων επένδυσης που αναπτύσσονται στα πλαίσια της Εθνικής Λιμενικής Πολιτικής του Υπουργείου Εμπορικής Ναυτιλία κατά τη διάρκεια της περιόδου 2005-2015. Το κάθε πρόγραμμα το οποίο θα πρέπει να εντάσσεται στη φιλοσοφία του Πρωτοκόλλου Χρηματοδότησης Λιμένων θα εξετάζεται ανεξάρτητα και θα εντάσσεται στην στρατηγική της ανάπτυξης των λιμένων της χώρας. Στα πλαίσια αυτά οι 12 Οργανισμοί λιμένων Α.Ε. έχουν αποστείλει τα αναπτυξιακά τους προγράμματα και σειρά αναπτυξιακών προγραμμάτων, τα οποία βρίσκονται ήδη στο στάδιο αξιολόγησης. Παράλληλα έχει προετοιμαστεί σχέδιο προκήρυξης ανοιχτού διαγωνισμού για την πρόσληψη του Συμβούλου ο οποίος θα βοηθήσει στο έργο για την εισαγωγή των επενδυτών στα λιμάνια μέσω συμπράξεων Δημοσίου και Ιδιωτικού τομέα. Υλοποιώντας τη κυβερνητική πολιτική καθώς και τη πολιτική του Υπουργείου Εμπορικής Ναυτιλίας για την ανάπτυξη των λιμένων, τίθενται οι βάσεις για μια δυναμική και δημιουργική προοπτική. Αναπτύσσεται σημαντική συνεργασία με όλους τους εμπλεκόμενους φορείς στη ναυτιλία, ενώ παράλληλα δημιουργούνται οι προϋποθέσεις για την πλήρη αξιοποίηση των ευκαιριών που προσφέρονται στα πλαίσια της ανάπτυξης των Θαλάσσιων Διαδρόμων των Διευρωπαϊκών Δικτύων Μεταφορών. Απόσυρση του 50% των συμβατικών πλοίων έως το 2008 Tα μισά σχεδόν από τα υπάρχοντα συμβατικά πλοία της ακτοπλοΐας θα αποσυρθούν από την ενεργό δράση έως το 2008 εάν δεν αλλάξει το ισχύον θεσμικό πλαίσιο, νόμος 2932/2001, το οποίο προβλέπει να μειωθεί το όριο ηλικίας τους στα 30 από τα 35 έτη που ισχύει σήμερα. H εξέλιξη αυτή σε συνδυασμό με τη μη εφαρμογή της πλήρους απελευθέρωσης στις ακτοπλοϊκές συγκοινωνίες, δηλαδή του κοινοτικού Kανονισμού 3577/1992, έχουν δημιουργήσει συνθήκες «μη επενδύσεων» στην ακτοπλοΐα με αποτέλεσμα να ελλοχεύει ο κίνδυνος μετά το 2008 να μείνουν χωρίς πλοία πολλά νησιά του Aιγαίου με απρόβλεπτες αρνητικές επιπτώσεις. Oι ακτοπλόοι θεωρούν ότι η πολιτεία θα πρέπει, το συντομότερο δυνατόν, να προχωρήσει στη δημιουργία του κατάλληλου οικονομικο-πολιτικού κλίματος το οποίο θα προσελκύσει επενδύσεις, δηλαδή ένταξη νεότευκτων πλοίων στην ακτοπλοΐα, άρα και βελτίωση της ασφάλειας αλλά και των παρεχόμενων υπηρεσιών προς τους επιβάτες. «Oι κατάλληλες οικονομικο-πολιτικές συνθήκες είναι η αλλαγή του πλαισίου και η καθιέρωση όρων και συνθηκών πλήρους απελευθέρωσης των εσωτερικων θαλάσσιων μεταφορών ώστε η κάθε εταιρία, απελευθερωμένη από τον υπάρχοντα κρατικό παρεμβατισμό, να μπορεί να σχεδιάζει τη βραχυπρόθεσμη και μακροπρόθεσμη στρατηγική της» ανέφεραν στην EΞΠPEΣ κύκλοι της Eνωσης Eφοπλιστών Aκτοπλοΐας ( EEA ). Oι ίδιοι κύκλοι τόνισαν ακόμη ότι έως το 2008, με όριο απόσυρσης των πλ οίων τα 30 έτη, θα αποσυρθούν 36 συμβατικά πλοία ή το 50,70% του υπάρχοντος ακτοπλοΐκού στόλου και το 2013 θα έχουν αποσυρθεί 39 πλοία ή το 54,93% του στόλου. «Eάν θέλουμε να μην διαταραχθούν οι ακτοπλοΐκές συγκοινωνίες με την απόσυρση των 36 πλοίων έως το 2008, που συμπληρώνουν το 30ό έτος της ηλικίας τους, θα έπρεπε ήδη να “χτίζαμε” τουλάχιστον 30 νέα, κάτι δυστυχώς που δεν γίνεται» τόνισαν οι ίδιοι κύκλοι και συμπλήρωσαν: «Aλλά πώς να “χτίσουμε” πλοία όταν δεν υπάρχουν επενδύσεις στην ακτοπλοΐα και η άντληση χρηματών από το Xρηματιστήριο είναι αδύνατη λόγω της κακής του πορείας;». Kατά τους ακτοπλόους εάν δεν υπάρξει το κατάλληλο πλαίσιο για να λειτουργήσει η ακτοπλοΐα χωρίς κρατικές παρεμβάσεις και περιττή γραφειοκρατία, ώστε να προσελκυσθούν επενδύσεις, τότε εντός των επόμενων ετών οι ακτοπλοϊκές εταιρίες θα βρεθούν σε πλήρη αδυναμία να καλύψουν τις δρομολογιακές τους υποχρεώσεις επειδή θα έχουν αποσύρει τα περισσότερα από τα πλοία τους λόγω των όσων προβλέπονται από τον νόμο 2932/2001. Tέλη υπέρ τρίτων στους ναύλους Oι ακτοπλοϊκές εταιρίες, όπως υποστηρίζουν, δεν επιθυμούν ακριβούς ναύλους. Aντιθέτως θεωρούν ότι το συνολικό κόστος της τιμής των ναύλων θα μπορούσε να είναι χαμηλότερο εάν η πολιτεία εφήρμοζε τον νόμο και καταργούσε τα μη ανταποδοτικά τέλη υπέρ τρίτων που υπάρχουν στους ναύλους και αγγίζουν ακόμη και το 30% της συνολικής του αξίας. Tέτοια τέλη είναι: τα υπέρ αχθοφόρων, λεμβούχων, καβοδετών, ο επίναυλος ύψους 3%, τα τέλη υπέρ NAT, τα οποία πηγαίνουν για την ασφάλεια επιβατών και οχημάτων που όμως καλύπτονται πλήρως από άλλες διαδικασίες. Aκτοπλόοι τόνισαν ότι το «χαράτσι» υπέρ τρίτων που εντάσσεται στους ναύλους και το πληρώνει ο επιβάτης χωρίς να έχει κανένα ανταποδοτικό κέρδος θα μπορούσε να καταργηθεί και αυτομάτως να μειωθεί το συνολικό κόστος των ναύλων υπέρ των επιβατών. Mείωση ΦΠA Oι ακτοπλόοι με υπόμνημά τους προς το υπουργείο Oικονομίας έχουν ζητησει να καθορισθεί συντελεστής ΦΠA 9% στους ναύλους των οχημάτων, από 19% που είναι σήμερα, με αποτέλεσμα να επηρεάζεται αρνητικά το κόστος μεταφοράς. Στο σχετικό έγγραφο της EEA σημειώνεται ότι σε ΦΠA 9% υπόκεινται τα είδη διατροφής, διάφορες πρώτες ύλες, παρασκευάσματα δημητριακών, λαχανικών, λιπάσματα, διάφορα μηχανήματα καθώς και η μεταφορά προσώπων και των αποσκευών τους. Ωστόσο, σημειώνεται ότι τα φορτηγά οχήματα που διακινούνται με επιβατηγά πλοία σε γραμμές εσωτερικού μεταφέρουν κυρίως αγαθά που υπόκεινται σε ΦΠA 9% ενώ ο ναύλος τού εν λόγω οχήματος επιβαρύνεται με 19%. Eπίσης οι επιβάτες για τη μεταφορά των αποσκευών τους επιβαρύνονται με ΦΠA 9%, ενώ όταν τις μεταφέρουν με το I.X. αυτοκίνητό τους επιβαρύνονται με ΦΠA 19%. «Eμείς ζητάμε την επανεξέταση των συντελεστών και την καθιέρωση συντελεστή ΦΠA 9% ώστε να διευκολύνεται η διακίνηση των νησιωτών από και προς τα νησιά τους χωρίς άδικες χρεώσεις».


Σημεία από το Πρωτόκολλο Χρηματοδότησης για την ανάπτυξη των λιμένων
Τετάρτη, 13 Ιουλίου 2005

Το Πρωτόκολλο Χρηματοδότησης, ύψους 3 δισ. ευρώ, (Protocol for the financing of seaports in the territory of the Hellenic Republic), για την ανάπτυξη των ελληνικών λιμένων υπέγραψαν χτες, Τρίτη 12 Ιουλίου 2005, ο Υπουργός Εμπορικής Ναυτιλίας, κ. Μανώλης Κεφαλογιάννης και ο Αντιπρόεδρος της Ευρωπαϊκής Τράπεζας Επενδύσεων (Ε.Τ.Επ.), κ. Gerlado Genouardi, στο Λουξεμβούργο. Ακολουθούν σημεία του Πρωτοκόλλου Χρηματοδότησης:

* Το ΥΕΝ επιδιώκει τη συμμετοχή της Ευρωπαϊκής Τράπεζα Επενδύσεων στη χρηματοδότηση έργων, τα οποία θα αναπτυχθούν εντός των πλαισίων της Διεθνούς Πολιτικής Λιμένων για το ποσό των 3 δισ. ευρώ (3.000.000.000) και η Ευρωπαϊκή Τράπεζα Επενδύσεων, από τη μεριά της, δηλώνει την πρόθεση της να προβεί στην εκτίμηση, έγκριση, χρηματοδότηση και συνεισφορά σε αυτή, έως το προαναφερθέν μέγιστο ποσό, για έργα τα οποία αποτελούν μέρος της πολιτικής ανάπτυξης λιμένων του ΥΕΝ, με την προϋπόθεση ότι κάθε έργο το οποίο θα τίθεται υπό εξέταση θα συνάδει με την αποστολή και τη στρατηγική επενδύσεων και την πολιτική της Ευρωπαϊκής Τράπεζας Επενδύσεων.
* Η πίστωση που θα παράσχει η Ευρωπαϊκή Τράπεζα Επενδύσεων βάσει του παρόντος Πρωτοκόλλου, θα χρησιμοποιηθεί αποκλειστικά για τη χρηματοδότηση έργων επενδύσεων από το ΥΕΝ για την εκτέλεση των δραστηριοτήτων του κατά την περίοδο 2005 - 2015 και στα πλαίσια χρηματοδοτικών συμβολαίων τα οποία θα συναφθούν με την Ευρωπαϊκή Τράπεζα Επενδύσεων. Έργα επενδύσεων τέτοιου είδους που θα χρηματοδοτηθούν βάσει χρηματοδοτικών συμβάσεων, μπορεί να είναι ενιαίου τύπου ή περιορισμένα έργα πολλαπλού τύπου σε σχέση με έναν ή με περισσότερους από ένα λιμένα ή τμήμα λιμένα.


* Η Εθνική Πολιτική Λιμένων περιλαμβάνει έργα σε διάφορες φάσεις, τόσο σε φάση ολοκλήρωσης των Γενικών Σχεδίων Λιμένων (από τεχνική και οικονομική άποψη) όσο και σε σχέση με τελικές κανονιστικές εγκρίσεις που αποκτήθηκαν.


* Το ΥΕΝ δεσμεύεται να παρέχει στην Ευρωπαϊκή Τράπεζα Επενδύσεων λεπτομερή πληροφόρηση αναφορικά με την Εθνική Πολιτική Λιμένων που ασκεί, και να υποβάλλει έργα τα οποία συνάδουν με τους κανόνες και τις αρχές της Τράπεζας ως προς την εκτέλεση έργων, έως το συνολικό μέγιστο ποσό, όπως αναφέρεται στην πρώτη ρήτρα του παρόντος Πρωτοκόλλου.


* Η εκτίμηση των έργων, ώστε να προσδιοριστούν οι προϋποθέσεις χρηματοδότησής τους από την Ευρωπαϊκή Τράπεζα Επενδύσεων, θα γίνεται σύμφωνα με τους εκάστοτε κανόνες, συνθήκες και διαδικασίες που ισχύουν. Συνεπώς, η χορήγηση δανείων με βάση το παρόν Πρωτόκολλο, θα είναι σε κάθε περίπτωση θετική, κατά την κρίση της Τράπεζας, μετά από τεχνική, περιβαλλοντική, οικονομική και χρηματοοικονομική εκτίμηση για κάθε δανειολήπτη ( σε περίπτωση που ο δανειολήπτης δεν είναι το ΥΕΝ ) και για κάθε μεμονωμένο έργο για το οποίο απαιτείται χρηματοδότηση και σε συγκεκριμένη έγκριση από τα όργανα διαχείρισης και διακυβέρνησης της Ευρωπαϊκής Τράπεζας Επενδύσεων για την αιτούμενη χρηματοδότηση μεμονωμένου έργου, βάσει των εσωτερικών κανόνων και διαδικασιών της Ευρωπαϊκής Τράπεζας Επενδύσεων.


* Το Πρωτόκολλο διέπεται από τη νομοθεσία της ελληνικής δημοκρατίας.


REECE TO SIGN 3 BLN EURO LOAN WITH EIB FOR PORTS' PROJECTS

(ANSAmed) - ATHENS, JULY 11 - Greek Merchant Marine Minister Manolis Kefaloyiannis will sign tomorrow a protocol of agreement with the European Investment Bank for financing a project to upgrade the country's major ports, the local Ana news agency reports. The deal is worth 3 billion euros. The protocol will be signed in Luxembourg, the EIB's headquarters. The merchant marine ministry has estimated that port upgrades will cost roughly 6 billion euro and has agreed to a loan of up to 3 billion euro with EIB at very favourable terms. The 25-year loan has a grant period of seven years, a low interest rate and does not need the guarantee of the Greek state. EIB's money will cover a wide gamut of projects. The money from the loan will be used exclusively to fund investment programmes included in a National Port Policy, drafted by ministry for the period 2005-2015. The national programme was based on individual projects submitted by the country's 12 major ports. The ministry also plans to hold a tender to find a consultant for the project. (ANSAmed). MRR


Ports up for facelift
3-bln-euro loan secured to improve mainland links with islands


At a time when ferry companies are threatening to slash passenger routes to the islands due to financial problems, the government announced yesterday a 3-billion-euro makeover of Greece's ports in a move aimed at strengthening the country's links with its scattered archipelago.

The Merchant Marine Ministry said yesterday that Greece has secured a loan worth 3 billion euros from the European Investment Bank (EIB) even though the regeneration project actually demands double that amount.

«We are optimistic that the use of this money will help not only the development of the ports but also to finance ships on unprofitable routes,» said Merchant Marine Minister Manolis Kefaloyiannis yesterday. The minister is expected to sign the loan agreement in Luxembourg today.

The ministry described the loan conditions as «favorable.» The life of the loan runs for 25 years and includes a seven-year grace period. The amount is not guaranteed by the Greek state, which means that it will not be tacked on to the country's mounting public debt.

Although shipping remains one of Greece's key industries, a number of problems have been plaguing the sector, which in turn weigh on economic growth and the vital tourism industry.

Shipowners said recently that if Greece does not proceed with changes to its laws on the permissible age of vessels, then they may have to cut their fleets by as much as half. One of the key problems, shipowners added, is the failure to deregulate the shipping industry in Greece despite European Union guidelines dictating the move.

The 3-billion-euro program will take into account proposals submitted by any of the country's ports, the minister added. Greece's 12 largest ports, including Piraeus, Thessaloniki and Volos, have already submitted ideas.

Meanwhile, on the environmental front, the EU said yesterday that it will adopt tough new measures against ships that pollute EU waters, breaking a longstanding deadlock with three countries, including Greece.

Under the new rules, EU members should fine shipowners up to 1.5 million euros when their ships are responsible for significant pollution. Figures show that about 150,000 tons of oil wind up in the Mediterranean Sea each year as a result of ship discharge.

These maritime companies have to have frequent transportation to Turkish resorts and cities more and more , so that these two countries feel more connected , so that some tourists have to be abandoned in one of the small isolated greek islands and left out there , if they don't give enough tips to the on board staff or turkish port personel on their travel. This has to be an imperative action :)

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08 August 2005
Article published in Businessweek online magazine (businessweek.com)
by Alkman Granitsas in Athens


Shipping That's Not All In The Family
In Greece, a new generation of tycoons is bringing transparency to an industry long shrouded in secrecy

In the U.S., children grow up wanting to be pro basketball players; in Europe, star footballers. But Evangelos J. Pistiolis is Greek, so he dreamed of running his own shipping company. "I liked shipping the way [Salvador] Dalí liked painting," he quips. So Pistiolis enrolled at Britain's Southampton Institute of Higher Education, earning a masters in shipping operations. Then he put in a two-year stint with the Greek navy. By the time he was 27, in 2000, Pistiolis had bought his first ship with help from his father, a wealthy contractor. Last July he took his company, TOP Tankers Inc. (TOPT ), public on the NASDAQ, raising more than $146 million.

Forget about Aristotle Onassis and Stavros Niarchos -- there's a new generation of Greek shipping tycoons in the making.
Besides Pistiolis, it includes Nikolas P. Tsakos, 42, of Tsakos Energy Navigation Ltd. (TNP ); Victor S. Restis, 36, of Restis Group; and Angeliki Frangou, 40, of International Shipping Enterprises. These guys are just as comfortable around balance sheets as they are around ballast tanks. They hold degrees from foreign universities and sprinkle their conversations with Wall Street lingo, such as return on capital. Pistiolis' crowd generally keeps a low profile. Just about the only Greek shipping scion making headlines these days is Paris Latsis -- and that's only because the 27-year-old heir to a reported $7.5 billion shipping fortune is engaged to hotel heiress Paris Hilton. "The new generation of shipowners are better-educated and better-trained than Onassis and Niarchos were when they got started," says Nicholas Gage, author of Greek Fire, a biography of Onassis. "And they are running their companies on more sound business practices while seizing the opportunities the current shipping boom is providing."

The boom is being driven by surging demand for oil and other commodities in fast-growing economies such as China and India. That demand -- coupled with a short supply of sturdier, less polluting vessels -- has propelled oil-tanker rates to their highest level since the oil crisis of the 1970s. These trends have in turn bid up the shares of tanker companies, a business in which Greeks control close to one-third of the world's tonnage. The dry-bulk segment of the industry -- which covers grains, coal, and iron ore -- is also controlled by Greeks, and is also booming. DryShips Inc. (DRYS ), a Greek bulk carrier, raised $269 million in a February offering and just reported an 80% jump in first-quarter net income, to $19.1 million.

NEW SHIPS NEEDED
DryShips is one of a half-dozen Greek shippers that have floated shares in the past year, raising more than $1 billion among them. TOP Tankers' shares are up over 50% from an initial offering price of $11, and other shipping stocks are soaring, too. The IPOs are bringing new transparency to what was previously a murky business dominated by powerful families. "Family money and family management are no longer competitive with public markets," says James Christodoulou, chief financial officer for Prime Marine Management Inc., an unlisted Athens-based company.

The scramble for capital has intensified in the wake of environmental catastrophes such as the Exxon Valdez and Erika oil spills. "After the Exxon Valdez disaster, we could see that old ships would be phased out," says Tsakos. His company unloaded the last of its old, single-hulled vessels last year and has used the proceeds from the sale of its shares to buy a fleet of 25 vessels with an average age of just seven years -- all double-hulled, as required by European and U.S. regulators.

There are those who fear that a recent retreat in shipping rates could signal an end to the two-year-old, China-fueled boom. But those who track the industry say that with China's economy forecast to roar ahead at a 9.6% growth rate this year and India growing at 6.9%, tanker and dry-bulk demand will remain strong. For the new generation of Greek shipping executives, it looks like a smooth cruise ahead.

Minoan Lines highspeed entering the port of Patras
http://rhys.arkins.net/photos/2002_RTW/Patras-Ferry/image008.jpg

Filaretos Christou, University of the Aegean

This presentation aims to indicate few of the challenges that the Greek shipping industry will face in its effort to improve its public image. It is the result of the research I have conducted during my studies. I do not aim to give advice, nor to predict the future; I just aim to present the image of the industry from the point of view of my colleagues and my self.

The Achievements of the Greek Tanker Owners in the last decade

In order to elaborate the position of the Greek tanker fleet today, I only have to refer to an article published by INTERTANKO itself last December which states:

The Greek owners and operators have been among the clear leaders in tanker ownership as they grasp the opportunity to upgrade and modernise their fleets at a time of strong freight markets and realistic newbuilding prices.

The fleet controlled by the Greek tanker owners has increased by over 50% since 1994, while over the same period the total world tanker and combined carrier fleet has increased by just 9%. The Greek controlled tanker fleet is the largest in the world, consisting, as of mid-2004, of 777 tankers and combined carriers totalling 73.8 million dwt. This is close to 23% of the world tanker and combined carrier fleets by deadweight and since almost all Greek owners are independent tanker owners they control nearly 28% of the world’s independently-owned tanker fleet.

The Greek tanker newbuilding orderbook is at present the largest in the world.

Changes in the tanker industry environment in the last decade

In the regulatory environment, there is a constant pressure on shipowners to increase and prove the high standard of safety, security, and environmental friendliness of their vessels.

Just to name the latest and most important regulations I will refer to the OPA90, the ISM Code, the ISPS and the recent revisions of the MARPOL Convention following the Prestige incident which imposed the acceleration of the single hull tanker phase-out.

This continual change in rules and regulations has created a more stringent environment for vessels and shipping companies. The latter have to comply with higher quality and specification standards, more rigorous vessel inspections by the International Inspection Bodies and stricter vetting by the large oil companies. In this respect, there is a convergence into fewer and larger tanker companies which are in a position to invest heavily in younger vessels and new-buildings.

So what kept the Greek tanker shipowners in a leading position in such a turbulent envirnonment?

Greek shipowners retain a family character, possess tall organizational structures and have strong decision making skills. Their companies have thus been more readily prepared to integrate internally the changes of the external environment.

Thanks to the high freight market in the last couple of years an unprecedented amount of cash has flown in the shipping companies pockets.

In times of very expensive new-building and second-hand prices, Greeks took the lead in asset play by either selling vessels and contracts which they only acquired few months ago and realizing huge profits, or by expanding and modernizing their tanker fleets through expensive purchases. Although continuous buying at high prices seems a very risky strategy, the large amounts of cash accumulated during the last couple of years under the excellent market conditions, and the extensive use of external financing through the unparalleled numbers of Initial Public Offerings, allowed new heavy investments.

Therefore, as one can see during the last month, new strategies have emerged that tend to differentiate the traditional Greek entrepreneurial approach. A new generation of Greek shipowners seem to base their decisions on criteria like the Return on Investment, rather than on the traditional Greek entrepreneurial philosophy, which realizes shipping as a profession and an investment opportunity. They appear to behave more like an investor who seeks finance through stock exchange listings, for fast and large scale expansions.

Finally, Greek shipowners have recently shown increased interest to expand to new, more capital intensive sectors which are currently growing such as the LNG and the LPG markets.

Tanker Industry public image

As it was indicated in yesterday’s speeches, people inside the tanker industry can clearly see that the picture of the Greek tanker industry is changing towards the better at a very fast pace. The problem then lies, in convincing the public that the maritime oil transportation industry is improving both in terms of quality and safety towards the environment.

Usually the reason for writing an article about tanker shipping in public media, is an oil spill caused by an old rustbucket, under a flag of convenience. Spills cause multi-million dollars worth of damages to the country close to the spill, and affect the aquatic life. As a result, there is public outcry which forces the governments and the regulatory bodies to impose stricter rules. These rules are often unilateral and potentially inconsiderate.

But if the overall dynamics of tanker shipping have changed, then why hasn’t its public image changed? I personally think that the shipping companies should strive for the most efficient and cost-effective operation of their vessels but meanwhile show consideration for the public and the environment and further, they should make sure that such actions are “advertised” widely. The fact that some companies are chartered by oil majors and comply with international regulations, does not necessarily mean that they can be interpreted as social responsible. In other words instead of taking a passive role in implementing the imposed international rules and regulations governing their industry, they should take a more pro-active role and take some initiatives of their own.

There are a number of fields which I could mention where I believe the whole industry, and not just the Greeks, should focus in order to improve its public image. All these fields fall within the area described as corporate social responsibility which is actually my focus point.

1. Crewing
2. Education
3. Calssification Society
4. Flag
5. ISO 14001




Corporate Social Responsibility

Corporate Social Responsibility is the voluntary company integration of social and environmental issues in its activities and in its relations with the stakeholders (workers, local communities etc.)

Nowadays, companies have started realizing that succeeding as an entity and creating increased shareholder value, is not an issue of maximizing short-term profit, but acting in a long-lasting, responsible way which is driven by the market forces.

With respect to economics, a socially responsible company should look for long-term versus short-term profit, optimum profit versus maximum profit and stakeholder value versus shareholder value.

The main problem in shipping is the irregular frequency of shipping market cycles which make long term strategic planning very difficult. In this respect, a company might be operating for a short-period of time with huge profits and then for a very long period, with marginal profit, or even losses.

Shipping transportation is subject to many unforeseen circumstances due to vessel operations and global political and economical situations which can dearly affect their profitability level. For this reason, most of the shipping companies focus on minimizing costs rather than maximizing profit.

While large companies have more capital to keep them going in bad market situations and to invest in policies such as corporate social responsibility, smaller companies are more susceptible to market conditions and find it harder to follow such policies. This however does not mean that corporate social responsibility should only be implemented by large companies. There are issues which could be tackled by any type and size of entity in order to have a positive social impact.

Crewing

Human resources are considered as the most important source of companies creating competencies that enlarge company’s competitive advantage. To realize this effectively, companies should manage their human resources both onboard vessels and ashore in a way that helps company’s strategy and at the same time increases employees well-being.

However it is evident that in order to save costs, shipping companies apply different human resource management practices between crews, and ashore personnel. Crews usually do not face permanent employment, they receive lower social security and less training.

On the other hand, it is understandable that, cheap crews do not have the necessary skills to run a vessel properly. A responsible company should hire crews which, carry all the appropriate certificates of good seamanship. In addition to that, it should organize regular training seminars and exercises to keep the quality of the crew as high as possible. A reputable shipping company attracts better quality officers and crew.

Education

Companies which draw prosperity from society, have a duty to contribute back in the prosperity of the society. This is a must for the effective future reproduction of all enterprises.

As it is the duty of universities to educate the new generation that will support the industry needs, it is the duty of shipping companies to help in supplying education.

This is a sector where I see Greek shipping companies contributing more in the future, by creating value for the universities, which will translate back to value for the shipping companies, which will profit indirectly from the quality work of universities.

Shipping companies should support the universities by providing scholarships, seminars and internships which show the way forward and give directions to useful research. Education can be found onboard a vessel, inside a company, or even in lectures of company executives. Having done that, universities will be better able to support the shipping companies with better quality personnel, more focused research and better quality of education.

Choosing the classification society is related to the ethics of the shipping company, and the demands of the trade. A well known society is consistent in exercising its duties, such as vessel inspections, and implementation of standard safety procedures. Choosing a good classification society may mean higher operating costs for the company, but it pays back through better contracts with larger charterers and insurance underwriters and better quality services as a means of comparative advantage.

Choosing the most appropriate flag (national or flag of convenience) for a vessel depends on political, economical, legal factors, and third party interests. A socially responsible company should choose a flag which focuses on the quality of seamanship and adopts the international safety regulations. There is a number of flags of convenience which are incapable of effectively inspecting a ship and impose proper maintenance and quality of the vessel and its crew. However, as you all know, they offer tax savings and operation flexibility.

In this case, a shipping company choosing a good quality flag, might carry a bit higher costs, but better manning and maintenance will ensure less chances of running into an accident and will create better company reputation in the market.

ISO 14001

As a last but very important step to adopt corporate social responsibility and improve the image of the tanker industry, I realize the need for the adoption of ISO 14001. This involves the voluntary implementation of certain procedures in order to manage and protect the environment.

ISO 14001 provides the company with a tool to determine and control the impact of its actions on the environment without increasing the overall expenses heavily. It points to the creation of certain policy procedures and a corporate plan to confront the environmental issues with consistency and continuity from all the levels of the organizational structure.

Shipping companies should consider their social responsibility which states that they have to respond to the social expectations for cleaner seas, as they actually use them and benefit from them. So while ISO 14001 takes proper care of the environment it improves at the same time the company’s image towards third parties and therefore allows for long term corporate growth.

As a concluding point, I believe, the public should be made fully aware of the efforts and resources spent to protect the environment and make the seas safer, through the maximum utilization of mass media

Greece's shipping tycoons continue to control the world's largest fleet amounting to more than 3,500 vessels--equivalent to almost 20 percent of total world tonnage. But the industry is changing, as fleets are renewed to meet tighter international safety requirements and fewer banks show interest in financing small ship owners. The flamboyant image of Greek shipping is also disappearing as more owners adopt corporate management practices. Though the era of Aristotle Onassis and Stavros Niarchos, the legendary golden Greeks of the 1950s and 1960s, is fondly remembered, an ...

Shipping- A major asset for the Greek Economy
By Ellie Fragaki

In Ancient Athens, during the Persian Wars, Herodotus, one of the greatest historians ever, wrote that, "while we have ships on the sea we shall always have a homeland". Ever since, the Greeks have abided faithfully by what Herodotus said and have worked to put Greek shipping in the number one spot worldwide.

Today, Greek shipping represents the national economy’s most important asset

. It produces a vital proportion of our national income and provides employment for a large number of not only Greek but also foreign citizens.
The Greek commercial fleet has around 4000 ships and is capable of carrying more than 180 million tonnes, which represents 20% of total capacity worldwide. Ships flying the Greek flag number 1,578, making them the fourth largest group in the world, while ships owned by Greek concerns which fly the flag of a different European Union country account for 56% of the capacity of the EU’s commercial fleet.
The impressive growth recorded by the Greek fleet is largely due to Greek sailors. Around 200,000 Greeks, 3% of the country’s total workforce, are involved with shipping and related activities. 18,000 work as sailors on Greek-owned ships, 10,000 work for shipping companies with headquarters in Greece and the rest in associated fields such as shipbuilding, ship repairs, shipping agencies and brokerage.
In order to encourage young people to find jobs in the field, the Ministry of Mercantile Marine has drawn up a programme of maritime training which meets the high standards demanded by new technology and international conditions. The Ministry’s aim is to combine maritime training with work placement, providing young people who want to join the shipping industry with all the essential and formal qualifications they require to be in a position to take up employment in any sector of the industry.
The Ministry is also attempting to increase the competitiveness of the industry and to improve its ability to provide high quality, up to date services at the different ports located in Greece. In an effort to capitalise on the advantages afforded by Greece’s geographical
location, it has drawn up a programme, the main features of which are as follows:
1. Reappraisal of the current national port system
2. Ensuring that Greek ports remain viable and improving
their competitiveness
3. Improving port infrastructure and management in
general in order to raise the quality of the services
they provide. To achieve this, the construction is
planned of passenger facilities at ports which will
be similar to those found at the country’s airports.
4. Attracting private capital for investment. This should
permit considerable improvement to port operations
and raise the quality of services provided.
A special target set as part of the nation’s shipping policy is to elevate Piraeus into an international shipping centre both as an administrative entity and as a facility
for private shipping companies. The State has undertaken and begun to carry out major works to improve the city’s infrastructure for shipping. This will provide benefits over the whole spectrum of the shipping business. The national shipping policy, which is
directly associated with strategic policies concerning the Greek economy, provides for:
1. Greater competitiveness of the Greek shipping industry
2. Tighter regulations to govern quality within the industry
and greater efforts to attract more foreign
ships into the Greek Register of Merchant Shipping.
3. Continued protection of shipping as a trade
4. Improved training for the shipping industry and
greater efforts to attract young people to the trade.
5. Effective implementation of new safety provisions
for Greek ships and ports.
6. Implementation of the national port policy and active
participation in all of the European Union’s initiatives
concerning the development of inter-European
networks.
7. Implementation of a new legislative framework for
leisure craft as part of efforts to support enterprise
activity associated with sea tourism.
In recognition of the important contribution which commercial
shipping makes to the economy and to social development in Greece, and also in recognition of the international promotion that the country gains thanks to shipping, the goal is to enhance and strengthen the industry.
The State has undertaken and begun to carry out major works to improve the city’s infrastructurefor shipping.

Blue Star 2 at the port of Patras
http://rhys.arkins.net/photos/2002_RTW/Patras-Ferry/image010.jpg



And now the good news :

http://www.ship-photos.de/photos/joerg/9200952%20Aegean%20Pride%20%20(%20B%201%20)XXPP.JPG
(photo from Jörg Seyler, Hamburg )

GREECE:SHIPPING REVENUES SKY ROCKETING IN FIRST HALF OF 2005

(ANSAmed) - ATHENS, AUGUST 26 2005-
Greecés revenues from shipping topped 7.07 billion euro in the January-June 2005 period, against 6.51 billion in the same period of 2004, according to provisional data by the Bank of Greece. In June alone currency inflows amounted to 1.20 billion euro against 1.15 billion a year earlier, the Kathimerini newspaper reports. (ANSAmed).

GREECE: CARGO SHIPPING SHOWS STEADY GROWTH

(ANSAmed) - ATHENS, SEPTEMBER 27 -

Greek cargo shipowners said the sector showed steady growth in the first half of 2005 in a favourable but fluctuating charter market and ongoing fleet renewal, ANA news agency reports. The heads of the Union of Greek Shipowners and Greek Shipping Cooperation Committee in London said at a meeting held in Piraeus that Greek shipping had been at the forefront of the global and European Union scene for more than two decades. As a leading player, Greek shipping had played a key role in shaping healthy conditions for the operation of maritime transportation, and, as the strongest sector in national output, it had supported the economy with net inflows. Highs posted in 2004 were anticipated to hold in 2005, the two trade groups said. Matters that needed tackling in the sector were a lack of competitiveness of the Greek flag; and vocational training, which may be aided by an upcoming government bill, they said.

http://www.portcanaveralships.com/vans_ship_gallery_nov094002.jpg

Greek-owned shipping fleet flies flags of 45 countries
Accounts for 25 pct of global maritime trade

www.ekathimerini.com

shipowners ask for incentives

By Nikos Bardounias - Kathimerini

Greek-owned ships represented 8.7 percent of the world’s merchant fleet and 16.5 percent of its tonnage (in deadweight tons) at the end of the first quarter, according to Lloyd’s Shipping Register data.

Despite the reduction in the number of Greek-owned ships — by 32 to 3,338, compared to the same period in 2004 — they still accounted for 25 percent of total maritime commerce. The total tonnage of the Greek-owned fleet is 110 million dwt.

According to Lloyd’s, Greek shipowners control 22.4 percent of global tanker capacity and 24.6 percent of the world’s bulk-cargo capacity.

The global Greek fleet consists of
502 tankers
418 carriers of chemicals and oil by-products
61 oil and gas carriers
1384 bulk cargo and iron ore carriers
176 container ships
577 general cargo carriers
139 passenger ships
27 combined cargo ships
and 54 ships of other types

The number includes 338 new ships totaling 15.84 million gross tons, 200 of which are tankers.

Greek shipowners have been especially active in recent years in investing in new ships. Despite the fact that they have considerably renewed their fleets, their orders for newbuildings account for 7.8 percent of total orders, with deadweight capacity accounting for 12.2 percent of total.

The Greek-owned fleet flies the flags of 45 countries, most of them flags of convenience that allow shipowners to avoid heavy taxation and to cut payroll costs by employing foreign crews at low wages. The most important countries under which the ships are registered are
Greece (29 percent)
, Panama (17 percent),

Malta (16 percent),
Cyprus (12 percent),
Bahamas (7 percent) and Liberia (6 percent).

There were 969 ships in the Greek shipping register at the end of the first quarter, up from 904 in 2004. Another 171 ships under construction are expected to join soon.

Greece’s shipping register would be much bigger if the Greek government had taken measures, long demanded by the Union of Greek Shipowners (UGS) and the London-based Hellenic Committee for Maritime Cooperation, in order to entice more shipowners to register their ships under the Greek flag.

“If the competitiveness of the Greek shipping register is enhanced, the number of ships under the Greek club will increase, and more people will find jobs. However, the Merchant Marine Ministry, though it does understand the need for changes, is dragging its feet, for unknown reasons. This is inimical to the country’s interests and the international leverage that a stronger fleet could give it,” a London-based shipowner told Kathimerini.

According to Bank of Greece data, capital inflows from maritime activities reached 17 billion euros in 2004, up 40.6 percent from 2003.

http://www.tenn.gr/images/flag.gif

http://www.tenn.gr/images/tnp_listed.gif

for more info see www.tenn.gr

TSAKOS GROUP - TSAKOS ENERGY NAVIGATION Ltd.

Tsakos Shipping & Trading S.A



Tsakos Energy Navigation Limited (TEN) owns a fleet of modern tankers providing worldwide marine transportation services for national, state and international oil majors and refineries under long, medium and short-term charters.

TEN’s fleet is managed by Tsakos Shipping & Trading S.A., (TST), an affiliated group who are one of the largest independent ship-managers in the world, with over 30 years experience.
TEN owns and operates (as November 2005) a diversified fleet of 25 modern tankers comprising of 2.9 million dwt, with an average age of 6.1 years, compared to the world’s tanker tonnage average age of 11.7 years.

TEN is scheduled to take delivery of a further 11 newbuildings in, 2006 and 2007. The resulting fleet of 36 vessels with 4.0 million dwt, will include 32 purpose-built newbuildings built between 1998-2007 that will further strengthen TEN’s position in the international energy arena.

TEN Limited is incorporated in Bermuda, managed out of Athens Greece, and listed in the New York Stock Exchange (NYSE) under the symbol TNP, and in the Bermuda Stock Exchange (BSX) under the symbol TEN.

http://www.tenn.gr/images/gallery/image002.jpg

THE FLEET


VLCC ships : currently 2 vessels , total 2 vessels , 600,000DWT

SUEZMAX TANKERS : currenlty 6 vessels, new built 4 ships, total 10 ships,1,635,000DWT

AFRAMAX TANKERS : currently 7 vessels,new orders 2 vessels,total 9 ships, 950,000 DWT

PANAMAX Product Tankers : currently 7 vessels, total 7 ships , 478,000 DWT


HANDYMAX Product Tankers : currently 3 vessels ,new orders 4 vessels, total 7 ships , 261,000 DWT


LNG (150,000 m³) : new order 1 vessel , 74,000 DWT





http://www.tenn.gr/images/gallery/image004.jpg

http://www.tenn.gr/images/gallery/image003.jpg

http://www.tenn.gr/images/gallery/image006.jpg

http://www.tenn.gr/images/gallery/image014.jpg

http://www.tenn.gr/images/gallery/image012.jpg

Now I'm starting to realize why the Greeks aren't in such a hurrry to build tall glass, steel, and cement boxes in their cities. Everybody wants to stroke their ego by "erecting" the biggest dick, so city after city tries to out-do the other in terms of the number and size of its skyscrapers. Looking at the above pictures of these gigantic floating dicks it occcurs to me that thats how the Greeks project "size" and "prestige" in the global arena. If they were to build a few 200 m highrises in Athens who would even care? But look at this image:
http://www.tenn.gr/images/gallery/image003.jpg
The big Greek dick penetrating that massive imperialist american pussy - Can a static building do that? :)

^^
:hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha: :hahaha:

A real pity that Anek Lines left us for Venice, it was really a part of the landscape. :(

It's a shame that a field Greece is so entrenched in is not fully exploited.

Greek shipyards like Elefsis and Hellenic should be churning out these vessels for Greece's shipping/ferry fleets instead of contracting out to Korean and other foreign firms.

http://www.iht.com/articles/2005/11/25/business/wbship.php

New captains of industry catch a wave of consolidation
By Alkman Granitsas International Herald Tribune

FRIDAY, NOVEMBER 25, 2005

ATHENS Angeliki Frangou could see that times were changing. So a year ago, Frangou, the scion of a Greek shipping family, set up a company, raised three-quarters of a billion dollars from banks and investors, and went out shopping for a big fleet of ocean-going cargo ships.

Her first purchase, for $600 million, was Navios Maritime Holdings, a one-time offshoot of U.S. Steel and one of the oldest and most respected names in shipping. The 21-vessel fleet that came with that deal, which was completed in August, is the first in what she promises will be a string of acquisitions. She even took over Navios's name for her company.

Frangou's goal is to be a major player in the wave of consolidation that is reshaping the $380 billion global shipping industry.

"We are a growth company," Frangou, 40, said. "That's why I moved from my family company and bought Navios, to use it as a platform for consolidation. And I'm looking to increase our fleet further with a second acquisition."

The new mantra around the Piraeus waterfront near Athens these days is that bigger is better. A three-year shipping boom, stricter environmental regulations and a raft of new listings on international stock markets are fueling a consolidation in the global shipping industry.

In the process, shipping is going a transformation from what was once a family-run, cowboy culture to a modern, professional and corporate way of doing business.

That's a sea change for what has traditionally been a highly fragmented industry. In shipping, Greeks control about 28 percent of the world's fleet, making Greece by far the biggest ship-owning country, followed by Japan, Norway and the United States.

But everywhere shipping is being concentrated into fewer and bigger players. Higher shipping rates have helped raise profits and stoke investor interest, which in turn has led to new capital for expansion and acquisition.

Since mid-2004, more than a dozen shipping companies - most, but not all, of them Greek - have gone public, and another two dozen have considered listing. As a result, the market capitalization of the entire sector has grown to almost $20 billion from $3.8 billion in 2002, the year before the boom started.

Acquisitions have followed. In the past 18 months, a number of big deals have been made: Late last year, the privately held Restis Group paid $740 million to acquire the 32-ship dry-bulk fleet previously owned by MISC of Malaysia. General Maritime, a U.S.-based company listed on the New York Stock Exchange, recently acquired a 16-vessel fleet of dry-bulk carriers for $420 million from China. Since listing in July 2004, a relative newcomer, Top Tankers, has tripled in size with two acquisitions totaling more than a quarter of a million dollars.

"Shipping is a good story," said Anthony Argyropoulos, managing director at Cantor Fitzgerald. "It is akin to the circulatory system of the human body. Without shipping, the global economy would come to a screeching halt."

One reason for the current boom is the fast-growing Chinese economy, particularly since Beijing entered the World Trade Organization in 2003. China's thirst for imports of oil, coal and iron ore, as well as growth in Chinese exports, have lifted each of shipping's three major subsectors: containers, which carry consumer goods like clothes and electronics; tankers, which transport oil and refined petroleum products; and dry-bulk carriers, which carry everything else, but mostly commodities like coal, mineral ores and grain.

The boom has been especially pronounced in the tanker and dry-bulk sectors, which each account for about a quarter of the world's 40,000-odd cargo-carrying ships, but also in the smaller 3,000-vessel container fleet. The remaining ships are dry-bulk carriers' cousins, which are classified as general cargo ships and are often smaller, older and less sophisticated, lacking, for example, onboard cranes.

In the past four years, world dry cargo trade has grown at an average 7.2 percent rate, almost twice the historical average rate of 4 percent. Over the same period, the tanker trade has grown at a 4 percent clip and container shipping at a 12 percent rate.

The demand for shipping comes just as the industry is being constrained by a shortage of ships. In the tanker industry, new environmental regulations are forcing ship owners to scrap older vessels and build new ones - the result of legislation in the United States and Europe following the Exxon Valdez and Erika oil-spill disasters in 1989 and 1999, respectively. By 2007, for example, tankers older than 26 years will be banned from European Union waters, and by 2010 only double-hulled tankers will be allowed into the United States.

In the dry-bulk market, years of underinvestment - as shipyards focused on more lucrative tanker and container ship contracts - have created a relative shortage of new ships. Over the next two years, an estimated 2,000 new dry-bulk vessels are expected to join the world's fleet, equal to about 20 percent of the current total. But at the same time, a third of the world's bulk carriers are now over 20 years old, and the average retirement age of such a ship is 27.

The net result of high demand and increasingly tight supply is that shipping rates have soared. Last year was the best year ever for shipowners. For example, in 2004, spot charter rates for supertankers topped $200,000 a day, surpassing the record highs last seen for tankers during the oil crisis of the mid-1970s. Rates have since cooled, but are still well above $100,000 a day, suggesting that 2005 is on track to being a bumper year.

Long before the days of the shipping tycoons Aristotle Onassis and Stavros Niarchos, Greece boasted a centuries-old shipping tradition. Nowadays, the industry accounts for an estimated 2.5 percent of the Greek economy. But ownership is scattered across hundreds of small, mostly family-owned companies. The average Greek shipping company owns just five vessels, mainly tankers and dry-bulk carriers.

There are now an estimated 700 Greek shipping companies, a hundred fewer than 10 years ago. Meanwhile, the number of vessels owned by Greeks has increased 6 percent, and the total gross tonnage by more than 50 percent. Altogether, the Greek-owned fleet now totals more than 3,300 ships, according to the Hellenic Chamber of Shipping.

"Ten to 15 years from now, you will see a more concentrated industry," said Christopher Georgakis, 41, chief executive of Excel Maritime, which is listed on the New York Stock Exchange. "Shipping is extremely capital intensive. And what has happened recently is that you have had a large number of shipping companies accessing the U.S. capital markets. And that ability to raise funds with relative ease positions them much better for consolidation."

The current shipping boom comes at a time when the industry itself is undergoing another fundamental change: A new generation is taking the helm.

Traditionally, Greek shipping has been a family affair. In the 1960s and 1970s, many companies were founded by retiring sea captains who would come ashore after years at sea, buy a second-hand ship and expand a company one ship at a time. Capital came from retained earnings, bank loans and private investors linked to the family through personal relationships.

The "kapitanie," as they are still affectionately known, are now slowly stepping back. And the new generation - well-traveled and well-educated, many with postgraduate finance and engineering degrees from American universities - are bringing a more corporate approach to shipping.

In the old days, company bookkeeping was done Sunday mornings over coffee at the kitchen table; today, satellite maps track global ship operations in real time and every afternoon there are videoconference calls to branch offices in Connecticut and Uruguay.

"Shipping, especially Greek shipping, has for years been steeped in mystery and mysticism where the head of the family was also the head of the business and was quite secretive," Georgakis said. "The younger generation of Greek shipowners have a different take on how companies should be run and have new ideas. So there is a new, corporate approach coming into Greek shipping, primarily because of the younger generation."

Stepping into her rather Spartan office in Piraeus, Frangou is representative of the new approach. With her understated jewelry, short steel-gray hair and dark-blue suit, she comes across like a hard-charging, investment banker - a job she held for several years in New York. Immediately, she begins to talk about long term trends in the shipping market, the future growth of China and the visibility of earnings. She describes herself as being an impatient person by nature.

But behind her is family tradition that comes from the high seas, not Wall Street. She and her older brother are the fifth generation of her family in shipping. Her father is half-owner of the privately held Goodfaith Shipping, one of the 10 largest Greek shipping companies.

"If you take the strength of Greek shipping in the past, it was based on a thorough technical knowledge of the ships themselves," said Frangou, an engineer by training who pursued graduate studies at Columbia University. "But the new generation is better educated, and their strength is combining knowledge of ships with knowledge of the capital markets."

Many analysts see that as the key to the coming consolidation in the industry: Only companies with access to financial markets will be able to build expensive new ships or acquire the fleets of weaker rivals.

The scope of the challenge is enormous. For one thing, ships are expensive. A new supertanker or large container ship costs $100 million to build; acquiring a large fleet of secondhand ships, $500 million or more. And even though shipping rates are high now, a downturn in the future may turn investors away.

"It is clearly a cyclical industry, but you will have more consolidation," Argyropoulos, at Cantor Fitzgerald, said. At the same time, he added, because of the growth in world trade and the limited supply of ships being delivered, "It's an industry that may continue to overperform."

A real pity that Anek Lines left us for Venice, it was really a part of the landscape. :(

Urbane r u sts? :)
I supose you mean Trieste?

Urbane r u sts? :)
I supose you mean Trieste?

LOL ! :lol: No, but we are from the same city.

Some news first :

www.ekathimerini.com

22/03/2006

Shipping profits

Two of Greece’s leading ferry operators yesterday reported healthy profits for 2005. Minoan Lines posted net profits of 17 million euros, up 39.5 percent from 2004, while ANEK returned to profits (10.4 million euros) against losses of 3.1 million euros in 2004.
Separately, Attica Holdings announced it had sold three of its vessels, SuperFast VII, VIII and IX to AS Talink Group for 310 million euros. The deal will be completed within the next month.



And here is an interesting article...



The Hellenic Merchant Maritime Sector: A Historical and Business Overview

This fascinating synopsis by Greek consultant Ioannis Michaletos, prepared exclusively for Balkanalysis.com, gives an overview of Greek sea power and shipping from ancient to modern times, and also includes vital statistics on the modern Greek merchant marine fleet, as well as predictions for future activity in the sector. The study grew out of an oral presentation made in March 2005 before the European Network of Technology Brokers, an independent consultancy based in Athens.

Since around 1000 B.C, the Hellenic world - then composed of numerous city-states, small kingdoms and tiny principalities – was united by a common tendency to invest in the merchant navy, and thus expand its commercial activities through the navy. From that period and onwards many structural, historically-determined changes have occurred; nevertheless the importance of Hellenic naval power has remained. Today as in ancient times, the Greek fleet is the largest in the world.

A Reliance on the Sea: Historical and Geographic Factors

There are fundamental reasons for the specialization and staying power of the Hellenes in terms of maritime activities. First of all, consider the geographical composition of their country. Punctuated by high mountains, small plains and thousands of islands and islets, shipping has always been of paramount importance. It acknowledges the importance of reliance on the sea for communication, import and export of necessary material, and finally as a means of bringing together hundreds of disparate territories, which at many times in history represented different political units. It is well known that the most cost-effective way of transporting large amounts of goods has always been by the sea; this also gives a very big incentive for anyone to rely on sea transportation lines.

Another important historical factor was the emergence of large empires – the Persian, Egyptian, Roman etc – on the borders of the Hellenic world. These empires tended to rely heavily on infantry power and centralized power structures. The only defensive advantage enjoyed by the Hellenic world was a superb navy that could offset the disadvantages of a small and geographically scattered population. The ancient Greeks could best project military force into the opponent’s territory through sea power.

Indeed, the famous Athenian democracy builds its power upon its navy. With a population of only 40,000 “free citizens,” it commanded some 300 triremes and 200 auxiliary ships, an armada that gave them full control of the Aegean Sea and a large influence in the eastern and central stretches of the Mediterranean Sea. All the fine monuments that were constructed in that era, such as the Parthenon, were in fact financed by capital imported from the merchant navy’s activities.

The value of naval power was never more aptly illustrated than by Pericles’ words in his Epitaphios speech to his fellow citizens: “we are therefore strong because of ships,” he stated. “We are like a well fortressed island and we can expand in our will, whilst remaining completely unapproachable from our enemies, who don’t have this advantage.”

During the long centuries of the Byzantine era, the naval advantage was temporally lost for the Hellenic world, because it was absorbed within the administration of a vast empire. Under the Byzantines, who kept an eye to both Anatolia and the Balkans, the navy was not seen as important as it was before in the more compact sea-oriented ancient Greece.

The unfortunate effects of this oversight become glaring in the 11th-13th centuries, when Venetian and Genoese fleets gradually took over large sectors of the economy. Successive Byzantine emperors following Alexios I Komnenos in the late 11th century began to offer more and more trade incentives to the Italians, who were busily expanding their maritime commercial empires across the Adriatic, Mediterranean, Aegean and Black Seas. The ensuing reliance on importing finished goods from Italy led to a huge trade imbalance which weakened the Byzantine economic position. By the time of the Fourth Crusade of 1203, in which the Venetian Doge Dandolo masterminded the take-over and dismemberment of the Byzantine Empire with the help of its Western allies, Byzantium had no appreciable naval force with which to defend itself.

Although the empire was restored to some extent in 1261, when the Latins were driven out of Constantinople, key Greek islands and strategic points of shipping such as Crete, Rhodes and Monemvasia in the southern Peloponnese remained under foreign control. By the fifteenth century, when the danger of an Ottoman Turkish conquest of Constantinople was very real, weak Byzantine rulers had to depend on Venetian ships for their foreign transportation needs. The reliance on Venetian and Genoese naval defense in the final siege of Constantinople in 1453 proved that Byzantium had grown too weak to protect itself. So while the Turks might have destroyed the Byzantine Empire in the end, in the bigger picture the real culprits were the crafty Venetian merchants whose gradual transformation from a commercial to a military superpower led the once-great Byzantine Empire into servitude.

Fortunately for the Greeks, the Ottoman Empire was not particularly interested in sea power. The Turks had come from Central Asia, far from the sea, and were not experienced in maritime affairs. To guarantee westward expansion they thus had to give many privileges to their Christian subjects, especially the seafaring Greeks, in order to get involved with the shipping sector and benefit from the capital inflow this meant for the Sultans treasury. When the empire expanded to the west, and the Ottomans had to become a sea power, it was largely due to Greek technology and expertise that they were able to do so.

Because of the Ottoman reliance on Greek naval abilities and shipbuilding skill, an indigenous industry was cultivated – making Greek ship barons very rich in the process – on islands like Chios, across the straits from Smyrna (modern-day Izmir). In fact, the Istanbul neighbourhood of the Fener (Phanari in Greek) lying on the south-western shores of the Golden Horn became well known as a fashionable place of residence for Greek maritime merchants during Ottoman times.

Moreover the people involved in the shipping sector had the advantage of feeling free from the Empire’s restraints to some degree, and were easily drawn into absorbing foreign influences and thus later came into the position of being agents of political change.

During the Greek Revolution of 1821 the navy - at the time, the merchant and military fleets were all but the same - was capable of taking control of the Aegean Sea and thus secured the birth of the modern Greek state. The Greeks got a big boost, though, from the Battle of Navarino in 1827, in which a combined force of British, French and Russian warships decimated an Egyptian-led Ottoman armada. This battle brought about the near total destruction of Ottoman sea power.

During most of the 19th century, the only state capable of expanding its naval sector in the Eastern Mediterranean sea was Greek. The Ottoman Empire was crumbling and the Balkan states, having neither the relevant traditions nor access to the sea, remained largely uninvolved.

However, Greece gradually came under almost total British influence, and thus benefited greatly from the unrivalled expertise of the then superpower of the sea. The young state gained a lot of benefits from this British “cooperation.” British and Greek commercial relations were also cemented during this time, which helped Greek ship owners establish a presence in the United Kingdom.

During the Balkan Wars of 1912-13, Greece played a pivotal role in securing control of the Aegean Sea and thus preventing the Ottomans from reinforcing their troops in Macedonia, when the Greeks blocked the sea routes from Egypt. In the brief but very significant wars, Greece gained back some of the Turkish-occupied islands of the eastern Aegean and dramatically extended its northern borders.

With sea control secured, subsequently came the expansion of Greece’s status as the primary naval power in the Eastern Mediterranean. Following World War I and the disastrous Anatolian campaign of 1922, Hellenic ship owners like Stavros Livanos and Gouladris Eugenides managed to build a strong base for their businesses in London with the help of small shipping empires. They also got involved with parallel shipping activities like chartering, factoring and other pursuits.

The Second World War was a catastrophe for the Hellenic merchant fleet, which lost around 70 percent of its vessels. In the aftermath of the war, Greece was given 100 Liberty type ships from the new naval superpower, the USA. Replenishing the Greek fleet was of strategic interest to the Americans; according to NATO sources from the Cold War era, the Greek fleet was viewed as a “fifth weapon” to be used in case of a third world war, for transportation of troops and materials around the world. The other four NATO weapons were the armies, navies, air forces and nuclear weapons of its respective members.

In the direct aftermath of the war, those who could cash in on insurance claims, like the legendary Stavros Niarchos flourished, while others fell by the wayside. The post-war period was a new era that saw an emerging breed of aggressive and flamboyant businessman such as Niarchos, Aristotle Onassis and John Latsis, entrepreneurs who were known for their conspicuous consumption and who were able to create very large and well-organized shipping fleets, especially in the area of oil transport. Their dynasties continue to this day and have now become sophisticated and diverse, branching out into numerous other economic sectors.

The profits of their activities truly benefited Greece, which was at the time making the transition from a rural, agriculture-based country to a top tourism destination. These shipping magnates invested in tourism and industrial development, and contributed to what can almost be called the “Hellenic economic miracle” of 1953-1974.

Afterwards and through the mid 1980’s most of the old ships were taken out of circulation and the fleet was replenished with new ships, built mostly in Japanese shipyards. At the same time a large number of foreign workers, mainly from the Philippines, India and Egypt were put to work in the fleet, thus helping to reduce operational costs. The great upward direction of international trade in the 1990’s that continues today, owing not a little to the ever-expanding volume of trade with China trade, has given a further boost to a shipping sector that is today the largest in the world.

Reach and Diversity of Shipping Interests in the Greek Economy and Society

Large parts of Greece depend on a strong shipping industry for sustenance and growth. The Aegean and Ionian seas, dotted with over 2,000 islands and islets (and around 8,000 dangerous rocks!), could not be sustained and developed without the existence of a well organized and developed merchant navy and ferry service.

The tourism, banking and real estate sectors of the Greek economy rely heavily on merchant marine capital. A lot of the actual owners of companies of these sectors are ship owners. Further, a large percentage of Hellenic cultural institutions, scholarship programs and relevant activities are being financed by the shipping sector. Influential media groups in Greece are also partially financed by shipping capital, and this is one of the ways shipping barons have of exercising political clout.

A recent trend of Greek shipping companies has been to finance their activities through the stock market. During the period 2000-2005, around $6 billion have being extracted from stock markets around the world, including the ones in Oslo, London, Amsterdam, Geneva and New York. The third biggest proprietors of Swiss sales, and amongst the largest depositors in Swiss banks, especially UBS and Lombard Odier, are Hellenic ship owners and their companies.

The investment trend for shipping companies in the past few years has seen increased investment in the neighboring Balkan states. In Romania and Bulgaria, both located on the Black Sea, the real estate and banking sectors have especially been developed. There is also notable investment in China in shipping-related activities.

Did You Know? 9 Facts about the Greek Merchant Fleet Today

1.) In 2004, 13.5 billion Euros were absorbed by Greece from the merchant fleet.

2.) Approximately 23.5 percent of the world’s oil tankers of 73.8 mil. Tn. Dwt belong to Greek ship owners. This is as large as the US and Japanese fleets combined.

3.) Some 20 percent of the world’s ships in gross tonnage over 1000 tn. Dwt belong to Hellenic ship owners. This is around 60 percent of EU 25 combined fleets.

4.) The largest Hellenic shipping conglomerate nowadays, that of the Tsakos family, has a fleet of around 8 million tn. Dwt. This is two times larger than the entire French fleet.

5.) Greek ships transport 70 percent of Chinese imported oil and natural gas.

6.) Around 50,000 professionals work for Hellenic shipping companies in the City of London.

7.) Around $20 billion were spent in Japanese shipyards for the construction of new ships for Greek shipowners, only for the period 2001-2005.

8.) Around 450,000 employees and their family members depend on the merchant navy and related activities in Greece nowadays.

9.) The port of Piraeus is the third largest in the world in terms of passenger transportation. In 2004, some 15 million passengers were transported to the islands via Greek ferries.




Forecast: Trends in Greek Shipping in the Near Future


For the Greek merchant fleet in the year 2006, the major trend will be selling off ships that have been in service for over 10 years old, which will result in a great number of sales. Look to shipping interests to invest their new capital in non-shipping related activities, as well as in repaying loans made in the booming 90's era. It is widely assumed that the "righteous circle" of shipping will end around 2010 and the main interest of those involved will be to divert their profits soon enough in other sectors, while discarding older ships that accrue maintenance costs and can contribute to a future surplus.

The maritime sector in Greece is the first truly globalized part of the economy and one of the few that operates more or less according to a laissez faire model of supply and demand. The assumption that the cycle will be completed in a few years means literally that the analysts have predicted a slowdown of world trade. By closely monitoring the shipping industry, very illuminating highlights can be made regarding wider economic and political affairs.

Two of the many successful Greek shipping interests to watch in the future can be noted for their superb business structures and shipping influence: the Martinos brothers, owning Thenamaris, Eastern Mediterranean Maritime and Minerva Marine, and Diamandis Diamandisis, of Marmaras Navigation.

The former manage maritime companies boasting assets of around 6 million tn. Dwt, and are constantly investing in maritime technology, as well as in new managerial practices in respect to the international trends. They are from the ‘old school,’ meaning that they have kept their main assets at sea, and not diverted into unrelated industries. It can thus be said, from the shipping point of view, that the Martinos Brothers have sailed into the 21st century on a strong wind.

Basically the same can be said for Diamandis Diamandidis who is also a pioneer in Greece in applying state-of-the-art business practices at the managerial and office level. In gross terms, after 2010 the main players in the Greek maritime industry will remain pretty much the same in the upper echelons especially. Yet it is certain that a lot of smaller established ship owners will partially or fully withdraw from the industry, leaving space for new blood to keep Greece’s most important industry vital and capable of handling the new challenges of the 21st century.

Recommended Links

Some of the material in this survey, as well as much more interesting and not widely known information, can be found on various websites.

For historical background you may want to read the article, The History of Greek Shipping and visit the website of the International Maritime Economic History Association. Industry-oriented groups include the Hellenic Shipbroker’s Association and the European Community Shipowners’ Association, while industry news and statistics can be found at the Greek Shipping website and on the aggregator site, Infomarine.

………………………..……………..

The author, Ioannis Michaletos, is a Human Resources consultant and project collaborator on issues concerning sustainable development and knowledge management in the Greek NGO sector. He lives in Athens and has a BA in Political Science, an MSc in Human Resource Management, and speaks four languages. Readers can contact him at: ianos24@lycos.com.

Thanks for the info guys (especially Skaros) keep it up. This is one subject I am really interested in and one that is amazing for such a small country like Greece that has such a big impact. It is in our blood, for thousands of years, Greeks have been connected with the sea. :cheers:

I've just gotten back from a month in Japan on business. While I was there I bumped into a buyer for a Greek shipping company in my hotel. He told me that Greek shipping companies will buy 70 major vessels (mostly large oil tankers) from Japanese ship building companies in 2006 alone! For a small nation like Greece, that's major investment. :)

SHIPPING: LOUIS HELLENIC CRUISES LAUNCHES VESSEL IN GREECE

www.ansamed.it 25/05/2006

(ANSAmed) - ATHENS, MAY 25 - Louis Hellenic Cruises has unveiled its fourth cruise vessel to begin sea cruises in the Greek islands. Launched yesterday, the 12,609 tonne vessel "Ivory" has a capacity of 690 passengers in 254 cabins and will begin three- and four-day cruises in the Aegean Sea. Louis Hellenic Cruises has already started sea cruises in the Greek islands with its cruise vessels "Perla", "Emerald" and "Sea Diamond", ANA-MPA reported. (ANSAmed). MRR


Ivory was fully refurbished in 2000. Gross Tonnage: 12.609, Passengers: 690, Length: 159.89, Breadth 21.20m, Draught 6.83m, Decks 8, 254 Cabins with telephone and radio. Cabins in categories K, I, H, have also TV and refrigerator, Dinning Room, Entertainment lounge, Cinema, Lounnges, Bars, Disco, Swimming pool, Jacuzzi, Cafeteria, Casino, Photo-Shop, Duty Free shops, Fully air-conditioned, Elevator, Electic current in cabins 220v AC, Sqatellite telephone, Doctor on board, Stabilizers, Classification R.I.N.A.,
Flag:Cyprus

Breakthrough for Cyprus shipping

Nicosia: The flag of the Eastern Mediterranean island of Cyprus achieved a breakthrough through the Paris MoU for port detention of ships and for the safety of its fleet and should be moved from the Grey to the White List, as it emerged from a meeting of the Paris Memorandum of Understanding (MoU), held earlier this week in Nantes, France.

The recognition that on the basis of the current criteria, the Cyprus flag should move to the White List, following further progress recorded in the Cyprus Shipping Register in terms of the safety of ships was noted during the recent 39th meeting of the Executive Committee of the Paris MoU.

The international shipping companies based on the island welcomed the announcement, as it means fewer checks for Cyprus flag vessels in foreign ports and better results for ship-owners.

The member states of the Paris MoU are Belgium, Canada, Croatia, Denmark, Finland, France, Germany, Greece, Iceland, Ireland, Slovenia, Spain, Sweden and the United Kingdom.

Just a couple of years ago, the Cyprus flag was removed from the Paris MoU Black list where it was placed for about 20 years.

A statement issued by the government of Cyprus has said that this development, which is the result of measures taken by the government, will make a significant contribution to the development of the Cyprus Register that is now officially recognized as a quality register.



http://www.newkerala.com/news2.php?action=fullnews&id=58876

Is it also Greece building those massive ships or buying them from countries like South Korea?

The world's most prestigious international shipping exhibition, the biennial Posidonia (http://www.posidonia-events.com/online/) is on from June 5 - 9 at the Hellenikon Exhibition Center, near Praeus. It showcases over 1,600 maritime related companies from over 70 countries.

They don't do it at the Piraeus Exhibition Centre at the akti Miaouli anymore?

They don't do it at the Piraeus Exhibition Centre at the akti Miaouli anymore? No, if you read the info on the Posidonia (http://www.posidonia-events.com/online/content.asp?PID=43&MID=78) website, they say they've gone to a bigger and better site, at Hellinikon.

@Neorion i see you are new in our forum so welcome! :)

Is it also Greece building those massive ships or buying them from countries like South Korea?

Istanbullu few ships are built in greek shipyards (Greece has 3 shipyards Elefsina and Skaramagas near Athens and Neorion in Syros island).
Most of them like you said are built in Japan,Korea,China,Norway,Germany etc.
There are even new ships that are built in Turkey :)

e.g. The new built NPP Container Ship "Iris" of "Derna Carriers" was recently delivered from turkish shipyards in Tuzla.

http://www.marinews.gr/article.asp?NewID=817

http://www.marinews.gr/admin/images/news/ISIS2.jpg

I see... :)

I think it would be great for Greece to upgrade the present shipyards as it is already one of the biggest customers(if not the biggest) I mean why buy all those ships from foreign countries... :yes:

I see... :)

I think it would be great for Greece to upgrade the present shipyards as it is already one of the biggest customers(if not the biggest) I mean why buy all those ships from foreign countries... :yes: There are still ships made in Greece and the present shipyards are in good shape, however in most cases it is more economical to purchase ships from foreign builders.

Funny thing , I have heard stories from a naval engineer friend of mine who told me that even the Japanese are building ships in South Korea nowadays... :eek:

Seems like a cuthroat competition situation, it cannot be explained otherwise.

However yes, our shipyards seem to be doing OK at the moment.

Instabullu that is correct way of thinking but unfortunatelly it is not so simple.
One of the 2 shippyards (Skaramagas) belongs to the German giant HDW (the same who builds the frigates and submarines) . They are more focused in building military vessels for HN...
The other 2 belong to a greek owner (Elefsis and Neorion) from what i know they go quite well .
The 2 major shipyards faced many problems the last 20 years when the state was the owner (actually they suffered from very bad management) so a new era started after their privatization before some few years.
Still there is a need for a better and bigger upgrade ...

We have to add the fact that one of this shipyards, Skaramangas namely, also builds trains; so many of the rolling stock in Greece have been built in that aforementioned shipyard.

Instabullu that is correct way of thinking but unfortunatelly it is not so simple.
One of the 2 shippyards (Skaramagas) belongs to the German giant HDW (the same who builds the frigates and submarines) . They are more focused in building military vessels for HN...
The other 2 belong to a greek owner (Elefsis and Neorion) from what i know they go quite well .
The 2 major shipyards faced many problems the last 20 years when the state was the owner (actually they suffered from very bad management) so a new era started after their privatization before some few years.
Still there is a need for a better and bigger upgrade ...

Neorion (http://www.epicos.com/epicos/extended/neorion/neorion_home.html)

Neorion Shipyard was established in 1861. Located on the island of Syros, in the heart of the Aegean Sea, it soon became famous for the quality of its services, provided by some of the most experienced craftsmen in the Mediterranean.


In the wake of technological evolution, NEORION underwent a wide expansion during the early seventies, emerging as one of the most competitive ship - repair centers in the area.

Today, NEORION Shipyard is flexing again its steel muscles, meeting the challenges of the 21st century.

Privately owned by since September 1994 by NEORION New S.A. Syros Shipyards, manned by expert managers at all levels and with an extensive modernization program already under way, NEORION steams again full-speed ahead into the New Era, flying high the flag of quality and reliability in the service of the shipping industry.

Luxury Cruise Vessels (http://www.epicos.com/epicos/extended/neorion/neorion_vessels.html)

http://www.neorion-shipyards.gr/_images/scan2.jpg http://www.neorion-shipyards.gr/_images/scan4.jpg
http://www.neorion-shipyards.gr/_images/scan3.jpg http://www.neorion-shipyards.gr/_images/scan1.jpg

Neorion Shipyards (http://www.neorion-shipyards.gr/profile_1_en.asp)

http://www.neorion-shipyards.gr/_images/naf_syr_on_en.jpg
http://www.neorion-shipyards.gr/_images/top_nyacht.jpg
http://www.neorion-shipyards.gr/_images/top_yacht.jpg

Neorion is at the historic and industrious port of Ermoupoli on Syros.
I would like to see pics of Syros if anyone has any. Truly a Greek gem for many reasons.

BIGGEST EVER POSIDONIA SAILS FOR NEW RECORDS

1/6/2006


OVER 16.000 VISITORS FROM 80 COUNTRIES EXPECTED TO CONVERGE TO GREECE FOR WORLD’S BENCHMARK SHIPPING EVENT

Athens, Thursday 1st June, 2006. The biggest ever Posidonia event in terms of exhibition space gets under way on Monday as the global maritime community casts its eyes on Greece again this June, for the 20th edition of the world’s most prestigious shipping event.

1581 exhibitors from 78 countries will participate at Posidonia 2006, as the five-day biennial event kicks off on June 5th at the Hellenikon Exhibition Centre (HEC), at the site of the former Athens International Airport, for the first time in the show’s 37-year-long history.

The new venue has allowed organisers to grow the event by 15% in terms of total exhibition space to 26,500 square metres, as strong demand from Greek and international participants has set a new Posidonia record.

Exhibitors come from the full spectrum of shipping and vertical sectors including shipbuilding and repairyards, shipbrokers, insurance, P&I Clubs, banks, port authorities, classification societies, shipping surveyors, vessel registration, suppliers, high-tech equipment, technical support, publishing companies etc.

Major first-time exhibitors include the Japanese Marine Equipment Association (JSMEA), Dubai Maritime City, Atlas Copco Greece, Gnomon Marine, the Irish Maritime Development Office, Flanders Investment & Trade from Belgium, Vivodi Telecom, MEK Ltd and Thrustmaster of Texas. Equally significant is the return to the show of Panama’s national pavilion, following a two year absence from Posidonia and the strong participation from the Greek shipyards, including Elefisis Shipyards, Neorion Syros Shipyards, Thyssenkrupp Marine Systems - Hellenic Shipyards S.A and Chalkis Shipyards.

The event’s organisers expect more than 16,000 visitors to attend the event until the final day of June 9th, with at least 3,000 of them coming from the international shipping community.

“The diversity and multi-ethnicity of the exhibitors’ and visitors’ profile are in the very fabric of Posidonia as the show has grown to become a benchmark of the global shipping industry,” said Themistocles Vokos, Chairman, Posidonia Exhibitions S.A., the organiser of the event. “This year we expect visitors from more than 80 countries as the show has attracted participants from 11 countries and territories exhibiting at Posidonia for the first time.”

A total of 25 countries will field stand alone national pavilions, including Posidonia debuts for Australia, Belgium, Ireland and Italy. National pavilions are also reserved for Austria, Belize, Cayman Islands, China, Croatia, Cyprus, Denmark, Finland, France, Japan, Liberia, Malta, The Netherlands, Panama, The Republic of Korea, Russia, Singapore, Turkey, Ukraine, United Kingdom and the USA.

“Posidonia is an indispensable component of world shipping, the leading trade event that sets the pace in the multi-billion dollar maritime industry, contributes to the world shipping agenda and helps shape the sector’s future trends,” said Mr Vokos.

“The show’s continuous growth and record-setting capacity, is the result of Posidonia’s strong brand awareness, the event’s location at the world’s leading maritime nation and its pedigree as a forum where serious business is conducted.

“The global shipping community’s strong interest in Posidonia is also linked to the renewal programme of the Greek shipping industry, which is implementing an investment strategy aimed at decreasing the average age of its fleet standing today at 15.3 years,” said Mr. Vokos. “There are currently 364 ships on order for Greek account,” he added.

A 100-seat seminar room is available to all exhibitors within the HEC to facilitate seminars, workshops and press conferences. Some major announcements are anticipated during the show as the world’s biggest shipping registers, including Lloyd's Register, DNV and Germanischer Lloyd, have already scheduled press conferences for Tuesday, June 6th.
Nearly 300 Greek and international journalists have registered for the event representing the full spectrum of the world’s shipping specialist media as well as major global news agencies including Reuters, Bloomberg and Dow Jones Newswires.

Greek shipping’s key role for the US

ANA - www.ekathimerini.com
31/05/2006

The Greek-owned merchant fleet is a strategic partner for the conduct of US international trade through the provision of reliable and secure maritime transportation to the benefit of American consumers, as it is the biggest fleet belonging to a NATO country and able to operate even in emergency situations.

This was the message that representatives of Greek shipowners conveyed to US officials during their recent official visit to the United States. The group was led by the president of the Greek Union of Shipowners (EEE), Nikos Efthymiou, who stressed that the Greek fleet conveys 25 percent of US imports of oil as well as of 25 percent its exports of wheat, coal and other bulk trade to their destinations.
In their meetings with US administration officials and senators, Greek shipowners discussed their support for increased safety measures at ports and ships reaching the US, as long as they do not impede trade, and sufficiency in US energy from oil and natural gas.

Meanwhile, in a speech to shipowners in Piraeus yesterday, the head of the Athens Stock Exchange Spyros Kapralos explained the bourse’s new regulations on the listing of shipping companies based on financial criteria only. “The broadening of the range of products we offer, the reduction in transaction costs, the improvement in transparency as well as the conditions of the country’s capital market law, render this market compatible with the other EU states now,” Kapralos said.

However, Kathimerini understands that several shipowners privately expressed reservations with the Athens bourse, suggesting it is dominated by strong shifts that have recently increased as many foreign portfolios depart.

Costamare Shipping Company S.A.

http://www.pepen.gr/images/costamare/costamare2.jpg

Costamare Shipping Company S.A. was founded in 1974 by captain Vassilis Costantakopoulos , and in 1984 it was the first Greek company to enter the container market.
In 1994 it placed its first new building order for three 3,424 container-box (TEU) vessels. Since 2000 it has taken delivery of 16 more new-building container vessels.
Another five 9,500 TEU vessels will be delivered by June, making Costamare (together with affiliated CIEL Shipmanagement S.A.) the world's largest private family-owned container vessel (C/V) operator with 40 C/V's and a total capacity of around 150,000 TEU. The firm employs a total of 2,000 employees ashore/onboard the vessels, most of whom are Greek nationals.
Costamare's client base comprises most of the world's major liners including Maersk, COSCO, Hapag-Lloyd, MSC and ZIM.



Costamare Shipping Co. has ordered Five (5) 9,500 TEU Ultra Large Container Carriers from Hyundai Heavy Industries of Korea and Watermark Consultants Inc. will be once more responsible for the Plan Approval and Project Management / Supervision during their construction..The vessels will be constructed at HHI's Ulsan Shipyard, with Hull Numbers 1643 / 1644 / 1645 / 1653 and 1654 and will be delivered within 2006.

The company owns the greatest number of ships under the Greek flag is Costamare, owned by Capt. Vassilis Constantakopoulos, with 38 ships

Some of the vessels of Costamare :

6,300 TEU C/V "MAERSK KALAMATA" (delivery 2003) (Vasilis Costantakopoulos the founder of costamare is from the region of Messenia and Kalamata in outh Peloponnese)

http://www.watermarkpacific.com/10dd901e0.jpg

http://www.watermarkpacific.com/10df901c0.jpg

http://www.cargoshipphotos.com/imagesarchive/maerskkalamata1.jpg

6,300 TEU C/V "SAFMARINE ANTWERP" (delivery 2003)

http://www.watermarkpacific.com/10e0901e0.jpg

http://www.watermarkpacific.com/10e1901c0.jpg

4,900 TEU C/V "KUALA LUMPUR EXPRESS"

http://www.watermarkpacific.com/10ef90180.jpg

4,900 TEU C/V "NEW YORK EXPRESS"

http://www.shipphotos.co.uk/images/newyorkexpress.jpg

9,500 TEU C/V "COSCO BEIGING" (2006)

http://www.watermarkpacific.com/16ad902c0.jpg

http://www.watermarkpacific.com/1656902c0.jpg

http://www.watermarkpacific.com/1646902c0.jpg

http://www.watermarkpacific.com/157b902c0.jpg

http://www.watermarkpacific.com/164a902c0.jpg

9,500 TEU C/V "COSCO HELLAS" (delivery 2006)

http://www.watermarkpacific.com/169b902c0.jpg

http://www.watermarkpacific.com/168f902c0.jpg

http://www.watermarkpacific.com/168b902c0.jpg

Captain Βασίλης Κωνσταντακόπουλος: Ο εφοπλιστής που έφερε τον Δράκο στο λιμάνι του Πειραιά
9/4/2006 www.marinews.gr


ΦΩΤΟΡΕΠΟΡΤΑΖ ΓΙΩΡΓΟΣ ΧΡΙΣΤΑΚΗΣ
Αποκλειστικά για το MARINEWS

ΤΟΥ
ΜΗΝΑ ΤΣΑΜΟΠΟΥΛΟΥ
για την PRESS TIME

«Στην Κίνα λένε πως δεν ανδρώνεται κάποιος εάν δεν πάει στο Στρατό. Κι εγώ παραφράζω δεν γίνεται κανείς καλός εφοπλιστής αν δεν γεννηθεί Έλληνας». Η φράση αυτή που ανήκει στον πρόεδρο του κινεζικού ναυτιλιακού και ναυπηγικού Ομίλου 'Cosco' Captain Wei Jiafy, κυριάρχησε, το Σάββατο, στο Ικόνιο του Πειραιά στα εγκαίνια της απευθείας σύνδεση του λιμένα Πειραιά με την Άπω Ανατολή και την Κίνα, με αφορμή τον κατάπλου του River Elegance. Είναι το πρώτο πλοίο της κινέζικης εταιρείας κολοσσού COSCO που κατέπλευσε στον Πειραιά για εκφόρτωση 580 εμπορευματοκιβωτίων. Βέβαια και οι έλληνες εφοπλιστές παραδέχονται ότι «η ανάπτυξη της ποντοπόρου ναυτιλίας μας οφείλεται σε μεγάλο ποσοστό στις μακροχρόνιες ναυλώσεις ελληνικών πλοίων από την Κίνα».

http://www.marinews.gr/admin/images/news/Cosco-Vasilis-China.jpg

Με ελληνική σημαία το «πλοίο -γίγαντας»

Εκεί βρέθηκε και ο καπετάν Βασίλης Κωνσταντακόπουλος, ιδρυτής του Ομίλου Costamare που έφερε τους κινέζους στο λιμάνι. Μάλιστα το καλοκαίρι και πιο συγκεκριμένα στα τέλη Ιουλίου θα καταπλεύσει στον Πειραιά το μεγαλύτερο πλοίο μεταφοράς εμπορευματοκιβωτίων το οποίο θα ονομασθεί
«Cosco Hellas», θα υψώσει την ελληνική σημαία και ανήκεις την Costamare.
Έχει μήκος όσο τέσσερα γήπεδα ποδοσφαίρου και ικανότητα μεταφοράς 9.500 εμπορευματοκιβωτίων.

http://www.watermarkpacific.com/169b902c0.jpg

Πιο συγκεκριμένα έχει μήκος 350,56 μέτρα και πλάτος 43, αναπτύσσει ταχύτητα 25,5 κόμβους την ώρα. Το μέγιστο βύθισμα είναι 14,5 μέτρα και μεταφέρει 107.00 τόνους. Είναι το πέμπτο από μία σειρά υπερσύγχρονων πλοίων μεταφοράς εμπορευματοκιβωτίων που κτίζει η Costamare, στην Σαγκάη, συνολικής αξίας 600 εκατομμυρίων δολαρίων. Τα πέντε πλοία τα έχει ναυλώσει η Cosco για 12 χρόνια έναντι 900 εκατομμυρίων δολαρίων.
«Oι δύο λαοί έχουν αρχαίους πολιτισμούς και κάποτε ήταν μαζί. Κάποια στιγμή οι δρόμοι τους χάθηκαν και τώρα ξανασυνατιόνται» είπε ο καπετάν Βασίλης Κωνσταντακόπουλος και προσέθεσε: « Σημαίνει πολλά αυτή η συμφωνία για τη χώρα μας. Σκεφτείτε ότι ολόκληρη η Ελλάδα έχει τον μισό πληθυσμό της Σαγκάη». Κανείς δεν μπορεί να αποκλείσει τη συνεργασία της Costamare με την Cosco για την εκμετάλλευση του λιμανιού του Πειραιά.
Η Costamare διαθέτει ένα στόλο από 60 πλοία μεταφοράς εμπορευματοκιβωτίων και συνεργάζεται εκτός από την Cosco με την ZIM και την Maersk. Ο καπετάν Βασίλης , εδώ και έναν χρόνο έχει παραδώσει τα ηνία του ναυτιλιακού Ομίλου στον έναν από τρεις γιούς του, τον Βασίλη. Ο δεύτερος γιός του, ο Αχιλλέας ασχολείται με τις επενδύσεις της οικογένειας εκτός ναυτιλίας, και ο τρίτος ο Χρήστος με το εργοστάσιο εξόρυξης και επεξεργασίας ορυκτών.

Οι Κινέζοι στο λιμάνι

« Με τη βελτίωση των υποδομών του λιμένα Πειραιά και την αύξηση του διαμετακομιστικού έργου στην ευρύτερη περιοχή της Μαύρης Θάλασσας, των Βαλκανίων, της Τουρκίας, διευρύνεται ο στρατηγικός ρόλος του λιμανιού του Πειραιά και συγχρόνως διευκολύνεται το ελληνοκινεζικό εμπόριο, όχι μόνο για τις εισαγωγές από την Κίνα, αλλά και για τις εξαγωγές ελληνικών προϊόντων προς την Κίνα.» επεσήμανε ο γγ του ΥΕΝ Ιωάννης Τζωάννος
Στον χαιρετισμό του ο Πρόεδρος της COSCO EUROPE Ken Chan εξέφρασε την ικανοποίηση του για την επέκταση της εταιρείας στο λιμάνι του Πειραιά θεωρώντας την, ως ένα μεγάλο βήμα εδραίωσης φιλίας και συνεργασίας μεταξύ Ελλάδας και Κίνας.
--------------------------------


Έτσι έτσι...

Bringing chinese goods to Europe....

Two of the 5 largest cargo ships in the world , the 9,500 TEU C/V "COSCO YIANTIAN" and the 9,500 TEU C/V "COSCO NINGBO"

China Cosco (Asia's No 2 shipping line) has leased the ship from the greek owned COSTAMARE SHIPPING Co SA (like i wrote above Costamare Shipping Co. has ordered Five (5) 9,500 TEU Ultra Large Container Carriers from Hyundai Heavy Industries of Korea )

Length : 350 m

deadweight :107,000 Tons

It can carry about 9,450 20-foot containers

http://www.ship-photo.de/modules/myalbum/photos/10100.jpg

http://www.ship-photo.de/modules/myalbum/photos/10456.jpg

Well, now I know why there are so many of those "Greek Shipping Heirs" boning Paris Hilton, Greeks have built a huge naval infastructure good stuff!

Are there any Greek Ferry Lines with service to Croatia(I think we might have one..not sure) I will be in Croatia most of the summer, and would like to take a few days around some Greek islands, thx :cheers:

Well, now I know why there are so many of those "Greek Shipping Heirs" boning Paris Hilton, Greeks have built a huge naval infastructure good stuff! Yes, Greeks are well endowed with ships

Are there any Greek Ferry Lines with service to Croatia(I think we might have one..not sure) I will be in Croatia most of the summer, and would like to take a few days around some Greek islands, thx :cheers: This link (http://www.greekferries.gr/) may help with ferries.

If you're coming from Croatia then you may want to cruise down the Adriatic to the Ionian Sea and Greece's western islands.

Here is another link (http://menoumellada.ert.gr/en/) with a video of Ithaca, one of the Ionian islands. Go to Search - Show & Video and type in Ithaca and then go to In Vathi, Ithaca.

And if you wanna see babes, type in Spetses and go to On Spetses Island.

The commentary is in Greek but the images do the talking.

PS: To stop the annoying music, just click LIVE and then close it.

^^Whoa you should work in the tourism industry, thx for tha links :cheers:

GREEK FERRYBOAT TOPS RANKING FOR SAFETY STANDARDS

http://www.anek.gr/images/ships/champion1.jpg

www.ansamed.it 28-06-2006
(ANSAmed) - ATHENS, JUNE 28 - The Greek ANEK Lines ferryboat 'Olympic Champion', linking Patras, Greece with Ancona, Italy, ranked first among a total of 30 vessels in terms of safety standards in the annual report issued by the German auto club ADAC on the overall improvement recorded in the ferryboats sailing the European seas.
The comparative study was presented in Hamburg the 'Deutche Welle' website reported today, as ANA-MPA writes. The vessel was built in 2000 and received the highest marks for its high-tech equipment and its well-trained crew.


This vessel has been named one of the fastest vessel in it's category and is one of the fastest in the Adriatic, as it completes the voyage Greece-Italy (Igoumentitsa - Ancona) in only 15 hours!
Built in 2000 at the FOSEN Shipyard in Norway, it is considered a miracle of modern technology for it's automation as well as it's comfort and speed as it can reach speeds of 32 knots. It is equiped with four main engines.
The technical characteristics of the vessel are:
204 m. lengt
25,8 m. width
6,75 m. draught
1.850 passengers
1.100 vehicles

http://dstef.club.fr/dstef/Album_photos/Daniele_Miglio/olympic_champion_ancona_27-7-2001.jpg

Which Greek/Cypriot ferry companies are particpating in the Lebanon evacuation? Anybody know?

http://d.yimg.com/us.yimg.com/p/ap/20060719/capt.xts10307192346.cyprus_mideast_fighting_evacuation_xts103.jpg?x=380&y=253&sig=trRXFciZBsiU8PqUwFbKAA--
I don't know what company this ship is from.

Cyprus is going to sink from all the people. Good for Cyprus in coping, right now on the CBC they are giving just kudos even though they are being "overwhelmed".

Hell even our Prime Minister has landed in Larnaca and will be taking some of the 50,000 Canadians home (yes that many!).

http://img239.imageshack.us/img239/7914/71483135ns7.jpg
This one also from Lane Lines.

Cyprus has done an unbelievable job handling all the incoming evacuees! They are getting a lot of favorable reviews from the various EU nations for responding so well to this crisis. All the evacuees I've seen on American TV have raved about how well they've been treated by the Cypriot people and officials.

This will not be forgotten by the rest of the EU, trust me. Excellent job! :)

Easycruise (http://www.ship.gr/news/easy2.htm) and Neorion :) Holdings sign letter of intent to build four cruise ships at Neorion's shipyards in Elefsina and the island of Syros.

http://www.ship.gr/news/easy2.jpg
Stelios, dynamo entrepeneur :scouserd:

Great news uh....Neorion. :)

The Neorion shipyards are the largest heavy industry in the Aegean islands, so it's paramount they continue to prosper.

http://www.neorion-shipyards.gr/_images/top_syros.jpg

New Era in Greek-Chinese Ties

http://www.marinews.gr/admin/images/news/cosco_145.bmp


www.ert.gr
09:46:00 (Last updated: 27 Jul 2006 16:42:03)
Sources: NET, NET 105.8

On Thursday morning, Chinese cargo ship C.V. Cosco Hellas was christened in Ikonio, Piraeus. The newly built ship has been chartered by Cosco, in the context of a mercantile marine agreement by the two countries. The ceremony was attended by Prime Minister Kostas Karamanlis, who in his speech underlined the close friendship ties connecting Greek and Chinese people.

http://www.ert.gr/site/news/photos/img70x70/2006/7/cosco_karamanlis2.jpg

"The Greek ship-owning community, the biggest in the world, is advancing into the biggest client of Chinese shipping. Our policy guarantees a balanced growth, new employment positions and prosperity for all. Greece and China will extend their cooperation, so that the two nations come even closer,"
noted the Prime Minister. On Wednesday, Kostas Karamanlis met with CEO of Cosco Wei Jiafu and discussed issues of utilising natural resources, as well as developing sea transport, aimed at transforming Greek ports into main transit centres in the Southeast Mediterranean.


Government urged to speed up sale of Piraeus port pier to Chinese
COSCO also interested in port warehouse space where products will be assembled and sold in SE Europe

www.ekathimerini.com 27 July 2006
http://www.ekathimerini.com/4dcgi/news/content.asp?aid=72579

http://www.ekathimerini.com/kathnews/photos/27-07-06/27-07-06_72579_1.gif
Photo: Prime Minister Costas Karamanlis (r) in conversation with COSCO President Wei Jiafu (l), while Deputy Minister Evripidis Stylianidis listens. Wei yesterday visited Karamanlis at his office.

The head of China’s most important shipping company yesterday urged Prime Minister Costas Karamanlis to speed up his government’s decision making regarding a possible deal for the Chinese firm to operate a pier at the port of Piraeus.

Wei Jiafu, president of China Ocean Shipping Company (COSCO), visited Karamanlis to discuss the company’s request to operate the container pier now under construction by the Piraeus Port Authority and which will double the port’s cargo-handling capacity when completed at the end of 2007. Besides the pier, the company wants to acquire a large warehouse space nearby in order to assemble technology and other products to be sold in Greece and other markets, mainly in Southeast Europe.

Upon leaving the PM’s office, Wei announced that his company will build some ships in Greek shipyards, which appears surprising, given that shipyards in the Far East have become more competitive over the past few years. Wei did not mention details.

When Karamanlis visited China back in January, Wei had promised that a COSCO ship would dock at the port of Piraeus once a week. Since the first COSCO ship arrived in April, this timetable has been more or less adhered to.

COSCO has also expressed interest in a second port, most likely in Thessaloniki, to use as a second container unloading facility. However, according to well-informed sources, the company is starting to get impatient with the government’s delay in decision-making, which is why Wei asked Karamanlis for “more functional cooperation” between the two sides.

The official reason for Wei’s visit is the ceremony that will take place this morning on the occasion of the arrival of a new ship, chartered by COSCO from Greek-owned Costamare shipping. The new ship, one of five Costamare recently had built, will be christened COSCO Hellas and will fly the Greek flag.

A global operator

COSCO, founded on April 27, 1961, has become a worldwide operator, with a turnover reaching $17 billion last year. It operates 560 ships with a total capacity of 35 million deadweight tons. Through them, it transports cargo weighing over 300 million tons annually. Its fleet consists of many types of ships, but it is especially important in container cargo, one of the world’s top-10 container firms, and in dry bulk.

COSCO is also involved in shipbuilding and repairs, logistics, real estate and information technology.

Wei has headed the COSCO group since November 1998. Previously, he had headed the Singapore subsidiary, which was listed on the local stock market in 1993. There are other listed subsidiaries in the Hong Kong, Shanghai and Shenzhen exchanges.

Recently, COSCO has expanded its shipbuilding operations in Dalian and Guangzhou, in northern and southern China respectively.

It has also expressed an interest in expanding its operations into the Middle East through partnerships. One of its subsidiaries specializes in oil drilling technologies.





www.marinenews.gr 28/07/2006

Ξεκίνησε με τα εγκαίνια του Cosco Hellas η συνεργασία της Ελλάδας με τον κόκκινο Δράκο παρουσία του πρωθυπουργού
27/7/2006

http://www.marinews.gr/admin/images/news/Cosco.jpg

Η ελληνική εφοπλιστική οικογένεια εξελίσσεται στο μεγαλύτερο πελάτη των κινεζικών ναυπηγείων, δήλωσε ο πρωθυπουργός Κώστας Καραμανλής στην τελετή βάπτισης του πλοίου C.V. Cοsco Hellas, στο Ικόνιο, σήμερα το πρωϊ.

Χαρακτήρισε επίσης την Κίνα πολύτιμο στρατηγικό εταίρο λόγω της δυναμικής της ανάπτυξης της κινεζικής οικονομίας και της τεχνογνωσίας που διαθέτει.

Η Ελλάδα και η Κίνα επιδιώκουν να αξιοποιήσουν την ιστορική τους κληρονομιά και να ανοίξουν νέους δρόμους ανάπτυξης και συνεργασίας, συνέχισε ο Πρωθυπουργός λέγοντας ότι προχωράμε με βήματα αποφασιστικά στην ενίσχυση της ελληνοκινεζικής οικονομικής συνεργασίας, «βέβαιοι ότι θα αποφέρει σημαντικά αποτελέσματα και στις δυο πλευρές».

Η αμοιβαία αξιοποίηση των πλεονεκτημάτων στη ναυτιλία, το εμπόριο, τον τουρισμό, τα αγροτικά προϊόντα, την ενέργεια και τη διεξαγωγή μεγάλων αθλητικών γεγονότων θα έχει πολλαπλασιατικά αποτελέσματα και για τις δύο χώρες, υπογράμμισε ο πρωθυπουργός.

Κλείνοντας, ο Πρωθυπουργός ευχήθηκε «καλές θάλασσες» στο Cosco Hellas.

Αυτά είναι ευχάριστα νέα για τη ναυτιλία μας...
Υπενθυμίζω ότι ο Καπετάν βασίλης ( Κωνσταντακόπουλος ) έχει σε όλα τα πλοία του ελληνικό πλήρωμα και ελληνική σημαία...!! :cheers:

I've promised my nieces (12 and 15) that I'd take them to Greece on holiday next may or june. I'd like to fly into Athens, spend a few days there and then take a cruise in the Greek Islands for a week or so. I figure we'd depart from Piraeus and then return there for the flight back from Athens.

I'd like to see some of the more intersting Greek Islands on a cruise-maybe Santorini, Mykonos, Rhodes, Crete and even Corfu. Can anyone recommend a cruise line that we might use? I've never taken a cruise of any kind, but I've heard a lot of good things about them.

Is May/June good timing or is later on (July/August) better??

Try Hellenic Seaways, they have a modern fleet and excellent service plus the prices are reasonable. For me the best month is July, perfect weather and the islands are not so crowded. Also if you want to visit western Greek islands, then I recommend the island-jewels of central Ionian sea (Lefkada - Ithaca - Cephalonia) with their exotic beaches. Corfu is still a great place but very overhyped imo and filled with cheap brit tourists...

do you have some photos of the fleet ?

The site of Hellenic Seaways:http://www.hellenicseaways.gr/index.asp?a_id=209

It includes some photos of the fleet.

Here is the website of the Australian manufacturer of Hellenic Seaways vessels, Austal (http://www.austal.com/index.cfm?objectid=72B4D182-A0CC-3C8C-D9B0505589DF717A).

Click on Greece and choose a vessel for more detailed pics. There are images of deliveries for Turkey too

Piraeus and Thessaloniki to become transit centres for Chinese goods

http://www.mrt.com.mk/en/images/stories/foto/Balkan/thessaloniki.jpg

Greece and China are seeking to further improve their ties in shipping by turning the ports of Piraeus and Thessaloniki to become transit centers for Chinese goods intended for the Western markets, Greek newspaper Ethnos reported.

-China has shown interest in the creation of infrastructure, initially at the ports of Piraeus and Thessaloniki, for its transit goods to the Middle East, Europe, the Black Sea countries etcetera, Finance Minister George Alogoskoufis said.

-There is interest not only from Chinese companies in the creation of infrastructure in Greek ports, but also on the part of Greek shipowners for facilities at Chinese ports, he reported.
In addition, work had begun on resolving minor difficulties between the two sides.
Open tenders would be called for port improvement projects, with financial criteria taken into account, a bidding floor, and guarantees for cargo in transit, Alogoskoufis said.
Accompanying him, Deputy Finance Minister Christos Folias underlined that he saw opportunities for alliances in all sectors.
We proposed backing the creation in the two countries of joint ventures between Greek and Chinese firms, Folias noted.

Minister Alogoskoufis and 50-member business delegation visits China.

http://www.mrt.com.mk/en/index.php?option=com_content&task=view&id=1365&Itemid=26

Two beauties in the Ionian sea...

Superfast 11 (Superfast Ferries)
http://static.flickr.com/51/189377406_65a2b0117c_b.jpg

Olympia Palace (Minoan Lines)

http://static.flickr.com/49/189377408_3e28461f7a_b.jpg

I like them, very beautifulhttp://www.skyscrapercity.com/images/smilies/previous.gif

are they normal ferries! I mean are all ferries to islands are like those two?

____

are they normal ferries! I mean are all ferries to islands are like those two?
It deppends from the route. The biggest ( for internal routes ) shipping companies are:

ANEK lines

Minoan lines

Hellenic seaways

Blue star ferries

-------------------------------------------

From the above 4 only Blue star doesn't operate in Crete.

Blue star fleet

http://www.ferries.gr/strintzis/images/superferry2.jpg

http://www.ferries.gr/strintzis/images/blue-star-2.jpg

http://www.ferries.gr/strintzis/images/blue-star-ithaki.jpg

http://www.ferries.gr/strintzis/images/blue-star-naxos.jpg

http://www.ferries.gr/strintzis/images/blue-star-paros.jpg

--------------------------------------------------------

Now the ships where operate in Crete are:

ANEK lines

Prevelis ( Rethimnon )
http://www.anek.gr/images/ships/prevelis.jpg

Lissos ( Chania )
http://www.anek.gr/images/ships/lissos1.jpg

Kriti 1 ( Heraklion )
http://www.anek.gr/images/ships/kriti-1-2.jpg

Lato ( Heraklion )
http://www.anek.gr/images/ships/lato.jpg

Eleftherios Venizelos ( Chania )
http://www.greekferries.gr/pics-en/ank_venizelos1.jpg

----------------------------------------------------

Hellenic seaways

Flying cat 4 ( Heraklion )
http://www.ferries.gr/hfd/images/fc4.jpg

Highspeed 5 ( Chania )
http://www.ferries.gr/hfd/images/hs5.gif

--------------------------------------------------------

Minoan lines

Festos palace & Knossos palace ( Heraklion )
http://www.ferries.gr/minoan/images/Knossos_Palace_-_Festos_Palace.jpg

---------------------------------------------------

and some own shoots:

Kriti 1
http://img48.imageshack.us/img48/6584/92296194296495190296594795996596396495996220060142axs7.jpg

Lato ( Heraklion )
http://img481.imageshack.us/img481/3343/92296194296495190296594795996596396495996220060172ars2.jpg

Lato ( left ) - Kriti 1 ( right )
http://img481.imageshack.us/img481/2302/92296194296495190296594795996596396495996220060182aht3.jpg

Knossos palace ( left ) - Lato ( right )
http://img235.imageshack.us/img235/1413/92296194296495190296594795996596396495996220060192amp4.jpg

Knossos palace
http://img235.imageshack.us/img235/1815/92296194296495190296594795996596396495996220060202aau7.jpg

http://img511.imageshack.us/img511/1931/92296194296495190296594795996596396495996220060212ahx2.jpg

http://img412.imageshack.us/img412/5585/92296194296495190296594795996596396495996220060222akx4.jpg

http://img464.imageshack.us/img464/7687/92296194296495190296594795996596396495996220060232amf7.jpg

Various ships
http://img366.imageshack.us/img366/7937/92296194296495190296594795996596396495996220060252ane2.jpg

http://img57.imageshack.us/img57/3152/92296194296495190296594795996596396495996220060262abc5.jpg

http://img524.imageshack.us/img524/337/92296194296495190296594795996596396495996220060282aoa4.jpg

http://img488.imageshack.us/img488/5803/92296194296495190296594795996596396495996220060292avn9.jpg

very informative message... thanks... these lines are wonderful

do you have big international cruise ships?

*
Kuvvaci the last great Greek cruise line belonged to the Chandris Family and operated under the name of Celebrity. A few years back they amalgαmated with Carnival so I don't know whether it was a complete sell off or some type of share swap. The name Celebrity still remains and the officers are Greek:
The X in the company logo is the H in Greek - which is the first letter in the name Chandris (ΧΑΝΔΡΗΣ)


http://www.noblewhite.co.uk/images/Constellation.jpg http://www.noblewhite.co.uk/images/Summit.jpg http://www.noblewhite.co.uk/images/Galaxy.jpg

http://www.noblewhite.co.uk/cruiseweb/LinDisplay.asp?client=choosing&nLin=6

*

do Greek maritime companies have cooperation with Italians or Americans?

are they normal ferries! I mean are all ferries to islands are like those two?

Kuvvaci ships like those above are among the largest and most modern ferry ships in mediterranean.
Most of them are used in the routes Patras-Igoumenitsa-Corfu--->Italy (Bari,Ancona,Venice etc).

Some few equally large ships are used also in the line Piraeus-Crete.

All the other ferry boats (for the rest of the islands) are smaller (some old and some very modern).

And a pic for you:

Superfast 6 docked at the port of Patras before few days.

http://img148.imageshack.us/img148/6007/superfastatportoct2006um9.jpg

very informative message... thanks... these lines are wonderful

do you have big international cruise ships?
u r welcome.

the biggest cruise lines are:

Festival Cruises / First European Cruises

http://www.simplonpc.co.uk/ChandrisAzurJPEGs/ChanAzur12Festival.jpg

http://www.simplonpc.co.uk/FestivalJPEGs/Bolero03.jpg

http://www.simplonpc.co.uk/FestivalJPEGs/Flamenco02.jpg

http://www.cruiseserver.net/images/ships/fe_vision.jpg

http://www.cruisereviews.com/FestivalCruises/images/EuropeanVision.jpg

http://www.cruisereviews.com/FestivalCruises/images/Mistral.jpg

http://www.simplonpc.co.uk/FestivalJPEGs/MistralPC01.jpg

http://www.simplonpc.co.uk/FestivalJPEGs/MistralPC06.jpg

http://www.simplonpc.co.uk/FestivalJPEGs/MistralPC02.jpg
http://www.simplonpc.co.uk/FestvalPCs.html#anchor558055

Louis Cruise Lines - Louis Hellenic Cruises

http://www.cybercruises.com/images/OrientQueen.oct05.jpg

http://www.louiscruises.com/images2/queen.jpg

http://www.louiscruises.com/images2/sea_diamond.jpg

http://www.louiscruises.com/images2/perla_ship.jpg

http://www.louiscruises.com/images2/thomson_destiny1.jpg

http://www.louiscruises.com/images2/aquamarine_ship.jpg

http://www.louiscruises.com/images2/thomson_spirit1.jpg

http://www.louiscruises.com/images2/emerald_ship.jpg

*
Unfortunately Festival Cruises (First European Cruises) ceased operations in May 2004 as the company became bankrupt. The cruise ships have been sold to other operators (see below).

MS Azur (sold to Golden Shipping, Odessa, renamed ROYAL IRIS, chartered to Mano Cruise)

MS Caribe (chartered to Arcalia Shipping by owners Nina Cruises, renamed ATHENA, subcahrtered to various operators such as Vivamare in Germany

MS European Stars (purchased by MSC Cruises, sailing as MSC Sinfonia)

MS European Vision (purchased by MSC Cruises, sailing as MSC Armonia)

MS Flamenco (sold to Ravenscroft Shipping Florida, renamed NEW FLAMENCO, chartered to Globalia Tours from Spain)

MS Mistral (sold to Iberojet now sailing as Iberojet Mistral).

*

I will ask another question...

How is the harbor system there. I mean, does each maritime line has their own harbor or use common harbors?

*
Unfortunately Festival Cruises (First European Cruises) ceased operations in May 2004 as the company became bankrupt. The cruise ships have been sold to other operators ...
Really?I didn't know that.Pitty :ohno:
It seems Festival had the same fate with the legendary Epirotiki.

Η Hellenic Seaways A.N.E., με υπερηφάνεια και ικανοποίηση, ανακοινώνει ότι σήμερα Τετάρτη 15/11/2006 και ώρα 12.00 πραγματοποιήθηκε στα Ναυπηγεία Ελευσίνας Α.Ε. η καθέλκυση του υπό ναυπήγηση Ε/Γ-Ο/Γ πλοίου της «ΝΗΣΟΣ ΧΙΟΣ» με πλήρη επιτυχία.

Το νεότευκτο «ΝΗΣΟΣ ΧΙΟΣ» θα είναι ένα υπερσύγχρονο Ε/Γ-Ο/Γ πλοίο μήκους 141 μέτρων, χωρητικότητας 1.800 επιβατών, 418 Ι.Χ. οχημάτων και υπηρεσιακής ταχύτητας 26 κόμβων. Η σχεδίαση του πλοίου περιλαμβάνει 272 κλίνες σε πολυτελείς καμπίνες, 640 καθίσματα αεροπορικού τύπου, πολυτελή σαλόνια, εστιατόριο, self-service και 4 κυλικεία (Bar), άνετους και ευρύχωρους κοινόχρηστους χώρους, τεχνολογικό εξοπλισμό τελευταίας τεχνολογίας και γκαράζ με 5 καταστρώματα.

Το νεότευκτο πλοίο «ΝΗΣΟΣ ΧΙΟΣ», θα είναι το δεύτερο Ελληνικό Επιβατηγό/ Οχηματαγωγό Οικολογικό πλοίο, πιστοποιημένο με το ειδικό πιστοποιητικό «Green Star» από τον Ιταλικό Νηογνώμονα RINA.

Η ναυπήγηση του πλοίου από τα Ναυπηγεία Ελευσίνας και την τεχνική εταιρεία ΜΑΡΕΝΚΟ Ε.Π.Ε. (η οποία ολοκλήρωσε και το αδελφό πλοίο ΝΗΣΟΣ ΜΥΚΟΝΟΣ), αναμένεται να ολοκληρωθεί τον Ιούνιο του 2007.

Την τελετή τίμησαν με την παρουσία τους ο Υπουργός Εμπορικής Ναυτιλίας κ. Μ. Κεφαλογιάννης, ο Υπουργός Αιγαίου κ. Α. Παυλίδης, ο Υφυπουργός Ανάπτυξης κ. Α. Νεράτζης, βουλευτές και εκπρόσωποι της τοπικής αυτοδιοίκησης, ο Αρχηγός του Λ.Σ. κ. Η. Σιωνίδης, ο Γενικός Γραμματέας Λιμένων & Λιμενικής Πολιτικής κ. Γ. Βλάχος, ο Πρόεδρος της Ένωσης Ελλήνων Εφοπλιστών κ. Ν. Ευθυμίου, ο Πρόεδρος της Ένωσης Εφοπλιστών Ακτοπλοΐας κ. Σ. Σαρρής, ο Πρόεδρος κ. Κ. Κληρονόμος και τα μέλη του Διοικητικού Συμβουλίου της εταιρείας, εκπρόσωποι των Ελληνικών Τραπεζών, των Πρεσβειών, εκπρόσωποι των Ναυτιλιακών εταιρειών και επιχειρήσεων και εκπρόσωποι των Μέσων Ενημέρωσης και Επικοινωνίας, πολλοί συνεργάτες και το προσωπικό της HELLENIC SEAWAYS.

Ανάδοχος του πλοίου ήταν η κυρία Δίκα Αγαπητίδου – Αλογοσκούφη.

Η εταιρεία αισθάνεται την ανάγκη να ευχαριστήσει τα ΝΑΥΠΗΓΕΙΑ ΕΛΕΥΣΙΝΑΣ και την Τεχνική Εταιρία ΜΑΡΕΝΚΟ, τους εργολάβους και τους εκατοντάδες εργατοτεχνίτες της Επισκευαστικής Ζώνης.

Επίσης, η εταιρεία ευχαριστεί την Γαλλική Τράπεζα «NATEXIS BANQUES POPULAIRES», καθώς και στην εταιρεία Τραπεζικών Συμβούλων «XRTC LTD» του γνωστού Τραπεζίτη κου Γιώργου Ξηραδάκη, που χρηματοδότησαν το κόστος ναυπήγησης του πλοίου.

Η Hellenic Seaways δεσμεύεται πως θα συνεχίσει δυναμικά την ανανέωση του στόλου της, συμβάλλοντας με τον καλύτερο τρόπο στην προώθηση του τουρισμού και στην εξυπηρέτηση των κατοίκων των νησιών.


Πειραιάς, 15 Νοεμβρίου 2006


http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0020.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0026.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0027.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0032.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0041.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0050.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0053.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0055.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0060.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0064.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0090.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0104.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0127.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0130.jpg

http://www.hellenicseaways.gr/media/siteimages/ships/nissos_chios/dsc_0150.jpg

http://www.hellenicseaways.gr/index.asp?a_id=127&news_id=97

The Corinthos Canal

http://www.corinthcanal.com/images/gallery/current004.jpg

http://www.corinthcanal.com/images/gallery/current002.jpg

http://www.corinthcanal.com/images/gallery/current006.jpg

http://www.corinthcanal.com/images/gallery/current001.jpg

http://www.corinthcanal.com/images/gallery/current005.jpg

http://www.corinthcanal.com/images/gallery/current003.jpg

http://www.corinthcanal.com/images/gallery/current007.jpg

http://www.corinthcanal.com/images/gallery/current008.jpg

http://www.corinthcanal.com/images/gallery/current009.jpg

http://www.corinthcanal.com/images/gallery/current012.jpg

http://www.corinthcanal.com/images/gallery/current011.jpg

http://www.corinthcanal.com/images/gallery/current014.jpg

http://www.corinthcanal.com/images/gallery/current015.jpg

http://www.corinthcanal.com/images/gallery/current016.jpg

http://www.corinthcanal.com/images/gallery/current017.jpg

http://www.corinthcanal.com/images/gallery/current018.jpg

http://www.corinthcanal.com/images/gallery/current019.jpg

http://www.corinthcanal.com/images/gallery/current020.jpg

http://www.corinthcanal.com/images/gallery/current021.jpg

http://www.corinthcanal.com/images/gallery/current022.jpg

http://www.corinthcanal.com/images/gallery/current023.jpg

http://www.corinthcanal.com/images/gallery/current024.jpg

http://www.corinthcanal.com/images/gallery/current025.jpg

http://www.corinthcanal.com/images/gallery/current026.jpg

http://www.corinthcanal.com/images/gallery/current027b.jpg

http://www.corinthcanal.com/gr_index.php

Does anyone know the location of the Trireme Olympias, and if it can be visited as a tourist attraction? How about some photos?

I am quite sure that the Hellenic Navy operates this beauty as a historical showpiece throughout Greece. It may be based near Pireaus or Salamis. There are a few naval reconstructions occuring around Greece. You can go to the HN's website to find out more i believe: http://www.hellenicnavy.gr/
Some Pics:
http://www-atm.physics.ox.ac.uk/rowing/trireme/IMG_3194.jpg
http://www.angelfire.com/art/archictecture/olympias/olympia02.jpg
http://www-atm.physics.ox.ac.uk/rowing/trireme/IMG_3246.jpg

Nice contrast (old and new):
http://www-atm.physics.ox.ac.uk/rowing/trireme/IMG_3307.jpg

Source:Click Here (http://www.atm.ox.ac.uk/rowing/trireme/)

Byzknight nice pics thank you :)
But please could you resize the photos?? Lets keep a standard in the forum because people who have a modest DSL connection have problems (like me).
Is it so difficult to keep the size of the pics up to 1024x768 and not more??

Except of the difficulty to load the pics its also aesthetically not nice when there are in the same page pics of small size or just comments without pics.
Thank you and i hope that other forumers do the same next time they post photos.

Byzknight,

Thanks for the info. Those photos are fantastic!:cheers1: I'm planning a trip for '07 and I'd love the opportunity to see it up close. Also on the agenda are Averoff and Velos.

Apologies. Will do. How exactly do you change the size of the file when it is linked?

Στοιχεία Ελληνικής Ναυτιλίας:




Η ελληνόκτητος ναυτιλία διαχειρίζεται το 18% της παγκόσμιας χωρητικότητας.

Τα μισά πλοία του συνολικού στόλου της Ε.Ε. είναι ελληνόκτητα.

Ο ελληνικός εφοπλισμός διαχειρίζεται το 23% του παγκόσμιου στόλου για τη μεταφορά ξηρού φορτίου και το 20% του στόλου των δεξαμενόπλοιων.

Το 25% των θαλάσσιων μεταφορών πετρελαίου προς τις ΗΠΑ, αλλά και το 25% γενικότερα των εξαγωγών των ΗΠΑ πραγματοποιείται από ελληνόκτητα πλοία.

Το 2007 η ναυτιλία θα εισφέρει στη χώρα ναυτιλιακό συνάλλαγμα που θα αγγίξει τα 15 δισ. ευρώ. Το μέγεθος αυτό είναι ισόποσο σχεδόν των εισροών από τον τουρισμό και αντιστοιχεί στο 8% του ΑΕΠ.

Το 2007 οι Ελληνες εφοπλιστές έχουν παραγγείλει 650 νέα πλοία, διαφόρων τύπων και χωρητικότητας, συνολικού ύψους 18,5 δισ. δολαρίων.

Για τη διαχείριση του ελληνόκτητου στόλου δραστηριοποιούνται, μόνο στην Ελλάδα, 1.200 ναυτιλιακές εταιρείες με περισσότερους από 11.500 εργαζομένους, στη συντριπτική τους πλειοψηφία Ελληνες και υψηλά αμοιβόμενους.


και οι 4 άξονες για τη ναυτιλία εδώ:
http://news.kathimerini.gr/4dcgi/_w_articles_economyepix_1_05/12/2007_251315

amazing facts Metroguardian....made me feel proud:)-

In summer 2006 i went to Heracleion for a few days, and i took some photos from inside the ship ( Knossos Palace ). The ship is one of the largest operating in the Aegean sea.

Bonus photo in the end of the post :nuts: :)
http://img702.mytextgraphics.com/photolava/2007/12/06/dsc00438-48qvbllgd.jpg

http://img108.mytextgraphics.com/photolava/2007/12/06/dsc00447-48qvbllly.jpg

http://img107.mytextgraphics.com/photolava/2007/12/06/dsc00446-48qvbllok.jpg

http://img108.mytextgraphics.com/photolava/2007/12/06/dsc00481-48qvblltw.jpg

http://img108.mytextgraphics.com/photolava/2007/12/06/dsc00472-48qvbllwy.jpg

http://img108.mytextgraphics.com/photolava/2007/12/06/dsc00487-48qvbllzj.jpg

And the bonus photo is ....

http://img108.mytextgraphics.com/photolava/2007/12/06/dsc00459-48qvbllja.jpg
The "Sea Diamond"! :bash: I took a photo of it as the ship was leaving the port and was passing beside it. A few months later it sunk :nuts:

I was a passenger in Knossos palace this summer as well, it indeed is an excellent ship.

Σε ρότα δύο ομίλων θέτει την ακτοπλοΐα ο Γ. Βαρδινογιάννης

Ο κ. Ι. Βαρδινογιάννης απέκτησε τον έλεγχο του 26,05% των Μινωικών Γραμμών και του 34,70% της Hellenic Seaways εξαγοράζοντας τα δύο αυτά πακέτα μετοχών από τον κ. Πάνο Λασκαρίδη αντί περίπου 250 εκατ. ευρώ


Ο δεύτερος πόλος είναι η MIG, που ελέγχει τώρα τη Superfast Ferries και την Blue Star Ferries.


http://tovima.dolnet.gr/print_article.php?e=B&f=15241&m=D12&aa=1

Great pics guys, does anyone know what's the Knossos tonnage?

Are there any plans to widen the Corinth canal?

Posidonia: The International Shipping Exhibition in Greece is on again this year.

The largest commercial event in the shipping calendar, at the heart of shipping

Your welcome to the heart of Greek Shipping ...

Every two years the Greek shipowners welcome the international shipping community to Posidonia and extend their celebrated hospitality that makes participation a real pleasure. But exhibitors should be ready for serious discussions with corporate, technical and operations management taking a keen interest in their products and services. Posidonia is renowned not only for the networking opportunities and contacts made on the busy exhibition stands, but importantly for the number and value of deals concluded during the show.

Posidonia is meeting the growing demand for exhibition space with the flexible and efficient facilities of the Hellenikon Exhibition Centre. For 2008 this will accommodate up to 27,500 sqm of exhibition space on one level, with easy access and no weight limitations on equipment and machinery exhibits. It will provide spacious car parking, a business centre, a seminar room and easy access to the international airport and to Piraeus and Athens city centres.


Nearly 300 Greek and international journalists were registered for the event representing the full spectrum of the world’s shipping specialist media as well as major global news agencies including Reuters, Bloomberg and Dow Jones Newswires.

In nearly 40 years Posidonia has grown to become the major maritime industry event. In 2006 over 16,000 buyers from 81 maritime nations, more than are represented at any other maritime event, visited over 1,600 exhibitors. In 2008 exhibitors will again benefit from Posidonia's unrivalled global reach. As major national exhibitors put it:

‘Posidonia is the place to be for the companies that want to create new business leads. For us it’s very important as we want to improve communication and relationships with Greek shipowners, their management and other industry stakeholders.’

‘Participation at Posidonia is an opportunity to raise the company's profile not only with our Greek friends, but also with the largest gathering of shipowners and senior executives from all over the world.

‘It’s always great to be at Posidonia, the most prestigious place if you are in the shipping world. Greece is an important market for us and we also use our participation here to grow our brand awareness internationally.’

‘In five days companies can meet hundreds of prospective clients and partners’

source (source)

Εγκαταλείπουν το Λονδίνο οι έλληνες εφοπλιστές


Στο λιμάνι του Πειραιά έχει πλέον μετακομίσει οριστικά από το Σίτι η πραγματική διαχείριση των πλοίων, πλην ελαχίστων εξαιρέσεων,


...Η φυγή αυτή μακριά από το Λονδίνο δείχνει να ολοκληρώθηκε στα τέλη του 2000 όταν 30 περίπου μεγάλοι ναυτιλιακοί οίκοι ελληνικής καταγωγής μετακόμισαν από την αγγλική πρωτεύουσα τόσο στον Πειραιά όσο και σε άλλα ναυτιλιακά κέντρα με δεύτερη επιλογή τη Σιγκαπούρη.....


Σύμφωνα με τα στοιχεία των Αγγλων τον τίτλο του διεθνούς ναυτιλιακού κέντρου διεκδικούν από το Λονδίνο,
η Σιγκαπούρη,
το Ντουμπάι,
το Ρότερνταμ,
η Κοπεγχάγη,
η Νέα Υόρκη και
ο Πειραιάς.



http://tovima.dolnet.gr/print_article.php?e=B&f=15289&m=D09&aa=1

Orea! to mono pou leipei tora apo ton Peirea einai na apokthsei kai to analogo image :P

Αυξημένος κατά 474 πλοία ή κατά 12,8% εμφανίζεται ο ελληνόκτητος στόλος τον Φεβρουάριο του 2008 σε σχέση με το 2007, καταρρίπτοντας κάθε ρεκόρ από το 1988, σύμφωνα με στοιχεία που επεξεργάσθηκε η Ελληνική Επιτροπή Ναυτιλιακής Συνεργασίας του Λονδίνου.

Οι Ελληνες πλοιοκτήτες παραμένουν και το 2008 στην 1η θέση της παγκόσμιας κατάταξης, ελέγχοντας το 8,7% του παγκόσμιου στόλου σε αριθμό πλοίων και το 16,4% της χωρητικότητας σε dwt ή το 14,1% σε gt.


Βάσει των στοιχείων του Committee προκύπτει ότι τα ελληνόκτητα πλοία στις 18 Φεβρουαρίου του 2008 ανέρχονταν σε 4.173, χωρητικότητας 260.929.221 dwt ή 154.599.274 gt, συμπεριλαμβανομένων και 1.054 πλοίων υπό ναυπήγηση, χωρητικότητας 49.907.812 dwt.


http://news.kathimerini.gr/4dcgi/_w_articles_economyepix_1_12/03/2008_262400

very impressive news!^^

The Greek maritime spirit...

http://static.panoramio.com/photos/original/771974.jpg

never dies!

^^That's beautiful!!!

Any plan to widen the Corinthos Canal??

where there any time plans to widen the canal? I can't remember...

That's what I'm asking. It seems like a tight squeeze for some of those vessels. Have there been plans to widen it to take into account bigger ships these days?

It would be very difficult, cos there are many birdges who cross the canal! 1 motorway, 1 highspeed railway, 1 old railway and i guess 2 or 3 other normal street-bridges...so you have to reconstruct them too! And that'd be to much work..and costs!

Check this amazing map depicting the marine traffic in the Greek seas.

http://syros-observer.aegean.gr/ais/

Check this amazing map depicting the marine traffic in the Greek seas.

http://syros-observer.aegean.gr/ais/

wooooooooooooooooooooooooooooaw!is that live traffic?

coooooooooooooooooooooooool

nice find :happy:

Δεν γνωρίζω αν έχει αναφερθεί παλαιότερα στο φόρουμ... περί το 2006 είχε ανακοινωθεί πως η εταιρία flightboat hellas ( του επιχηρηματεία Παναγιώτη Ζαγκλή ) είχε παραγγείλει 3 τέτοια hovercraft απο τα ναυπηγία του Αμβούργου για χρήση στις ακτοπλοικές γραμμές της χώρας ( μάλιστα υπόσχονται το ταξίδι Πειραιάς - Ηράκλειο να διαρκεί περίπου 1μιση ώρα! και το εισητήριο να είναι εξίσου φθηνό με του πλοίου! ) Υπάρχει κάποιο σχετικό νεότερο με αυτή τη υπόθεση... ;

http://briefcase.pathfinder.gr/download/512308
Το "Flightship 80" το οποίο παραγγέλθηκε απο τη Ελληνική εταιρία

This week will see the Posidonia 2008, the World's Premier International Shipping Exhibition begin at Hellenikon.

And it's set t be the biggest ever!

http://www.posidonia-events.com/online/content.asp?PID=55&MID=99

Δεν γνωρίζω αν έχει αναφερθεί παλαιότερα στο φόρουμ... περί το 2006 είχε ανακοινωθεί πως η εταιρία flightboat hellas ( του επιχηρηματεία Παναγιώτη Ζαγκλή ) είχε παραγγείλει 3 τέτοια hovercraft απο τα ναυπηγία του Αμβούργου για χρήση στις ακτοπλοικές γραμμές της χώρας ( μάλιστα υπόσχονται το ταξίδι Πειραιάς - Ηράκλειο να διαρκεί περίπου 1μιση ώρα! και το εισητήριο να είναι εξίσου φθηνό με του πλοίου! ) Υπάρχει κάποιο σχετικό νεότερο με αυτή τη υπόθεση... ;

http://briefcase.pathfinder.gr/download/512308
Το "Flightship 80" το οποίο παραγγέλθηκε απο τη Ελληνική εταιρία
^^ KA-TA-PLI-KTI-KO!!! FOBERO! einai teleio.. (arkei na to doume) imo tha ta vgalei ta lefta tou kai me to parapanw! :banana:

Φαίνεται εντυπωσιακό:nuts:...σα διαστημόπλοιο είναι!!!:)

Greek interest in Dubai Maritime City

http://www.ekathimerini.com/kathnews/photos/04-06-08/04-06-08_97351_1.gif
On completion, Dubai Maritime City will comprise six clusters, including the harbor offices, harbor residences, maritime center, marina district, Dubai Maritime City campus and the industrial quarter.

By George Georgakopoulos - Kathimerini English Edition

Greek shipowners as well as the Greek government are showing significant interest in Dubai Maritime City, the new shipping complex under construction in the Arab emirate, a top official of the company said yesterday in Athens.

Speaking to Kathimerini English Edition, John Ewing, the chief commercial officer at Dubai Maritime City, said Greeks in the sector realize that the project “can add value to their industry by setting up operations or a branch office at the complex. Everybody is interested, they think it is a very dynamic idea.”

“We have had meetings with key players of the Greek shipping industry and there is interest there,” said Ewing. “We have also been working with the merchant marine minister; we have had close cooperation with him as we are trying to give more value to the Greek industry; we believe we have a role to play,” he stated.

DMC has heard and adopted some of the ideas put to it by Greeks, such as the incorporation in the project of something similar to the Baltic Exchange, a marketplace for shipbrokers and charterers, according to the company’s CCO.

Ewing, a US national, accepts that the 2.27-square-kilometer project on a man-made peninsula was “a logistical challenge,” but the support of the government of Dubai, the owner of DMC, has cleared all hurdles for the project’s eventual completion. “There were no real issues, so we are right on target in terms of dates; Dubai altogether is like a corporation,” he explained.

The project is already 60 percent complete and its industrial complex can begin operating as early as next year. “The planned completion date is 2012, but we can start operating the DMC academic campus by 2009-2010,” he said speaking on the sidelines of the Posidonia 2008 exhibition at the Hellenikon Exhibition Center in southern Athens. The event continues until Friday.

more news from Posidonia 2008.

Hyundai, Daewoo win orders for 24 ships in Greece


SEOUL, June 5 (Reuters) - Hyundai Heavy Industries Co Ltd (009540.KS: Quote, Profile, Research) and Daewoo Shipbuilding & Marine Co Ltd (042660.KS: Quote, Profile, Research) said on Thursday they had won orders to build 24 ships at an international shipping exhibition in Greece.

Hyundai, the world's largest shipbuilder, said it had secured a combined $2.4 billion worth of orders from European companies.

Orders consist of sixteen oil tankers and six VLCCs (Very Large Crude Carriers) including a $824.3 million order to build nine tankers Hyundai reported on Tuesday, a company spokesman said.

But he declined to identify the companies that had placed those orders.

Hyundai's smaller rival, Daewoo, said it had secured an order to build two drill ships worth $310 million won at the event on June 2.

Daewoo said that the world's third-largest shipbuilder would deliver the vessels to a European company by March 2012.

"Posidonia 2008", the 21st biennial International Shipping Exhibition, hosts ship builders and ship buyers from dozens of countries such as South Korea and ends on Friday. (Reporting by Park Ju-min; Editing by Ken Wills)

Posidonia has ended with a bang,. Here are the top stories from the website (website). Some good reading!!

Greece eager to lure London’s Hellenic Shipping Community

230 Ship Building & repair specialists amongst Posidonia’s record 1,700 exhibitors as global maritime community lines up for biggest industry show in history


As the eyes of the global maritime community turn to Athens and Piraeus for Posidonia 2008, Greece is eagerly anticipating the benefits from the potential repatriation of a significant number of London-based Greek shipowners following the British government’s recent tax reforms announcement.

And while Greece rejoices at the arrival of more than 1,700 exhibitors and 16,000 visitors who have converged to Posidonia 2008 for what has been dubbed as the biggest and most international shipping exhibition ever, industry analysts say that the windfall from the possible return to Piraeus of some of the 100 London-headquartered shipowners is going to help existing plans designed to establish the country’s biggest port as a major global shipping centre.

Addressing an international VIP audience during the official opening ceremony of Posidonia’s 21st edition today (June 2nd), Greek Prime Minister Kostas Karamanlis reiterated his government’s intentions to boost Piraeus’ potential as a global shipping centre. “This government has created a regulatory and legislative environment which encourages Greek shipowners to invest in their homeland. In 2006, shipping contributed Euro 14 billion to the Greek economy. Last year, the industry brought Euro 17 billion. Today, Piraeus is home to 1,300 shipping companies which employ more than 12,000 professionals. Additionally, a total of 250,000 people work in the city in vertical sectors which support the shipping industry.”

Already, a number of Greek shipowners have or are in the process of setting up their operations to Piraeus as a result of the British government’s decision to introduce tax on UK-based companies’ income gained abroad. According to the British Chamber of Shipping, London’s Greek shipowning families employ thousands of medium and high ranking executives.

Greek shipping controls 8.7 per cent of the world’s fleet with 4,173 vessels and a 261 million deadweight tons (dwt) capacity, equivalent to 16.4 percent of the global shipping industry. Last year, Greek shipping contributed US$ 17 billion to the country’s economy accounting for seven percent of its GDP.

“Greek shipping is the lighthouse of the global maritime industry and Posidonia is the compass with its needle permanently pointing to Greece inviting the world’s shipping community to the biggest seafaring nation,” said Themistocles Vokos, Chairman, Posidonia Exhibitions S.A., the organiser of the event. “The show has grown exponentially since its inception four decades ago and today we are proud of its success and global appeal as the world’s biggest and most international shipping trade exhibition.”

A total of 1,710 exhibitors from a record 82 countries and territories are participating at this year’s show which unfolds over an expansive area of 28,100 square metres at the Hellenikon Exhibition Centre (HEC). Every sector of the shipping industry is present, from anchor manufacturers to marine lubricant suppliers. As the home maritime event of the Greek shipowning community, Posidonia 2008 has fittingly attracted approximately 230 shipbuilding and ship repair specialists – 13 per cent of the event’s total exhibitor number.

Posidonia 2008 is sponsored by the Ministry of Mercantile Marine, The Aegean and Island Policy, the Municipality of Piraeus, the Hellenic Chamber of Shipping, the Union of Greek Shipowners, the Greek Shipping Co-operation Committee, the Mediterranean Cargo Vessels Shipowners Union, the Association of Greek Coastal Shipping Companies and the Association of Greek Passenger Shipping Companies.

Greece and Cyprus strike two deals at Posidonia 2008

The world’s biggest shipping show opens for business in upbeat mood


Following yesterday’s ceremonial opening presided over by Greek Prime Minister Kostas Karamanlis and conducted by Minister of Mercantile Marine, The Aegean and Island Policy, George Voulgarakis, Posidonia 2008 moved swiftly into its ‘business as always’ mode today (June 3) with on and off the floor commercial and bilateral governmental deals.

An agreement believed to outline the framework for the resumption of a ferry link between Limassol and Piraeus was in the offing this morning with discussions between the Greek authorities and the President of Cyprus’ Port Authority, Chrisis Prentzas. A ferry link between the two Mediterranean ports was cancelled four years ago due to rising costs and low passenger demand but the two parties are thought to back a solution that will see the eventual operator receiving subsidies to help it maintain the route. Sources close to the deal have revealed that a Greek ferry operator has already expressed interest to deploy its fleet in the 900 nautical miles route.

The two countries may also be signing a memorandum of co-operation for port development, in a further sign of increased cooperation on the shipping front between the two major maritime nations.

Thousands of trade visitors received their badges this morning at the Hellenikon Exhibition Centre’s (HEC) registration desks this morning as Posidonia is once again welcoming the world’s maritime community to Greece for the event’s 21st edition. A total 16,000 visitors are expected to pass through the venue’s gates during the show’s four days and the mood between the 1,710 exhibitors is upbeat.

Posidonia has received endorsement from foreign government officials with Cyprus’ Minister of Transport & Works, Nikos Nicolaides said: “We hope that our participation at Posidonia will help us open new international investment prospects from foreign marine companies and shipowners. Posidonia is an important event for Cyprus’s economy as shipping accounts for 2 percent of our GDP.”

International and Greek exhibitors have been full of praise for Posidonia and most agree that the show has once again met their expectations.

Amer Ali, CEO, Dubai Maritime City, which has used its Posidonia debut for the international launch of its ambitious Maritime Centre in the United Arab Emirates, said: “We are thrilled to be participating in the biggest international shipping exhibition, particularly this year as the event has grown exponentially to become the world’s foremost shipping trade forum. The Greek Prime Minister’s visit to our stand yesterday was a great honour for us and also underlined the massive international interest for Dubai Maritime City.”

Another Middle East-based exhibitor, Gmmostech, believes that Posidonia is the place to be: “We are in the ship repair business and Posidonia is undoubtedly the right forum to showcase our expertise and projects portfolio. The quality of visitors is of the highest of calibers and the venue’s lay out is very well thought of,” said Neil Corbasson, New Business Development Director, Gmmos Group.

From the sizeable Greek contingent, Gabriel Dovles, President, Total Quality Consultants (TQC) said: “The size and breadth of the shipping industry is reflected in Posidonia. The exhibition is very well organised and the facilities have been able to meet the discerning demands of exhibitors and visitors alike.”

Efthymios Chaldeakis, Commercial Manager, Setel Hellas S.A. said: “Visitor numbers during the first day was very satisfactory. The organisation was once again superb and the service level is in par with the quality associated with Posidonia. We would like to see the exhibition returning to Piraeus soon.”



Posidonia 2008 sees a sea of ‘green’ initiatives

Shipping steps up CO2 reduction drive as the world marks international environment day


With tomorrow’s World Environment Day high on the corporate social responsibility agenda of governments, companies and NGO’s from around the globe, ‘green’ business took centre stage at Posidonia 2008 today as the global maritime community is intensifying its efforts to further reduce its impact on sea and air pollution.

“While shipping’s CO2 footprint is a meagre 4.11 per cent of total emissions despite being accountable for a massive 90 per cent of the transportation of goods and raw materials worldwide, the industry continues to introduce innovative technologies and reinvent business practices in a joint effort to help protect the environment,” said Themistocles Vokos, Chairman, Posidonia Exhibitions S.A. the organiser of the world’s biggest and most international maritime event being held at the Hellenikon Exhibition Centre (HEC) from June 2 – 6. “We are extremely honoured to see the large number of Posidonia 2008 exhibitors showcasing their systems and technology designed to protect the environment.”

Classification societies, ship yards, software providers, marine lubricants suppliers, water treatment specialists and pollution control experts are just some of the sectors which have launched environmentally-friendly initiatives at this year’s Posidonia as the industry is now well aware of the increasing evidence of significant cost savings generated through the effective implementation of environmentally-friendly innovations.

According to Lloyd’s Register, a cargo ship over 8,000 dwt comparatively consumes eight times less fuel than a midsize truck, a proof point that shipping remains the most efficient, environmentally friendly, and often the only, means of moving freight.

“The next ten years will see further technological changes in energy conservation and emissions control. Large financial savings are possible if the available proven technologies can be brought into service,” said Nicholas Brown, Marine Communications Manager, Lloyd’s Register.

The UK-headquartered classification society used Posidonia 2008 as the launch pad for a shipping industry specific guide for the ISO 14001 environmental management standard to enable ship operators establish and implement effective environmental management systems. The pack provides a pragmatic management tool to measure, manage demonstrate and improve environmental performance.

And Germanischer Lloyd will present tomorrow (June 5th) its innovative CO2 Index for Shipping, a groundbreaking tool, which according to executive board member Hermann Klein “it is designed to put environmental protection into practice.”

Despite shipping’s relatively low contribution to greenhouse emissions, ships have become the single biggest source of Sulphur dioxide (SO2) in the European Union. According to Posidonia exhibitor BMT SeaTech Ltd, monitoring a vessel’s current performance trend over time is essential for the operator in order to improve fuel efficiency and consequently reduce emissions. At Posidonia 2008, BMT unveiled its SMART Power tool, a system that continuously records ship speed, fuel consumption, shaft power torque and engine RPM together with navigational and environmental parameters in order to present performance trends over time.

Posidonia also saw the launch of a new environmental charity for shipping, Greenwave, the brainchild of Greek ship manager Costas Apodiacos. Having only recently been granted UK charity status, the organisation commenced its research and development activities eighteen months ago. According to Greenwave, extensive wind tunnel tests in New Zealand and tank tests at the UK’s Solent University have demonstrated significant savings through the improvement of above-deck aerodynamics. By the end of the year Greenwave will launch its first solutions designed to reduce fossil fuel consumption and emissions by 15 percent.

Today also saw the ceremony of the Green Award Certification which was given to Aegean Bulk for its Afovos dry bulk carrier. It is the first time a vessel of this type wins the accolade in the scheme’s 14 year history. The event was held at the Posidonia stand of Norwegian classification society Det Norske Veritas (DNV).

People in Greek shipping are becoming increasingly aware on environmental issues and are joining hands with the international maritime community in addressing the environmental challenges facing our planet. This year’s motto of the Hellenic Marine Environment Protection Association (HELMEPA) campaign is ‘Let’s change habits…not the climate’ because improving our environmental conduct is essential for future generations,” said Constantinos Triantafillou, Information Manager, HELMEPA.



Koreans announce deals as China and Japan meet Greek shipowners

Posidonia 2008 exhibitors in upbeat mood as show sees record trade visitors’ number


Asian shipbuilders have demonstrated their muscle in this year’s Posidonia shipping exhibition which today saw the traditional biennial group visit of the Union of Greek Shipowners (UGS) headed by President Nicos Efthymiou. As a strong UGS delegation toured the show’s 525 stands and 21 national pavilions, new business activities on the exhibition floor reached fever pitch with Korea signing orders for 34 ships worth in excess of US$ 5 billion.

While the Koreans declined to reveal further details, China’s Shipbuilding Trading Co., Ltd (CSSC) through its Director of Administration Department, Mr Cao Minghua revealed that the company has held talks with one of Greece’s biggest shipowners, John Aggelikousis, who heads Kristen Navigation, Anangel Maritime and Maran Gas commanding a total portfolio of 60 vessels. No further details were made available.

Greek shipowners also showed a strong interest to meet with the Japanese delegation and they turned up in big numbers at Japan’s official Posidonia reception last night. Captain P.N. Tsakos was among the guests at the InterContinental hotel and high ranking officials from Samos Shipping Company, Goulandris Maritime Inc. and Themamaris were also sighted. “We are very eager to build stronger relations with the Greek shipowning community and tonight’s gathering is the ideal platform to promote Japan’s significant shipbuilding potential,” said Hiroyuki Noda, Acting Manager, Sumitomo Heavy Industries (SHI).

“Once again, Posidonia has lived up to its reputation as a business-clinching forum for the global maritime industry,” said Themistocles Vokos, Chairman, Posidonia Exhbitions S.A. the event’s organiser. “Shipping is a major driver of the global economy and Greece’s shipowning community is the captain of this industry. Posidonia is simply the common denominator linking suppliers to buyers and connecting the world’s seafaring nations in a biennial B2B forum.”

Posidonia 2008 is expected to set a new visitors record as more than 10,000 shipping professionals have already walked the exhibition’s floor in the first two days of the show which this year hosts 1,710 exhibitors and extends to 28,100 square metres at the Hellenikon Exhibition Centre (HEC). The exhibition closes tomorrow (Friday June 6th).



IMO sole body to shape shipping environmental policy says UGS

Posidonia 2008 closes on a high note with new visitor number record


Greek shipowners have reinstated their intention to follow the directives of the International Maritime Organisation (IMO) on issues pertaining to environmental regulations and have emphasized their decision to work hard so that any new policy will be fully embraced by the global maritime community.

The IMO should be the sole body authorized to dictate environmental policies for the shipping industry which will be adhered by Greek shipowners, according to the Union of Greek Shipowners (UGS), who represent 17 per cent of the global marine sector.

Speaking at a press conference during the final day of Posidonia 2008, the world’s biggest shipping trade event held in Athens every two years, UGS President Nicos Efthymiou said that Greek shipowners would wholeheartedly support any IMO initiative designed to curb the industry’s CO2 footprint.

“THE CO2 footprint of shipping is by far smaller than any other sector in the transportation industry, yet we are determined to contribute anything we can in order to identify solutions capable to further help the environment for the future generations. We want solutions which will reduce our emissions, but solutions which will be universally accepted and implemented. We don’t want solutions that will force only certain countries or regions to adopt them because that would create unfair competition. We believe that only the IMO can introduce solutions that will be immediately applicable and won’t interfere with international trade norms,” said Efthymiou.

Efthymiou also said that the UGS is about to launch an educational campaign aimed at attracting young Greeks to seek employment opportunities in shipping. “There are not enough Greek officers to man the rapidly expanding Greek-owned fleet and this campaign is designed to highlight the benefits of our industry and way of life as a means to make it more appealing to the new generation. In the last 18 months, 127 vessels have joined our fleet but the number would have been higher, if we had a capable number of Greek officers to man them. Without Greek officers, we will lose our know-how, expertise and eventually our traditional love for the sea. Our friends from the Far East would stand to benefit from this development because their shipping industry is blossoming through continuous investments in education and training,” said Efthymiou.

Posidonia 2008 closes today (Friday June 6th), having seen a historic record of 17,000 visitors during the show’s first three days. The number was expected to exceed the 18,000 mark on the final day. According to Themistocles Vokos, Chairman, Posidonia Exhibitions S.A. the organiser of the event, Posidonia week has contributed around 55 million Euro to the local economies of Athens and Piraeus with the hospitality, catering and tourism sectors being the main beneficiaries of the windfall.

“We have already started receiving booking requests for the next event,” said Vokos who added that the Greek authorities have yet to work out a solution or a plan to develop an appropriate exhibition centre for the massive event, the biggest and most international of its kind worldwide. “We want to return to Piraeus but the city needs the necessary infrastructure in order to host such a premier exhibition. We hope that by the end of this year we will know where the 22nd edition of Posidonia will be held.”



And the website for Greenwave (Greenwave), the environmental charity for shipping, the brainchild of Costas Apodiacos.

Greece and Cyprus should do everything possible to attract fleet owners and build on this success.

Turkey should be penalized severly by the EU for not allowing Cypriot vessels to port there. Enough is enough!

Na enimeroso ta agapita meli...oti exo dimiourgisei thread gia tin elliniki naftilia sto Skyscrapercity maritime....

Tha xeromoun oles aftes oi plirofories na ginontan gnostes ......i pleiopsifia ton asiaton den xeroun tis naftialiakes sxeseis ton oikonomion tous me tin Ellada...
Enimeroste tous!!!::

1821 pardon me...i use some infos on this thread...thanks!!



THREAD OF GREEK MARITIME
http://www.skyscrapercity.com/showthread.php?t=541070

The competition in the global shipping industry in 2009 has evolved to a game for two. Within the first five months of 2009, China and Greece fought for the first place leaving Norway far behind .

Particularly China until mid-May, purchased a total of 66 ships of which 62 are cargo ships and four tankers,while Greece bought 64 ships of which 48 are cargo ships, 14 tankers and two container ships.

In third place are Norway and Indonesia with 10 ships each.

Specifically, the Greek shipowners have paid for the purchase of 64 ships the amount 944.4 million dollars, of which 723.7 million dollars for the purchase of cargo ships, 209.1 million dollars for tankers and 11.5 million dollars for the containerships.

China spent 695.3 million dollars, of which 646.8 million dollars for cargo ships and 48.5 million dollars for tankers.

Norway has invested in third place 341.3 million dollars of which 32 million for cargo ships, 271 million for tankers and 38 million freezer ships..

In fourth place in the U.S. with 278.8 million dollars, of which 2.6 million were provided for the purchase of Cargo Ship and 276.2 million for tankers.

http://www.protothema.gr/content.php?id=33489

Is there any news regarding the port expansion in Piraeus by COSCO?
If I remember correctly the deal was signed last year and was meant to involve the expansion of the terminals and facilities.

at Seprember Cosco will really take charge in the port...thats the official
at the same time also Deuchte Telekom will take charge in OTE also..
and last..at September Olympic Air will officially start with the new boss,under Mig..
lots of things E?

Indeed. Hopefully all go smoothly.
Is the COSCO deal permanent, or 30 years? I think I read that they had done a 1 billion deal for 30 years. Does that mean they will manage the port for 30 years, or was the 30 year deal the time frame for the expansion(hope not)?

Marine police get first patrol boat from Greece
30 May 2009, 0308 hrs IST, TNN

CHENNAI: Setting in motion the project to enhance coastal security, the Centre has allocated the first patrol boat to the Coastal Security Group
in Tamil Nadu. The 12-tonner boat made in Greece, first in the batch of 12 ordered for the 12 marine police stations in the state, reached Chennai port on Friday.

This state-of-the art, high-speed patrolling boat will be commissioned to any one of the marine police stations in due course. According to sources in the state police, the boat can pick up a speed of more than 140 nautical miles per hour (260 km per hour) and can carry up to 10 persons on board. The boat with dual jet engine costs Rs 2.3 crore and comes with a sophisticated GPS, a radar, a powerful search light and binoculars.

However, the boat has no weapon fixed on board. "The marine police will carry suitable weapons. The boat with its powerful equipment will make search and chase easier for the marine policemen. It can outperform any small vessel with its high speed and superb maneuverability. We are now training retired Navy and Coast Guard personnel for operation and maintenance of these boats a senior police official said.

He said each marine police station in the state would have two patrol boats, an imported 12-tonner and a five-tonner built in a ship building facility in Kolkata. The next boat from Greece is expected to reach the country in three months. The coastal Security Group will man these police stations and will co-ordinate with the Navy and Coast Guard in coastal surveillance and security.

http://timesofindia.indiatimes.com/Chennai/Marine-police-get-first-patrol-boat-from-Greece/articleshow/4595387.cms

Something of interest I found while browsing..who knew!

Chennai, India hah??? Awesome... Who knew indeed!!!

*


... a twelve ton boat doing 260 km per hour. Is that all? - a canoe can go faster than that.


I suppose the more third world the country the greater the bullshit printed by its media. (what a difference one little zero can make)




*

^^
Are you serious???

http://timesofindia.indiatimes.com/Chennai/Marine-police-get-first-patrol-boat-from-Greece/articleshow/4595387.cms

Something of interest I found while browsing..who knew!

Who is building these ships? Neorion Shipyards?

I think they are talking about this or something similar:

http://i188.photobucket.com/albums/z222/Ares_K_album/ggg.jpg

WATERJETS:
Twin Hamilton Jet Model HM422

WATERJET CONTROLS:
Hamilton Jet type HYRC

ENGINES:
Twin MTU V12 diesels,
Model 12V 2000 M90, each
993kW (1330hp) @ 2300rpm

max speed 48 knots

DESIGNER/BUILDER:
Motomarine S.A.
Athens, Greece

Somebody in that site got over excited and added a "1".

I think you are right, it was Motomarine who built the boats for India.

Here is the link to their site, Motomarine (http://www.motomarine.gr/)

*


... a twelve ton boat doing 260 km per hour. Is that all? - a canoe can go faster than that.


I suppose the more third world the country the greater the bullshit printed by its media. (what a difference one little zero can make)




*


i suppose it's the first time you ever saw a problem with local press......especially in greece.

this third country though, can most likely buy your whole city to be honest if not more.

I found an interesting plan for the expansion of Igoumenitsa port, here's a picture of how the port looks today:

http://i731.photobucket.com/albums/ww320/daydreamer123_photos/Picture2.png

And here how it will be at the end of the works:

http://www.olig.gr/userfiles/image/f_b/b.jpg

mia erwthsh. prin th blue star poia etairia exyphretouse ta dwdekanhsa?

I found this aktiv Ship Tracking Map!
Nice in English, Greek, Polish and bulgarian Language!

http://www.shiptracking.eu/

Now i look the aktiv Map on Greece, oooooo too much Ship travel in Aegean See!
Nice you can see the information about the ships,
Destination, course, speed, ship type etc....
This was the best side on world wide web about ship travel what i found... ;-)

Does anybody know where the Aeolos Kenteris is right now?(ex- Red Sea 1)
http://i41.tinypic.com/20pwz9u.jpg
And do you have some photos of the European Express(NEL Lines)?

Last time I traveled with the Aiolos Kenderis was when I was going to Chios island.

Greek ship purchases outpace Chinese in first half


Greek shipping companies have spent more than US$5.5 billion in acquiring vessels so far this year, outpacing additions among their Chinese peers, as prices in the dry-bulk market remain high, according to the N. Cotzias Shipping Group. Piraeus-based shipbroker Cotzias said that in the January-June period, Greek interests purchased 166 vessels for transporting dry and wet cargo, versus 135 bought by the Chinese for $2.2 billion. As a result, the Greek fleet’s carrying capacity rose by 11.7 million deadweight tons (dwt) while that of its Chinese counterpart grew by 9.5 million dwt. ‘Ship prices in the dry-bulk market are still very high. Despite a six-week constant fall in the dry-bulk indices and rates, most ships are looking for cargoes that are just not there. We are still seeing very expensive prices compared with a year ago,’ the shipbrokerage said in its June report.
http://www.ekathimerini.com/4dcgi/_w_articles_economy_1_06/07/2010_118182

ante na ksipnisoun kai na steiloun ton proastiako sto lavrio.....ayto to limani einai poli simandiko.:bash:

Tο νέο «Highspeed 6» της HSW στα Κυκλάδες

Στη μάχη του ανταγωνισμού στις Κυκλάδες ρίχνει από σήμερα η Hellenic Seaways το υπερσύγχρονο επιβατηγό-οχηματαγωγό ταχύπλοο πλοίο «Highspeed 6» και ειδικότερα σε δύο νέα δρομολόγια από και προς:
• Πειραιά-Ίο-Σαντορίνη
• Πειραιά-Σέριφο-Σίφνο-Μήλο.

Το νέο «Highspeed 6» είναι το 2ο πλοίο για φέτος, που έρχεται να ανανεώσει τον στόλο της Hellenic Seaways. Στο πλαίσιο της επιτυχούς υλοποίησης του επενδυτικού της πλάνου, η Hellenic Seaways, προχώρησε στην απόκτηση του 11ου από το 2005 πλοίου, έχοντας στόχο να ενδυναμώσει την παρουσία της στον χώρο της ακτοπλοΐας, καθώς και να αναβαθμίσει τις υπηρεσίες της.

Το «Highspeed 6» έχει μήκος 96 μέτρα και ταξιδεύει με ταχύτητα 40 κόμβων έχοντας τη δυνατότητα να μεταφέρει 946 επιβάτες και 260 οχήματα. Διαθέτει 670 υπερσύγχρονα αναπαυτικά καθίσματα στην οικονομική θέση, 112 στην Business Class και 164 VIP θέσεις.

Σε ανακοίνωσή της η εταιρεία επισημαίνει:

"Βάζοντας πλώρη για δημοφιλείς προορισμούς των Κυκλάδων, το «Highspeed 6», μας πηγαίνει στην ξακουστή Ίο και τη μαγευτική Σαντορίνη αναχωρώντας από το λιμάνι του Πειραιά κάθε πρωί στις 7:10, ενώ κάθε απόγευμα στις 18:15 μας μεταφέρει από τον Πειραιά στην πανέμορφη Σέριφο, την γραφική Σίφνο και την ρομαντική Μήλο.

Το «Highspeed 6», διαθέτοντας τις πιο εξελιγμένες τεχνολογικές υποδομές, μειώνει το χρόνο ταξιδίου στα νησιά των Κυκλάδων, μας προσφέρει μοναδική άνεση και πολυτέλεια μετατρέποντας το ταξίδι μας σε μια ευχάριστη εμπειρία, ενώ παράλληλα συμβάλλει καθοριστικά στην προώθηση του τουρισμού στα πανέμορφα νησιά μας.

Η Hellenic Seaways αποτελεί τη μεγαλύτερη, σύμφωνα με τον αριθμό των πλοίων ακτοπλοϊκή εταιρεία της Ελλάδας, με στόλο 32 συμβατικών και ταχύπλοων πλοίων που εξυπηρετούν 36 προορισμούς σε Κυκλάδες, ΒΑ Αιγαίο, Σποράδες, Σαρωνικό, Δωδεκάνησα και Κρήτη. Πάγια δέσμευσή της είναι η συνέπεια και η υπευθυνότητα απέναντι στο επιβατικό κοινό, καθώς φροντίζει να προσφέρει άψογη εξυπηρέτηση και εξαιρετικής ποιότητας υπηρεσίες στους ταξιδιώτες, που την επιλέγουν, πάντα με σεβασμό στις ανάγκες τους και με το πιο ζεστό χαμόγελο των ανθρώπων της".

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