ruben.maritime

 Mr. Igor Ponomarev, Permanent Representative of the Russian Federation to IMO and Chairman of the Maritime Safety Committee (MSC) has died suddenly at the age of 41.

IMO Secretary-General Mr. Efthimios E. Mitropoulos expressed his deep sadness and shock at the news.

"I would like to express my sincerest condolences and those of the entire IMO membership and staff to Mr. Ponomarev's family," Mr. Mitropoulos said. "Igor was a great friend and a highly talented young man who had all the necessary background, depth of knowledge, courage and wisdom to take on the challenges and the enormous responsibility of chairing the most senior technical Committee of IMO. We have all been shocked at the devastating news of the unexpected, untimely, unfair and unjust loss of a friend and colleague, whose short life was entirely dedicated to his family and to shipping, of which he was a committed, tireless servant. He will be hugely missed by his family, friends and the whole international shipping community."

Mr. Ponomarev had been closely involved with the development of the Russian Federation's participation in IMO's activities since 1993 and chaired various working and drafting groups, including the MSC Working Groups on Tanker Safety and Bulk Carrier Safety from 1999 to 2002.

Designated as the Permanent Representative of the Russian Federation to IMO in 2003, Mr. Ponomarev was Chairman of the Sub-Committee on Ship Design and Equipment (DE) from 2003 to 2005. During his tenure as chair of that Sub-Committee, he successfully oversaw complex technical issues including the revision of IMO Assembly resolution A.744(18) on the Guidelines on the enhanced programme of inspections during surveys of bulk carriers and oil tankers, as well as that of SOLAS chapter XII, which provides additional safety measures for bulk carriers.

Mr. Ponomarev also chaired the Technical Committee of IMO's 24th Assembly at the end of 2005.

Elected Chairman of the MSC by acclamation in 2005, Mr. Ponomarev chaired his first MSC session in May this year. He was due to chair the MSC's 82nd session, which is to be held in Istanbul, Turkey from 29 November to 8 December.

"When closing MSC 81 last May," Mr. Mitropoulos recalled, "I paid special tribute to Igor for his determination and patience in achieving consensus in all of the Committee's decisions, in his usual affable and efficient manner. His great sense of humour and integrity, combined with leadership, professionalism and technical knowledge, are all qualities that will ensure his memory is cherished by all."

Background
Mr. Ponomarev graduated from St. Petersburg State Maritime Technical University as a naval architect and joined the Russian Maritime Register of Shipping (RS) in 1988, where he served first as a Senior Surveyor, then as Principal Surveyor/Co-ordinator for IMO-related activities, later as Head of the International Department and, subsequently, from 1999 to 2003, as Vice Director-General of RS.

Mr. Ponomarev was also a Member of the Council of the International Association of Classification Societies (IACS) and served as its Chairman from 2001 to 2002.

We were very fond of each other. Rest in peace, my friend.

PARIS 25 October – An agreement during last week’s IMO legal committee meeting in France could help clear the path for ratification of the Athens Convention 2002 protocols. When ratified, the protocols would set strict cruise operator liabilities of roughly $375,000 per passenger per incident (plus an additional $200,000/passenger in negligence liabilities) and allow plaintiffs to seek redress from both ship owners and insurers, thus requiring a ‘certificate of insurance’ from P&I clubs. “The problem was that P&I clubs couldn’t provide certificates of insurance for terrorism or war risk, leaving operators with potential uninsured liabilities of close to a billion dollars per ship per incident,” International Council of Cruise Lines (ICCL) president Michael Crye told Fairplay. The first component of a solution came in April, when UK-based insurance broker Marsh agreed to provide cruise operators certificates of insurance for up to $500M/vessel/incident at a price of around $0.10/passenger/day to cover terrorism and war risk. The second component came at the IMO meeting last week in Paris, where it was agreed that signatories could ratify the 2002 protocols ‘by reservation’, agreeing to a reservation that limits shipowner liability for terrorism to $500M/vessel/incident. “Hopefully,” said Crye, “P&I clubs could provide certificates of insurance for non-war-risk and non-terrorism cover”, complementing the Marsh cover. “This provides a way forward, allowing shipowner liability to be linked to insurability,” said Crye, characterising the breakthrough as a compromise, not a victory.

Monday, October 16, 2006
Cruise ships and ferry boats need more protection against terrorist attacks that could kill and injure many passengers and cause serious financial losses, according to a new RAND Corporation report.

“Attacks on cruise ships and ferry boats would meet the interrelated requirements of visibility, destruction and disruption that drive transnational terrorism in the contemporary era,” said Peter Chalk, one of the report's co-authors. “Recognizing this is essential to any comprehensive regime of maritime security.”

The report concludes it is not adequate to base maritime counterterrorism efforts only on increasing port security and the security of cargo container ships, rail cars and trucks that transport goods into and out of United States ports.

“Focusing solely on securing the container supply chain without defending other parts of the maritime environment is like bolting down the front door of a house and leaving the back door wide open,” said Henry Willis, a RAND researcher and a co-author of the report.

The study by RAND, a nonprofit research organization, also says a maritime terrorist attack is likely to create complicated liability issues that will slow efforts to compensate victims of an attack.

“We need to examine closely the challenges that a maritime attack would create for our civil justice system,” said Michael Greenberg, another of the report's authors. “Tort liability is supposed to compensate victims while providing appropriate security incentives for firms. But ambiguous liability standards in the maritime terrorism context raise the prospect that the civil justice system may neither be effective as a compensation mechanism, nor in generating clear incentives for the private sector.”

The report, titled “Maritime and Terrorism: Risk and Liability,” was produced by the RAND Center for Terrorism Risk Management Policy.

RAND researchers prepared the report by considering different types of terrorist attacks that could strike maritime activities. The authors assessed each scenario for its likelihood, its potential impact on the loss of life, and the potential economic impacts. They also considered the likely application of civil liability in the aftermath of different attacks.

Researchers point out that their review of more than 30 years of terrorist activity shows that less than 2 percent of international terrorist attacks have hit maritime targets. Historically, this is because it has been difficult to successfully carry out maritime terrorist attacks and because such attacks have rarely caused the large loss of life or generated the heavy news coverage that terrorists seek, the study says.

The report acknowledges that the contemporary relevance of these factors is in a state of flux but that relative prioritization of risks in the maritime domain remains underdeveloped.

The largest maritime disaster would involve the detonation of a nuclear device smuggled through a major domestic port inside a shipping container. However, the report stresses that the likelihood of such an event occurring is far lower than for other types of attacks.

Though considerably less catastrophic than worst-case scenario, the report argues that attacks on passenger ferries or cruise ships would be more probable. These attacks might involve on-board bombs or biological contaminants inserted into the food supply, according to researchers.

The report highlights several findings and recommendations that have relevance for understanding the evolving nature of maritime terrorism and addressing potential attacks that might occur.

The study says:
Reducing the risk of an atomic device being smuggled into a U.S. port is a priority, though increasing attention to the control of nuclear weapons and materials may be more important than inspecting containers. Policies must balance the need for reducing the risk with the need to keep shipping open.
There is no observable evidence that terrorists and piracy syndicates are collaborating to attack maritime targets. In fact, their motivations and overall objectives are frequently in conflict.
The potential economic impact of a maritime terrorism incident could be reduced by improving procedures to reopen ports and restore container shipping systems that might be shut down following a terrorist attack or natural disaster.
There is little prospect of terrorists successfully blocking a shipping lane by sinking a ship. Such an attack would not achieve terrorists' desire for maximum public attention through inflicted loss of life, and modern hull design makes it difficult to sink a ship. In addition, if an obstruction were created in a critical shipping channel it could be cleared quickly.
Because cruise liners and ferries must allow passengers to move freely, security improvements should focus on developing more stringent and effective means for screening passengers, crew and luggage.
Negligence liability for maritime terrorist attacks creates a likelihood that firms will be held financially responsible for harm to victims. But ambiguity regarding whether specific attacks are foreseeable, and regarding the steps required to prevent attacks, may undermine the effectiveness of the justice system in setting meaningful incentives for the private sector.

 ARLINGTON, Virginia 24 October – A new study by “non-profit think-tank” RAND Corp argues that terrorism attacks on cruise and ferry vessels are more likely than incidents involving container vessels, thus more attention must be paid by policymakers to defending the passenger sector. “Attacks on cruise ships and ferry boats would meet the interrelated requirements of visibility, destruction and disruption that drive contemporary trans-national terrorism,” RAND’s Peter Chalk maintains, suggesting that the current focus on container supply-chain security has taken the spotlight off the more likely threat. RAND agreed that the worst-case scenario in maritime terrorism was a detonation of nuclear device smuggled through a major port inside a shipping container, but said that the likelihood of such an attack is “far lower” than the passenger-vessel scenario. On the container front, RAND said that pervasive checks on containers moving through the supply chain “is impractical and imperfect”, arguing instead that policymakers should focus on control of nuclear weapons and materials at the point of origin and “planning to facilitate the restart of ports and container shipping systems” following an attack. Commenting on other potential commercial shipping threats, RAND said that there is little prospect of terrorists attempting to block a shipping lane by sinking a ship, because it would “not achieve terrorists’ desire for maximum public attention through inflicted loss of life”. Furthermore, the group says that “there is no observable evidence that terrorists and piracy syndicates are collaborating to attack marine targets”, noting that “their motivations and overall objectives are frequently in conflict”. Overall, in the light of terrorism motivations, RAND maintains that passenger shipping is the most likely maritime target, with attack modes potentially including ramming assaults involving improvised explosive devices, standoff artillery assaults and biological attacks through contamination of food and water supply. To better protect passenger shipping, RAND proposes “improving security measures at ports for passengers and luggage, and implementing rigorous procedures for documenting crew and staff”. RAND further proposes that policymakers should review civil liability standards that currently limit liability for passenger vessel owners, because higher liability “creates private-sector incentives for prevention and mitigation efforts”. Asked for comment by Sea Sentinel, the International Council of Cruise Lines (ICCL) issued a statement asserting that “the report released by RAND Corporation does not reflect extensive security measures taken by our lines”. The ICCL cited 100% screening of all carry-on luggage and checked bags, intensified screening of passengers, restricted access to sensitive vessel and terminal areas, dedicated onboard security teams, Coast Guard-established security zones around vessels and screening of ships’ stores. A cruise ship is comparable to a secure building with a 24-hour security building in which access can be strictly enforced, the ICCL affirmed.

Via Fairplay.co.uk

 If 2006 was a middling year in terms of new ship launches, 2007 is proving to be even more so, with only one truly new design and a paltry seven debuts (eight if you count the 680-passenger Royal Princess, which is Swan Hellenic's reconfigured Minerva II, and nine with Norwegian Pearl (which is actually debuting two months ahead of time, which moves its launch from February 2007 to December 2006).

April is the busiest month of 2007 with three new-builds plus Royal Princess hitting the seas.

With the exception of Cunard's Queen Victoria, all of the brand new ships launching in 2007 are copies of ships already at sea -- so the buzz and excitement over anything new and daring could be as stale as yesterday's room service croissant. But cruise line executives know how to add innovative twists to otherwise identical siblings -- so stay tuned.

It's interesting to note that the smallest new-build to launch in 2007 (again, Cunard's Queen Victoria) holds a whopping 2,014 guests. The largest, Royal Caribbean's 160,000-ton Liberty of the Seas, has a passenger capacity of 3,634 -- just like its sister, 2006's Freedom of the Seas.

Aside from Seabourn, which has announced plans to build two new ships, other cruise lines in the luxury sector (Regent Seven Seas Cruises, Silversea, Crystal and Seabourn) have been very quiet about plans for new growth or expansion. Sure we've been hearing whispers for a couple of years now (mergers? new ships?), but there's nothing concrete (except Seabourn) to report for 2007. And we're still hearing rumors about Oceania acquiring yet another R-class ship to add to its successful and beloved fleet of three, but so far rumors are all we have.

On the big ship cruise line front, only Celebrity has announced plans for newly designed ships, but you'll have to wait until 2008 for its first (and bigger-than-big) 118,000-ton, 2,850-guest Solstice-class vessel.

Some of this information will change over the next several months (it always does!), so keep checking back. We'll also post additional facts, figures and other relevant material as soon as it crosses our desks.

Norwegian Cruise Line's Norwegian Pearl

Will Launch In: December 2006

Backstory: Utilizing the platform of its highly popular and successful Dawn/Star duo, this ship, like its sisters Norwegian Jewel and Pride of Hawaii, adds the innovative Courtyard Villas to its already impressive list of suite accommodations.

Quirks and Highlights: Quite apart from the 10 restaurants and 14 bars and lounges this Freestyle ship offers, the newish Courtyard Villas allow for a more exclusive cruise experience without springing for one of the two massive (and exponentially more expensive) Garden Villas. Surrounding a private courtyard pool and filled with goodies like state-of-the-art cappuccino and espresso makers, these 10 suites, like those on 2006's Norwegian Jewel and Pride of Hawaii, are not-quite-budget-busting exquisite digs.

The most quirky addition is the regulation-sized 10-pin bowling lanes found in the sports-themed Bliss (which turns into a dance club at night). Thanks to the marvels of modern cruise ship engineering, the ball should "roll true" except in the wildest of seas.

Itineraries: Pearl will alternate five-night (Western) and nine-night (Southern) Caribbean cruises out of Miami, and in the summer offers roundtrip Alaska cruises from Seattle. In between will be necessary trans-canal repositioning cruises in between that include Panama Canal, Southern Caribbean and Pacific coastal sailings as well. .

Carnival Cruise Lines' Carnival Freedom

Will Launch In: March 2007

Backstory: Carnival Freedom represents the last 110,000-ton, 2,974-passenger Destiny-class behemoth. A relative newcomer to the summer-long European cruising market, Carnival will position Freedom to sail from Civitavecchia (the port for Rome) during the summer; the ship will homeport in Miami starting in November.

Quirks and Highlights: This ship will feature a relatively new Carnival tradition -- the Carnival Seaside Theater (inspired by Princess Cruises' Movies Under the Stars); the big screen (12 ft. high by 22 ft. wide) over the big pool will feature movies, sporting events and concerts. Other than that, this newest "Fun Ship" offers few dazzling innovations (though it will continue with other regularly recent introductions such as bow-to-stern WiFi and a supper club -- but Joe Farcus' (Carnival's designer and ship architect) always-interesting concepts are sure to create some buzz. By the way, the theme for Freedom isn't "freedom" at all, but rather "a journey through the centuries by decade." How the names of the two main dining rooms -- The Chic and The Posh -- fit into that theme is yet to be discovered. Other highlights include a 1970s disco, a 1950s-themed sports bar and a casino inspired by Ancient Babylon.

Itineraries: This is the first Carnival ship to offer a Greek Isles/Turkey itinerary; The European portion includes 12-night Mediterranean and Greek Isles cruises. Carnival Freedom will then move to Miami, where it will sail alternate Eastern and Western seven-night Caribbean itineraries.

Costa Cruises' CostaSerena

Will Launch In: May 2007

Backstory: Piggybacking on the success of CostaConcordia, which debuted in July 2006, Serena will enjoy many of the same attributes, including its size (112,000 tons and 3,004 passengers), the fabulous Samsara spa, and a high ratio of balconied cabins. Using a slightly extended version of Carnival's Destiny-class platform and sharing Carnival's designer, Joe Farcus, this ship will nonetheless have its own imprint, "cruising Italian style," as Costa's tagline suggests.

Quirks and Highlights: Adapting the same technology that Formula One race car drivers use in their own racing simulators, CostaSerena will feature a Grand Prix simulator with "real-time vehicle modeling," including peripheral-vision screens, and accurate braking, accelerating and G-force simulations. CostaSerena also offers the Samsara Suites; these special accomodations, which originated on Concordia, spotlight spa-oriented amenities, from room service cuisine to proximity to the facility itself (via a private staircase).

Itineraries: CostaSerena will begin its service sailing seven-night cruises from Venice to Eastern Mediterranean ports of call such as Dubrovnik, Istanbul and Katakolon.

Princess Cruises' Emerald Princess

Will Launch In: April 2007

Backstory: This ship follows its closest sister -- Crown Princess -- in ambience and orientation. We know that the 116,000-ton, 3,110-passenger Emerald Princess will, like Crown Princess, featured already-classic attributes such as a casual lobby-level wine bar, an international coffee and pastry cafe, and a sunny/shady adults-only retreat (the Sanctuary) located forward on the Sports Deck.

Quirks and Highlights: The spa has been enhanced and expanded, the lobby/atrium area, known here as the Italy-inspired Piazza, features fabulous (and often wacky) artistic performances -- and is also a gathering point due to the coffee bar/bakery (which has on-the-spot pastry chefs and galley and which, as a result, produces the most marvelous warm-and-melty chocolate chip cookies in all of cruise-dom). Sabatini's has been refreshed and redesigned and now sits at the stop of the ship -- with glorious views and a lovely terrace for al fresco dining.

Itinerary: Emerald Princess will spend spring and summer (and early autumn) in Europe alternating 12-night Mediterranean and Greek Isle cruises; it will move to Fort Lauderdale in October where it will alternate Eastern and Southern Caribbean itineraries.

Princess Cruises' Royal Princess

Will Launch In: April 2007

Backstory: Although it isn't a newly built ship like the others on our list (Princess picked up this 30,000-ton, 680-passenger ship, sister to Pacific Princess and Tahitian Princess from Swan Hellenic, where it will sail as Minerva II through March. We're including the "new" Royal Princess (an homage to the much loved original Royal Princess, a circa 1990s ship that has gone to a new home in the U.K.) because it is a welcome addition to Princess' intriguing sub-fleet of "boutique" ships. Formerly R8 in the now-defunct Renaissance Cruises family, this small ship offers an intimate ambience for Princess guests who prefer to avoid the big ship environment but who still want to enjoy Princess' brand of service and dining. Royal Princess is an almost exact replica of the line's existing boutique vessels -- Tahitian Princess and Pacific Princess. Indeed, all three were part of Renaissance's specially commissioned R-series of ships.

Quirks and Highlights: Royal Princess' cabins are significantly smaller than those found on most Princess vessels, but the air of intimacy and country club decor make up for the tight spaces. Princess has configured the dining areas to include Sabatini's and a 24-hour Lido Deck cafe; the library will boast over 4,000 titles, making it one of the best-equipped at sea.

Itinerary: Royal Princess will start service in Europe, with one seven night and then 12-night voyages in the Mediterranean, Greek Isles and Holy Land, and will transition for 14 night Southern Caribbean/Amazon cruises throughout the winter.

MSC Cruises' MSC Orchestra

Will Launch In: April 2007

Backstory: Orchestra, a sister ship to MSC's 90,000-ton, 2,550-passenger Musica, which launched in June 2006, is the second new-build for MSC Crociere to boast over 800 staterooms with verandahs, the latest trend in European cruising. A third ship in the Musica class, MSC Poesia, will launch in 2008, and there's an option for a fourth.

Quirks and Highlights: Few details have been revealed about this ship, other than the fact it will be a virtual replica of sister vessel MSC Musica. That means it will feature a massive pool-area movie screen (particularly important for MSC's Euro-centric crowd during soccer's World Cup), specialty restaurants, a sushi bar and a very generously sized Bali-influenced spa.

Itinerary: MSC Orchestra's will sail Eastern Mediterranean cruises from Venice during its maiden (spring/summer) season.

Royal Caribbean's Liberty of the Seas

Will Launch On: May 26, 2007

Backstory: Royal Caribbean took the plunge when it launched Freedom of the Seas, Liberty of the Seas' older sister, in May 2006. Although at 154,407 tons each, these two ships -- expanded versions of Voyager-class vessels -- come in just higher than Queen Mary 2, until then the biggest ship to ever sail. While size matters, 7,000 tons isn't really significant, but the Freedom and Liberty twins have another distinction: They each hold a small city's worth of guests: 3,634 ... or about 30 percent more than QM2 at double occupancy.

Quirks and Highlights: Freedom of the Seas generated a year's worth of buzz with the announcement of the first surf park at sea, the FlowRider. Look for the same on Liberty, as well as the unique and nifty hot tubs cantilevered over the ocean, an expanded spa, and new stateroom amenities including enhanced bedding and flat-screen televisions. The H20 Zone, a new water park feature, will be replicated as well.

Itineraries: Liberty of the Seas will homeport in Miami, offering seven-night alternating Eastern and Western Caribbean cruises.

Norwegian Cruise Line's Norwegian Gem

Will Launch In: October 2007

Backstory: This is the fourth ship in NCL's lovely Jewel class, which blends big ship features with smaller ship options (others in the class include Norwegian Jewel, Pride of Hawaii and Norwegian Pearl). The 93,500-ton, 2,376-passenger ship has all the hallmarks of NCL's signature Freestyle Cruising initiative, including 10 restaurants and 13 bars, 6 hot tubs, 2 pools, kids and teen centers, and colorful decor.

Quirks and Highlights: Not a whole lot is known about Gem as yet -- and we anticipate a new twist or two! -- but bank on a large proportion of balconied staterooms, exquisite suites (including the exclusive Courtyard Villas and the two 5,750 square ft. -- each -- Garden Villas), private karaoke rooms, a "sports center," which will include a regulation-sized 10-pin bowling alley, and outdoor delights such as the corkscrew pool slide and bungee trampoline.

Itineraries: Norwegian Gem will homeport in New York, offering 7-, 10- and 11-night cruises to the Bahamas and Caribbean beginning November 3.

Cunard's Queen Victoria

Will Launch In: December 2007

Backstory: Originally slated for debut in 2005, the Queen Victoria that was being built at the time was moved to P&O Lines and renamed Arcadia. The current 90,000-ton, 2,014-passenger Queen Victoria is a modified version of Holland America's Vista-class ships. But it's very modified, with ceilings that have been raised on public room decks and so on. It's by no means a copy of a Holland America Vista-class ship. As well, Queen Victoria will have a sleek, "ocean liner"-style profile.

Quirks and Highlights: Those who bemoan the loss of true ocean liners to modern times (and feel that Queen Mary 2 is just too big) and quite excited about the debut of Queen Victoria. Purists won't be disappointed in the Cunard class system, which will be alive and well. Elaborate, opulent Queens Grill suites offer the rarified atmosphere of "the olden days," with private lounges and butler service. Princess Grill suites are smaller and cozier, but also offer a range of services not available to so-called "regular folk" in balcony, oceanview or inside staterooms.

Look, too, for the exquisite oak-paneled library, complete with circular staircase to a second story; Cunard's fabulous enrichment programs; and an expanded children's facilities and spa.

Itinerary: In January, and in what is quite an honor for a ship in such mind condition, Queen Victoria will sail a world cruise; at one point Queen Victoria will join QE2 for a 106-day world cruise with a unique tandem crossing with QE2 from Southampton to New York.

SOUTHAMPTON, UK 23 October – The UK Marine Accident Investigation Branch (MAIB) concluded that the March fire aboard Princess Cruises’ Star Princess was made possible by inadequate balcony flammability regulation, but congratulated the industry for its rapid response. According to the MAIB, the fire started on a Deck 10 balcony and was “probably caused by a discarded cigarette”. The fire then spread rapidly to adjacent balconies and to Decks 11 and 12, as well as into staterooms as heat shattered glass balcony doors. The MAIB noted that the Star Princess balconies met requirements of Solas II-2, which allowed for highly combustible polycarbonate balcony partitions, non-fire-rated glass doors and no balcony fire detection or suppression systems. Since the fire, in which one passenger died of smoke inhalation, cruise lines and regulators have moved quickly to enact far more robust fire prevention protocols for balconies. Related amendments to the Solas Convention are up for adoption this December, and the MAIB has no further recommendations beyond those already proposed for consideration. MAIB chief inspector Stephen Meyer praised the cruise industry for the speed with which action has been taken, noting that Carnival Corp began replacing all combustible dividers on its 26,400 balconies immediately after the fire, and expects to have 100% non-combustible partitions installed by the year end.

BERGEN 27 September – Hurtigruten, the Norwegian coastal shipping company formed from the merger of Troms Fylkes (TFDS) and Ofotens og Vesteraalens (OVDS), has agreed a credit facility of up to NK3.30Bn ($508M) with its banks and chartered out three ships on short-term contracts. The loan facility, which has been tailored to meet the needs of the merged company, offers a 15-month period without repayments, which saves the company NK250M compared with the loan facilities that it replaces. The syndicate comprises of the company’s existing financiers, but also some foreign banks that have not done business with Hurtigruten before joined the syndicate. The company did not disclose other details regarding the facility. Managing director Henrik Andenes said in a statement that the facility will remove uncertainties related to the financing of the company and the management can now pay its full attention to reach an earlier set objective of a break-even result in 2007. Meanwhile, Hurtigruten has chartered three ships, Kong Harald, Narvik and Midnatsol to the oil company Norsk Hydro for use at the Ormen Lange gas field construction site. The charters run from three weeks to three months and add NK30M to the company’s 2006 result.

La Asociación de Ingenieros Navales y Oceánicos de España (AINE) organiza en Madrid, del 4-5 Octubre, unas jornadas con el título “Un sector marítimo dinámico e innovador clave para el crecimiento de España”. Estarán dedicadas a la presentación, discusión y promoción de la industria y el sector marítimo en su más amplia acepción, así como a la necesidad de impulsarlo, en un momento en que se debate el Libro Verde de la Comisión sobre “Futura Política Marítima Europea".

La página de las sesiones está aquí. Asistirán el Alcalde de Madrid: Alberto Ruíz Gallardón, la Presidenta de la Comunidad Autónoma de Madrid Esperanza Aguirre, la Ministra de Agricultura y Pesca Elena Espinosa, la Ministra de Fomento Magdalena Álvarez, además del Secreatrio General de Transportes Fernando Palao junto a los directores y subdirectores de la Dirección General de la Marina Mercante.

Se celebrarán en la Escuela Técnica Superior de Ingenieros Navales de Madrid, dirigida actualmente por Jesús Panadero.

El programa de la sesiones es éste.

Los temas fundamentales serán el futuro y la seguridad del negocio marítimo, la pesca y la naútica de recreo, la alternativa energética y diversas custiones medioambientales.