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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.
 

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Discussion Starter · #2 · (Edited)
Attica Shipping Group

Superfast Ferries

Blue Star Ferries






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


Superfast breaking the ice in the baltic sea


Blue Star Naxos , in the Aegean Sea


Superfasts at the port of Patras


Superfast departing from Zeebrugge.


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









Blue Star Paros

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






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





 

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Discussion Starter · #3 ·

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.
 

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Discussion Starter · #4 ·
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.
 

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MINOAN LINES

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

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http://www.anek.gr/

ANEK LINES



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.

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Hellenic Center for Marine Research

ΕΛΛΗΝΙΚΟ ΚΕΝΤΡΟ ΘΑΛΑΣΣΙΩΝ ΕΡΕΥΝΩΝ

HELLENIC CENTER FOR MARINE RESEARCH


History

In Greece, the sea has always been a source of interest as well as of resources, ever since ancient Minoan times, as can be seen from the murals and frescoes in Santorini and the palace at Knossos, the recorded teachings of the Ionian Philosophers and the scientific writings of the great philosopher Aristotle. This interest has remained alive and fresh to this very day.

In 1945, after the second World War, the Hellenic Hydrobiological Institute of the Academy of Athens was founded in Pireas, incorporating the Hydrobiological Station in Rhodes (Reale Istituto di Ricerche Biologiche) which had been set up by the Italians during their occupation of the Dodecanese. In the same year the small vessel GLAUKI was refitted as a research vessel and in 1946 the three first Greek oceanographic cruises were carried out. However, in 1948 the R/V GLAUKI was replaced by the R/V HALCYON.

In 1965 the Hydrobiological Institute of the Academy of Athens was amalgamated with the Laboratory of Fisheries Studies, forming a new body, the Institute of Oceanographic and Fisheries Research (IOFR), which became fully functional in 1970. Fifteen years later, in 1985, as a result of new research legislation (law 1514), the National Centre of Marine Research (NCMR) came into existence. The latter organisation had evolved from the previous one (IOFR) although it was now a public sector organisation under the jurisdiction of the General Secretariat of Research and Technology, part of the Ministry of Industry, Energy and Technology (now the Ministry of Development). The NCMR thus became the main vehicle of marine research in Greece. During the same year, 1985, the ocean-going R/V AEGAEO was built in Chalkida, purpose-built for carrying out marine research.

In 1987, further progress was made with the establishment of the Institute of Marine Biology of Crete (IMBC) in Heraklion, Crete. IMBC rapidly developed into an internationally known marine science institute with its successful promotion of research in the fields of marine biology, fisheries and aquaculture. IMBC’s R/V PHILIA, also purpose-built, played an important role in the research undertaken as despite its small size, it can cover large parts of the Eastern Mediterranean, including the coastal areas.

The integration of NCMR and IMBC took place on June 3, 2003 , consequent upon enactment of Presidential decree (law 2919/25.6.2001). The new organisation, a public sector body operating under public sector regulations, is called the Hellenic Centre of Marine Research (HCMR)


The Hellenic Centre for Marine Research (HCMR) was set up as a single institution in order to integrate government-funded marine science research in Greece.
The present structure HCMR has five institutes, which carry out research into specific thematic areas.

* Institute of Oceanography
* Institute of Aquaculture
* Institute of Marine Biological Resources
* Institute of Inland Waters
* Institute of Marine Biology and Genetics


It enjoys top-level scientific support from its two research vessels, the RV AEGAEON and RV PHILIA, its state-of-the-art 2-man submersible THETIS as well as two deepwater ROVs, named the MAX ROVER and the SUPER ACHILLES.

HCMR is also responsible for the Rhodes Aquarium and the soon-to-be completed Aquarium in Crete.


RESEARCH VESSEL AEGAEON





The 62m Research Vessel AEGAEO was refitted in 1997 and now comprises a completely modernized floating laboratory,equipped with all the state of the art instruments necessary for ELKETHE's valuable research work, which ranges from the geophysical exploration of the sea floor, to environmental monitoring.


THETIS



This twin-seat submersible was built by the French company COMEX for the Greek National Centre of Marine Research (NCMR). It is quite similar to the DR1002 with a large acrylic sphere hosting the pilot and an observer. The Remora 2000 is also described as a "sub-sea helicopter" due to the exceptional performance of her five thrusters (hosted in 450 mm diameter nozzles) and to her computer-controlled hydraulic propulsion system. The latter is an evolved electronic system which controls all the parameters of navigation and is also responsible for the energy management. The submersible has a very user-friendly piloting system, through the use of a simple joystick, which enables a single-hand control of all the important functions needed for diving. Safety features include a 105kg drop weight and two inflatable "buoyancy collars" that make the submersible unsinkable, even if the sphere is filled with water. External lighting consists of four quartz halogen searchlights and two high-power searchlights. The Remora 2000 is also fitted with a remote-controlled arm and a complex system of TV cameras and sonar:
bullet high resolution 725 kHz scanning sonar
bullet scanning profiler
bullet high resolution and sensitivity color video camera
bullet very high sensitivity B/W camera
bullet rear-view color video camera for increased safety during the exploration of wrecks
bullet video recorder


The submersible owned by the NCMR is named Thetis and operates in tandem with the Centre's research vessel Aegaeo . She hosts 18 scientists and 22 crew and is fitted with modern scientific equipment. The Thetis dived to the Britannic in 2001 under the command of Kostas Thoctarides, a well-known commercial diver. The observer was Giorgos Avgeropoulos , a TV-reporter from the Greek channel ALPHA. The purpose of the dive was mainly to test some new equipment installed on the submersible but Avgeropoulos found the chance to film many parts of the wreck. The footage was broadcasted by ALPHA some days later.
 

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Discussion Starter · #8 ·
HCMR operates 2 aquaria at the moment (2005)
The two international standard aquaria operating under the HCMR umbrella have a major role in its mission to stimulate interest in, and to develop and spread knowledge about the marine environment and in particular to promote knowledge concerning the Eastern Mediterranean.

The Hydrobiological Station of Rhodes was first constructed by the Italians in 1936, and has operated as an Aquarium/Museum and Research Station under its present name since 1963. Formerly part of the National Centre for Marine Science, it now operates as one of the arms of the HCMR.

Entrance of the aquarium of Rhodes




There is also a completely new aquarium under construction in Crete, in a location which combines recreation and science, as part of the marine centre site now named Thalassocosmos.
The Cretaquarium that will be the first of its type in the Eastern Mediterranean and the largest in the balkans is expected to be a major tourist attraction.






The CretAquarium is part of the building complex “Thalassocosmos” of HCMR of Crete, located within the old American Base of Gournes 15 km from Heraklion city. The aquarium together with the modern facilities of the Institute of Marine Biology & Genetics and the Institute of Aquaculture make “Thalassocosmos” a unique park whose focus is on science, education, culture and recreation and whose goal is to promote, share and spread knowledge concerning the marine environment

The CretAquarium is comprised of 32 tanks of a total capacity of 1.600.000 liters of sea water that will house 4.000 Mediterranean organisms, while 2 of the tanks will focus on the Lessepsian migrants from the Red Sea. Fifty viewing points will allow the visitors to observe the living creatures of the sea and their habits, while special monitors will point out the small organisms, invisible to the naked eye.

The aquarium will be able to accommodate at least 250.000 visitors per year while the duration of the visit is expected to last for approximately 1.5 hour. Analytical information for every thematic section and its organisms will be displayed in a variety of ways using interpretive graphics, interactive techniques and modern multimedia equipment. Additional educational interactive games and simulations focused on different components and phenomena of the marine environment will allow all visitors independent of age to become part of the show while at the same time providing them with a memorable learning experience.

Underlining the relationship between humans and the sea, the CretAquarium aims at reaching out and introducing its visitors to the wonderful world of the sea from which life on our planet evolved and on which all land ecosystems still depend. CretAquarium and “Thalassocosmos” in general will undoubtedly contribute to this realization by providing its knowledge and sharing it with the public through the aquarium while encouraging its visitors to become aware, sensitive and active on issues concerning the marine world.

The size of the aquarium

10,000m2 of parking space
10,000m2 of surrounding area
1,600m2 of exhibition area
2,600m2 of technical support / backstage area
32 Tanks with 50 viewing points
3 - 900m3 volume of tanks (average approx. 73m3)
1,600,000 liters of sea water
300m2 of transparent surfaces
4,000 marine organisms
Duration of the visit – approximately 1.5 hour
A multipurpose room of 150 people
Restaurant and Gift shop
Children’s play and activity room
75% financing from EFTA
25% financing from Greek government
Potential load of 250,000 visitors per year
Anticipated visitors 180.000 per year
 

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Discussion Starter · #10 ·
Istanbullu said:
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)


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)
 

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



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.


 

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Skaros said:
Istanbullu from what i know there are some flying dolphins between Bodrum and Kos (BODRUM EXPRESS)


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. :)
 

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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.
 

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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.
 

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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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Discussion Starter · #17 · (Edited)
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Discussion Starter · #19 ·
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.
 

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Discussion Starter · #20 ·
Minoan Lines highspeed entering the port of Patras
 
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