Некоторые из них являются должниками Дирекции порта уже не первый год.

С KLASCO ведутся споры из-за методики подсчета арендной платы за землю. Компания не согласна с тем, что должна была платить арендную плату за землю по самому высокому тарифу за причалы, которые не были должным образом реконструированы, в связи с чем они не могли использоваться в полную силу.

Ведутся судебные тяжбы и с предприятием «Клайпедос гидротехника». Эти долги считаются безнадежными – у предприятия нет денег на выплату долгов. Одновременно предприятие «Клайпедос гидротехника» выставило Дирекции порта иски, сумма которых уже достигает 14 млн лт.

Теоретически «Клайпедос гидротехника» является действующим предприятием. В виртуальных каталогах литовских предприятий указано, что в начале октября текущего года на предприятии работало 63 застрахованных работника. Долги предприятия «Содре» по данным на 19 октября 2012 г. составили 1 млн 769 тыс. литов.

Компания «Севнаучфлот», скорее всего, уже не существует. Это было зарегистрированное в Москве предприятие, деятельностью которого являлся океанический промысел. В Клайпедский порт заходили его суда, за стоянку которых Дирекции порта не заплатили.

Зарегистрированное в Каунасе ЗАО «Балтийос жувис» является терпящим банкротство предприятием. Оно задолжало не только Дирекции порта, но и «Содре». На 17 октября 2012 г. его долги превышали 224 тыс. лт.

Причал «Клайпедос гидротехники» опустел, но долги Дирекции порта остались.

The construction of LK-60 will cost 37 billion rubles (around 3.2 billion LTL). LK-60 will be built by Saint Petersburg Baltic Ship Builders. The company also built other Russian atomic ice breakers such as Arctica. Presently, Russia uses 8 atomic ice breakers. It is possible to state that Russia continues the Soviet gigantomania. However, Russia needs powerful ice breakers because its Asian zone is constantly frozen.

Until now, the biggest Russian ice breaker was 50 Let Pobedy: an icebreaker of 159 meters in length and 30 meters in width. It was built in 2007 and equipped with two helicopters. The icebreaker was also equipped with 155 rooms for crew members and 50 for guests. Such ships are also used for excursions. One such excursion in the Arctic zone costs 25 thousand U.S. dollars.

Rolandas Brazinskas is appointed to work as a transport attaché in China.

“Throughout the last four years, the Department of Fisheries has not done anything to change the situation and modernize the ships. We wait until the ships are going to sink,” – ironically expressed Mr. Bargaila.

There was not a single time in history that the Lithuanian fisherman would fail to catch their cod quotas. Now such situation is apparent. The same views were expressed by the Lithuanian Minister for Agriculture Kazys Starkevicius. The reason for this is old ships; many of which were scrapped for metal and compensations.

Dear Memories

Perhaps more fortunate are Reefer naval base ships.  Around 15-17 ships entered the later coming Klaipeda Transport Fleet and was saved. Sea Captains' Club chairman Juozas Liepuonius with his colleagues held a former naval base Reefer (REFFLOT) ship captains meeting. The majority of former captains are over 70-80 years. A large part of them passed away. “Refflot” captains agreed to meet each year and share memories.

Juozas Liepuonius is the youngest of the former “Refflot” captains. He led "Rybackaja slava” crew which was built in 1965 as a base.It consisted of even 240 people. Then the masters of the bases were also vessels directors. After the restoration of Lithuanian independence, this ship was named “S.Girėnas”. Later it was sold as scrap metal and for a time worked as a merchant-carrier ship in the Far East.

„In 1998, in Cameroon I met captain who worked in former ship “S.Girėnas”. For me the ship “S.Girėnas” is expensive. I continue to use the image of this ship on my business cards. The latest data on the vessel is such that in 2002 it was still in Indonesia “- remembered Juozas Liepuonius. According to him, the ship was built in Germany and was particularly modern. It used “Krupp” firm sheet metal, which is now like day and night different from the popular Chinese shipyards metal.

Unpleasant Base Fates

Reefer Navy base during the good times before the restoration of Lithuanian independence had 34 ships. There were about 4.5 thousand seamen.

The fleet consisted of seven floating base – “Sovetskaya Litva”, built in 1959, Polish-type „Palanga“, “Vincas Mickevičius Kapsukas”, “Pribaltika”, “Nahicevan”, built in 1970-1975, “Rybackaja Slava„ and “Slava Bojevaja" were built in Germany, Kiel in 1965 and 1966. At that time famous sailing bases fates - unpleasant. Many of them, when Lithuania could not maintain the fleet, were scrapped. Part of the ships went to other owners and was ill-fated chased. „Pribaltika” sailed on the rocks when fishing in the Far East region. A fire burnt part of the superstructure of “Nahicevan".

„Refflot” also had 20 transport reefers which shipped processed fish. Navy had special purpose ships – cargo ships, which were sailing 2-3 thousand tons of fresh water. It was “Alytus„, “Sambor„, “Sevan„, fuel tankers “Žalgiris”, “Debrecen”, “Linkuva” and rescue boats ”Rambynas”, “Kastytis" and “Stroptivij”.

Famous Masters of the Navy

Since 1989, the head of the last base was sea captain Semionas Rudnickis, head of maritime security was Albertas Stročilovas, and master mentor was Jevgenijus Grečinas. In „Refflot“ captains meeting voiced the idea that in the fleet was very strict order, discipline, and throughout its existence from 1962 to 1992 did not take place any more serious accident.

Accidents flooded after „Refflot“ administrative destruction when the vessels were transferred to the newly created Lithuanian State fleet company „Sea“. When in 1994 the engine was broken the English trucks near the Shetland Islands cought drifting base “Bojevaja slava”. Dragging to the scrap metal sank „Refflot“ ships “Jurbarkas” and “Neva”. Sea captains had active discussions about transport refrigerator “Linkuva” and all his crew deaths in 2000 in the Pacific Ocean. On this voyage were made ​​serious mistakes, think experienced captains.

A significant part of today's Klaipeda famous sea captains are headed Refflot „vessels. The image of unconventional master with the pipe was formed by a sea captain Algirdas Kulbokas. Other bases Masters-directors were Anūpras Stuokus, Ivanas Šelčionokas, Jevgenijus Oknačius, Viačeslavas Perec and Alfonsas Vaickus, Anatolijus Vitinovičius, Anatolijus Severiuchinas. “Refflot„ ships sailed well-known masters Sigitas Šileris, Vaclavas Stankevičius, Vytautas Paulauskas, Zenonas Kaupas, Viktoras Rudgalvis, Viktoras Kuznecovas, Ričardas Zažeckis, Vasilijus Baškirovas, Leonidas Fominas, Viktoras Kulakovas, Pranas Kairys and others. In 1985-1989 in “Refflot” worked about 100 sea captains.

Many of them were awarded by state awards not for the merits of the Party but for a very good and responsible job.

Combination of Different Vessels

For 600 years stored in sludge this ship could become a museum exhibit. German Maritime Museum Bremerhaven has taken charge for this work. Today we can see not only saved remains of the ship which was built in 1380, but also get acquainted with the history of the hanseatic fleet. After the discovery it was named Bremen Cog is not only the XII-XIV century maritime history dating back monument. It is two different medieval shipbuilding traditions synthesis product. From the Viking ships it inherited a strong erected wide range of housing to transport large quantities of commissions and horses and from the Mediterranean free trading ships - high beads and straight sails. This gave rise to a new type of craft that old German called koggen (convex). It was about 20-30 meters long and 5-8 meters wide, capacious cargo ships with high sides, spectacular superstructures in the front and aft. They had one or two stems with straights 150-200 square meters sails. The so-called „crow's nests“ were installed on the stems in which sailors on duty could monitor the environment.

The Need for More Capacious Vessels

With the development of trade in Northern Europe appeared the need of strong and capacious water vehicles. Cogs primarily were designed for trade issues, but also they had weapons. Apparels and snipers stood in their superstructures. In the event of a conflict or the pirates attack, the hanseatic merchants' ships became a formidable force. It was such ships which helped Hanseatic in the XII-XIV centuries dominate in the northern Europe. With cogs the merchants from hanseatic cities sailed in the Baltic, North and even in the Mediterranean seas. How written sources testify, they built waterways from Cadiz in Spain to the Livonian Brothers of the Sword which was located in Riga, from Scotland and Norway to Slavic Novgorod. In the capacious holds the Hanseatic Cogs bring all kinds of goods: grain, cloth, smoked fish, beer, salt, and sugar.

Reborn Witnesses in History

At the beginning of the fifteenth century, for the successfully existed the Hanseatic League needed to transport larger quantities of cargo. Baltic merchants had to build a larger two-or three masts ships, such as the Portuguese caravel. Low-speed, flowing just 3.5 knots, sluggish Cogs was eventually forgotten. Their images have remained in the old chronicles and on the former Hanseatic city seals. More practical information was provided by finds. The old remains have been found not only in Germany coast, but also in the peninsula of Jutland (Denmark), in the Dutch polders, and in 1990 in Pärnu (Estonia) districts. According to the data collected many a time it was being attempts to build the famous Hanseatic Cogs up.

The first who attempted to reconstruct the Cog were residents of Lübeck. They as far as back 1926, on the occasion of their city as the former of the Hanseatic League Centre of 700 anniversaries, for the donated money built 22 meters long and 6 meters wide Lübeck Cog. This ship survived until 1950, while lack of care the ship fell apart, but the city did not refuse the ambition in the future to have a similar ship, which will symbolize the city's past. Lübeck entrepreneur and philanthropist Lisa Dräger‘s initiative was built and in 2004 was lowered into the water the other cogs' replica, which was given in honor the name of originator “Lisa von Lübeck”. It was one of the last cogs' copies. But first, encouraged by Bremen finding was Society “Jugend in Arbeit Kiel e.V.” enthusiasts, who built 23 meters long Cog in Kiel according to all those times technology.

Similar initiatives have been taken the other hanseatic cities, nurturing maritime cultural historical heritage. Today, in the Baltic, the North Sea, and often distant seas are sailing series of famous Hanseatic Cogs copies. This – “Kieler Hansekogge”, “Bremer Kogge”, “Kamper Kogge” and others. They are part of the old vessels rallies; they sail hundreds of people of all ages, who are indifferent to the sea romance and shipping history.

Appealed to MEPs

Lithuania Ocean fishing business has major interests in fish belonging to Mauritania's fishing zone. The largest part of the fish in this area catch “Baltlanta” ships „Kovas“, „Aras“, „Irvingas“ and „Balandis“. They catch more than 100 thousand tons of fish per year. This company is the largest oceanic fishing company in the Baltic States.

„Mauritania Republic waters are among the world richest fishing areas and Lithuanian fleet for a long time and successfully were fishing in this country's exclusive economic zone. In recent years, in this area fished six Lithuanian fishing vessels which catch consisted of 50 to 65 percent of Lithuania's total fish catch, “- said the Minister of Agriculture Kazys Starkevičius.

Negotiators from European Commission have failed to protect the interests of fishermen in Mauritania zone. This year, in late July, was signed the EU-Mauritania Fisheries Partnership Agreement Protocol. It does not meet any of the EU's country's fishing interests. Minister of Agriculture Kazys Starkevičius appealed to the Lithuanian representatives in the European Parliament, that they declare their opinion when the issue of the Fisheries Partnership Agreement between the EU and Mauritania will be discussed.

Formerly to the Members of the European Parliament (MEP) Zigmantas Balčytis, Rolandas Paksas, Laima Andrikienė and Justinas Paleckis approached the Lithuanian Fisheries Producers' Association, which member is “Baltlanta”.

Waste of Money

In the letter of Lithuanian Minister of Agriculture to the European parliamentarians is argued that the Commission failed to take account of Members States' shared opinion, ignored and did not defend the interests of the fishing industry.

Fishermen will not be able to fish effectively; will be forced to retreat from that to Lithuania and other EU Members vital zones. Under these circumstances, it is clear that fish prices to EU consumers will increase.

The European Commission has undertaken to pay nearly 70 million Euros to Mauritania annually. It can be argued that with the likelihood that the fishery will be unprofitable and unattractive; these funds will be only the waste of EU taxpayers' money.

„We believe that the adoption of this Protocol Agreement, fishing in Mauritania Republic Economic Zone waters will become unprofitable. Lithuanian vessels will be forced to retreat from this important for the Lithuanian fishing industry area. If nobody finds the alternatives, the fishing vessels will be sold and sailors will be fired. Lithuanian fishing fleet, which has already fallen into decay after Lithuania's accession to the EU, will further decrease. Lithuania gradually lose its influence as a marine state authority “- said the Minister of Agriculture Kazys Starkevičius.

Strange Requirements

„The European Union more obstructs us than helps,“ - assured company’s “Baltic Atlant Shipping”, which operates “Baltlanta” fishing boats, spokesman Aleksandras Lobačiovas. According to EU initiative on the Mauritanian coast closed area will increase from 12 to 20 nautical miles. About 80 percent of catches “Baltlanta” ships caught off the coast of Mauritania area from 12 to 15 nautical miles. In open waters outside 20 nautical miles fishermen have not what to do. There a fishing catch is ten times smaller.

Fishing business derogatory requirement is the fact that 60 per cent of EU fishing vessels' crews has to be Mauritanian local sailors. They have no marine qualifications, even though offshore Mauritania has issued navy documents.

Another requirement is to sale fish only in Mauritania and gratuitously gives 2 percent of the catch to local government as a support for hungry people. Aleksandras Lobačiovas noticed that there is an abuse. The very best fish is required that seems to be caught not for starving, but for resellers. This means legally legitimized corruption.

There is imposed fuel purchases monopoly in Mauritania through one company. In addition there are enhanced taxes, which are up to six times produces costs in Mauritanian fishing zone. For such unrealistic technical fishing conditions fishing in Mauritania are impossible.

Ignores the Interests of the Parties

Lithuanian fishermen in Mauritania zone is only a small part of the total fishing fleet. In Mauritania's fishing zone fish crafts from Russia, Ireland, Latvia, China, Belgium, Iceland, Ukraine, South Korea. In this zone mostly manage Dutch fishermen. There are two pure Dutch companies and several other joint companies with Germans, Irish, Poles, even with Lithuanians.

“Baltlanta” is one of the oldest companies operating in this area. According Aleksandras Lobačiovas “Baltlanta” fishing areas are in Mauritania, Senegal, and Morocco since 1990. With Morocco and Senegal EU relations have already deteriorated. Fishermen have complains that the EU has not signed on new fisheries agreements with Senegal, Namibia and Angola on fishing in their areas.

Two decades ago in Mauritania's fishing zone fish about 20 vessels which caught about 50-70 tons of fish a day. Now about 70 large vessels fishing and they freeze about 400 tons of fish a day. A separate part of the Mauritanian fishing zone makes the Spanish fishing fleet; it is the biggest fishing unpelagic species - octopus, shellfish, and hakes.

As it was stated by the Lithuanian Fisheries Producers Association Chairman Alfonsas Bargaila, Spanish agriculture, nutrition and environmental ministry has previously expressed dissatisfaction with those of the EU fisheries policy in Mauritania zone. It was amazing that even 400 per cent increase ship-owners' licenses. Note that all EU member states, which operate in the Mauritanian zone, rejected the European Commission and the Mauritanian agreement. Nevertheless, it was decided to approve the agreement. This is evidenced the EU administration problems, when it can ignore the EU's interests.

Requires Fish and Money

Lithuanian fishermen have experienced problems linked with the EU's institutional incompetence in Mauritania region. From time to time due to improper allocation of fishing licenses resulted in fishing vessel downtime.

Strangely specified period, covering one month, were divided fishing licenses. If you need temporarily repair a fishing vessel, it is still required to purchase a license. Otherwise, after the repairing ship, it will stay until a month passes and after that can be purchased fishing license.

Other fishery problem in Africa is a permanent 100-200 thousand U.S. dollars fine for who knows what. Local inspector has „a suspicion“ that the ship was dropping into a prohibited area is fined. If inspector find in already packed boxes any lower than the standard fish - again a huge fine.

According to Aleksandras Lobačiovas, in the African zone there is no one vessel that would not be arrested by Mauritanian officials. Only in African countries the usual picture is that the arrival of the ship before handling fish the ship is visited not only by customs, but also the military. They require not only fish, but also money.

Already before the Mauritanian area fishermen were amazed that there is a legal monopoly on the supply of fuel, which is contrary to the provisions of the World Trade Organization. European Commission for Maritime Affairs and Fisheries general director reacted strangely. He explained that the fuel price may vary 10 U.S. dollars per ton on the market price. But fishermen say that the actual price varies from 50 to 100 U.S. dollars per ton. Once a day, one ship consumes 30-50 tonnes, and it generates large sums of money.

After the study, it became evident that the transportation through Riga port is cheaper if compared to the similar transportation costs in the port of Saint Petersburg. Klaipeda port also specializes in the handling of oversized cargoes. Klaipeda port might be handling the cargoes for the construction of factories in Belarus. Klaipeda port has similar prices to those of Riga port. However, Klaipeda is further away from Russia than Riga.

Migration is increasing and now includes the whole crews of merchant ships. Migrants apply new tactics. They sail in poor-quality ships and ask for help. The passing merchant ships have to help such people, but when they get on board, they ask to be taken to their planned destination. Two of such cases were recorded in the Indian Ocean near Indonesia on August this year. The ship Parsifal, transporting vehicles, saved 67 migrants near the Island of Java. Upon learning the fact that the ship is sailing to Singapore, the migrants asked the ship crew to sail them to Australia. The small crew did not have any other choice than to do as told.

The similar event happened to the container ship Maersk Diadema. The ship’s crew saved 62 migrants near the Island of Bali. The Australian authorities asked to save those people. However, when the migrants successfully reached the ship, the crew of the small ship ran away. They managed to reach their purpose: to deliver the migrants to the ship of the richer country. Similar events are happening not only in the Indian Ocean, but also in the Mediterranean Sea. Here, the African migrants are trying to reach Europe. The migrants cause a lot of problems for the crews of merchant ships. When they take people on board the ships’ crews face the problem of space and feeding. Also, the migrants are rather “sensitive” and ask for additional things.

The Convention will be compulsory even in those countries which did not ratify the agreement.

The Convention was not ratified by Lithuania, but the country prepares to do so in the nearest future. The Convention is useful for sailors, but met reluctantly by their employers. The so-called Sailors’ Bill foresees the standards according which employment is regulated in ships. In case the requirements are not kept, the perpetrators risk the possible detentions of ships.

Russian authorities also agreed to get rid of the lists, compiled since 2009, where some of the Lithuanian transporters are blacklisted. The blacklisted transporters were checked especially carefully. The refusal of the tighter requirements will help to improve the transportation of cargoes through the port of Klaipeda to Russia.

The cargo handling between Asian countries and the Mediterranean and the Black seas has reduced by 11 percent. This proves that the crisis which took over Greece, Spain and Italy gains new shape. At the same time, the German port of Hamburg declared that its cargo handling to the Baltic parts grew by 9.5 percent.

The port’s cargo handling for the Baltic ports makes up 20 percent of the overall port’s cargo handling capacities. All in all, the port of Hamburg managed to handle 4.4 million TEUs throughout the first half of this year. The port of Rotterdam shows more humble statistics. The port saw a decrease in Asian cargo. However, this is connected with the over-heating of Chinese economy. The Southern European container “famine” cannot be connected with the results of Klaipeda port. However, there is one small connection between the two regions: they are connected by a Lithuanian train Vikingas. The cargo stream is low and cannot influence the activities of Klaipeda port. The port’s cargo handling in the month of July grew compared to the last year’s results. Since the beginning of 2012, the port of Klaipeda lagged behind its set requirements, but now the situation is improving. The Eastern Baltic Sea region sees an even increased cargo handling compared to the last year. The cargo handling grew in the ports of Riga and Tallinn.

The expedition turned out to be successful. On January 1912, Scott’s group reached the center of the Southern Pole. However, they were disappointed because another Norwegian traveler Roald Amundsen had reached the center a month ago. Mr. Scott and his expedition did not manage to return safely: they were met by the storm and, on November 12, 1912, were found frozen. The expedition was named Terra Nova by the name of the ship which sailed the expedition members to the Southern Pole. The ship was returned for whale hunters. The ship sailed until September 13, 1943, when sank near the shores of Greenland. The ship was damaged by icebergs, but the crew was saved.

Scientists were not looking for Terra Nova. She was accidentally found by the U.K.’s Schmidt Ocean Institute’s scientific vessel R/V Falkor. The ship was testing a newly constructed echo sounder and exploring the sea bottom. The researchers knew that this is the place where Terra Nova sank. Their research zone consisted of some five square kilometers.  Upon hydro location, the researchers noticed a changed signal returning from the sea. A special camera was lowered into the water. Soon, it was evident that the newly found ship matched the descriptions of Terra Nova. All the doubts were removed upon the close examination of existing Terra Novo photographs and the found sunken ship.

The finding of Terra Nova is considered to be a miracle because it is found after hundred years since its expedition. The exact coordinates and depth are not declared by the scientists for the fear the ship could be raided. One can predict that the ship is not buried deep in the sea, since the cameras and instruments used could not get deeper than 160 meters. The classified information about the ship has been submitted for the governments of the United Kingdom and Denmark. One can also predict that the ship was probably found in the waters belonging to Denmark. More information about the ship can be accessed at the official website of Schmidt’s Ocean Institute.

The Competition Is Carried out Together

Liquefied natural gas (LNG) terminal pier infrastructure and superstructure is being prepared according to an international advisory firm “Fluor” and its subcontractors prepared project proposals.

LNG terminal infrastructure at the Kiaulės Nugara Island will be 450 meters long pier for sailing liquefied natural gas storage vessel, mooring platform, service platform and other technological components.

Superstructure will consist of electrical and fire protection systems, high pressure gas platform, high-pressure hoses, piping and other technological engineering systems. LNG terminal pier infrastructure and superstructure construction public tender and procurement prosecute company “Klaipedos Nafta” with the Klaipeda State Seaport Authority. Workflow is arranged in a way that LNG terminal pier construction will have ended by 2014 October 1. At the end of 2014 is already scheduled to berth the first liquefied natural gas carrier.

By that time, in South Korea's “Hyundai Heavy Industries” shipyard will be built 170 thousand cubic meters of liquid gas container ship storage. Next month, will be launched a cutting of steel sheets work for this ship-storage building.

Money Was Allocated

Even this year's July 5 between “Klaipeda Nafta” and Klaipeda State Seaport Authority was signed infrastructure and superstructure establishment of bilateral agreement. It revised terms of cooperation in the implementation of the liquefied natural gas terminal project.

In August 14, “Klaipeda Nafta” and Klaipeda State Seaport Authority signed an additional contract of this agreement on investment and investment compensation arrangements and conditions.

Preliminary Port Authority's investment which are related with the preparation of LNG port terminal activities (dredging, radar equipment, port systems, applications, and so on.) will be 106 million 426 thousand 410 litas without VAT. “Klaipeda Nafta” investment in port infrastructure (quay et al.) will be 54 million 203 thousand litas 577 without VAT. These costs for “Klaipeda Nafta” will reimburse the Port Authority.

“Klaipeda Nafta” investment in port superstructure (LNG storage facility with the necessary equipment and systems) will be 54 million 804 thousand 866 litas without VAT. “Klaipeda Nafta” representatives stated that these expenses are not definitive. Precise investment amounts will become clear after the procurement contract with the contractor.

Payback after 20 Years

LNG terminal in Lithuania is an important economic and energy independence ensures project. It is estimated that the construction of the terminal and after it is exploited; the gas price differences between the economic effects would be about 400 million litas. The benefits will be felt not only by every Lithuanian citizen, but also by the company which is building the terminal. By default, both “Klaipeda Nafta” and the Port Authority the terminal building will pay off. Considerable income will bring gas carriers.

It is supposed a 20-year LNG terminal payback plan for the Port Authority. It is planned that the annual rate of return of the project will consist of five per cent. The Port Authority's investment in LNG terminal construction offset this terminal operator “Klaipedos Nafta” using berths tax. It is also will be a source of compensation through tolls will be a variety of other companies that will serve the LNG terminal.

Solving the issues of gas trade between the Baltic countries, the terminal in Klaipeda could be useful not only for consumers in Lithuania.

According to today's data it can meet up to 75 percent of Lithuania, Latvia and Estonia liquefied natural gas demand.

Lithuanian Shipping saw a period in which no new captains appeared. This happens because the companies decrease their number of ships, leaving more space for other sailors.

Position for Experience

Lithuanian Shipping is the first and only employer of Sergejus Rybakas. He started working for it in 1998. He sailed as a senior captain assistant since 2003. After the period of two years, he became the first newly appointed Lithuanian sea captain. He has completed the first shift with the biggest Lithuanian ship Venta. Prior this, Mr. Rybakas managed to lead this ship from the United States to Morocco.

“Our company’s management has changed and the new one started encouraging our career opportunities. Already four years ago, I felt that I can offer myself as a captain and proposed this for my superiors,” – told Mr. Rybakas.

According to his opinion, one should become a sea captain only when he has gained a lot of experience. The position is very serious, thus, a captain’s view has to be solid, since he is a company’s representative on board.

“I was lucky to work as a captain’s assistant with such famous and professional captains as Aleksandras Sbitnevas and Olegas Semionovas. Another guarantee for my success was my choice to work for only one company. It has deep maritime traditions and sailors know each other perfectly,” – noted Mr. Rybakas.

Mr. Rybakas noted that he does not imagine himself working for a foreign company. He said that he has observed Lithuanian sailors changing companies, but remained to his opinion that working for a Lithuanian company is the best solution.

Results of Changes in the Company

Lithuanian Shipping purchased the ship of 24202 tons of deadweight and 160 meters in length in 2008 and named it Venta. Since its first day, Mr. Rybakas sailed in the ship as a captain’s assistant. In 2011, he became the ship’s captain.

“The best solution is to work in the same ship first as a captain’s assistant and then as a captain. In such a way, one gets to know the ship very well. The ship is a very difficult mechanism. It is not enough to learn how to control the ship. Equally important is to feel it,” – claimed Mr. Rybakas.

The captain talked well about Venta and described it as solid and technically in order. The ship was built in Japan. According to him, it is very important to maintain the same people working on one ship. Another captain for Venta is Olegas Semionovas with an experience of more than 14 years. Mr. Rybakas also noted other changes related with the supplying of ships which happened in Lithuanian Shipping.

“After the company’s management changed, the technical support of ships has improved. Even the sailors look at their work rather differently. Our ships are not withheld in other ports for any breaches. This shows the results of our view of the job,” – ensured Mr. Rybakas.

Another result of successful work is the fact that the ship sails fully loaded. The ship is more stable and can overcome waves more subtly. Previous years saw the times when the ship was sailing nearly empty due to the global recession.

Passion for the Sea and Its Shores

There were no sailors in Mr. Rybakas’s family. His influence was destined by his military service in the U.S.S.R. Navy. As a sailor, he has participated in four journeys, each of which took three months to complete. He enjoyed his experience and decided to connect his life with the sea. He believes of himself as a man of the seas. However, when he spends some time on the sea, Mr. Rybakas longs to return to its shores. The reverse situation happens when he is on the land: then he feels the need for the sea.

He acquired the degree in radio engineering in Kaliningrad’s Higher Academy for Engineering.  When the shipping technologies improved, he had to re-qualify for the degree of piloting. The third learning experience was when Mr. Rybakas held special exams to receive his captain’s degree.

“Lithuanian Shipping and its administration examine future captains very thoroughly. Probably, this strategy proves itself. Captain is the most important person on board because he is responsible for crew, ship and cargo security,” – talked Mr. Rybakas.

The ship’s crew consists of 19 persons. This is the biggest crew on board in Lithuanian shipping. It is due to the fact that Venta is the biggest Lithuanian ship. Lithuanian Shipping has 11 ships. Each of the ships employs two sea captains who work in shifts. Presently, the company has 22 captains, 300 sailors and 15 students who undergo the training course.

The Most Unpleasant Place: Nigeria

During his first journey as a captain, Mr. Rybakas experienced the most unpleasant zone for any captain: Nigeria. The ship was loaded with grain in the U.S. and had to sail for Nigeria. It had to face the challenges in the Atlantic Ocean related with piracy. The ship was equipped with special metal rods and barbed wire fences. The citadel was built, a special hiding place where the crew has to stay in case of pirate attacks and wait for the upcoming help. The preparation took more than a week. This was the first time when the ship was equipped with a citadel. The building of a citadel is recommended as a successful strategy in the fight against piracy. Such a citadel holds food, water and radio connection. The world’s shipping has seen some instances when the pirates left a ship upon seeing that it has a citadel with a crew hiding inside.

“When sailing to Nigeria, at 4 a.m. in the morning, we heard and S.O.S. calls from one of the ships. It was attacked by the pirates. We felt uncomfortable sailing to the pirate zone. Nevertheless, the job of a sailor is such and we had to take the risk. We arrived successfully and unloaded the cargo. All the time throughout our trip we followed the news about the pirates. The Somali pirates are decreasing in number, but Nigerian ones are increasing,” – explained Mr. Rybakas.

After a couple of years break, the port of Klaipeda feels more optimistic about the future of cruise business. However, statistics remain to be negative: this year saw a decrease in cruise travelers, although the expectations were somewhat different.

Cruise Jump in July

Until the beginning of August, the port of Klaipeda was visited by 12 thousand 396 cruise passengers. This number is lower by 709 passengers if compared to the last year’s results. Klaipeda State Sea Port Authority Marketing Department Manager Kristina Gontier mentioned that the main tendencies of cruise shipping become evident only in August. Then, the biggest cruise ships visit the Baltic Sea. July saw a jump in cruise passengers. Last year in July, the port of Klaipeda was visited by 3.3 thousand passengers. This number grew to 4243 passengers in July this year. The growth reached 28.6 percent or 943 passengers more.

At the same time, more cruise ships visit Lithuania. Until August 1, the port of Klaipeda was visited by 25 cruise ships. Until the season’s end, the port expects to receive 19 ships. On August 29, Klaipeda will be visited by the biggest cruise ship this year, 290 meters in length Costa Pacifica. On September 11, another huge cruise ship will reach Lithuania, namely a 261 meter in length ship Oriana. All in all, the port will be visited by 44 cruise ships. It is estimated that they will bring 30 thousand tourists.

The overall tendency is that the number of passengers is increasing. Some of the tourists come in sea ferries. Throughout the period of seven months, Klaipeda was visited by 194 thousand and 343 passengers. The amount grew by 4 percent or 7489 passengers.

Crises Fuel Cruises

According to Kristina Gontier, this season is not going to be exceptional for the port of Klaipeda in terms of cruise ships and passengers, even though the amount of visitors tends to grow. The Baltic Sea sees an increase in cruise shipping. Such tendencies were recorded both this year and last year. However, in some places the number of passengers grew and in other places, such as Klaipeda, their number has decreased.

“I have noticed an interesting trend: various economic crises tend to increase shipping businesses rather than hitting them hard. Such an example could be the Mediterranean Sea, where the prices have been reduced. I was awestruck when I heard that one can get a hotel room for 25 EUR. Some of the cruise ships receive zero tax tariffs, in order to attract them with tourists,” – noted Kristina Gontier.

It is believed that the final low of cruise passengers in the port of Klaipeda was reached in 2011. The port was visited by 36 ships and 21 thousand 547 tourists. The number was the lowest in the last decade.

It is clear that the number of cruise ships in the port of Klaipeda will be higher this year. However, the question remains whether they are going to bring more passengers. This year the port of Klaipeda receives smaller cruise ships with a length of 111 to 156 meters. Naturally, these ships bring fewer tourists. The biggest cruise ships will visit at the season’s end. Klaipeda Tourism and Culture Information Center Director Romena Savickiene expects that the work put in the development of Lithuanian tourism will finally give its fruits.

Neighboring Countries Have a Better Situation

The port of Riga has been visited by 50 thousand 868 cruise passengers until August 1. The growth reached 24 percent or 10 thousand passengers if compared to the last year’s results. The port of Riga faces the problem of where to anchor cruise ships. Currently, the terminal can accept only two ships at the time. However, they have to decide to expand the territory and built a new terminal for cruise ships.

The port of Tallinn also sees a boom in cruise shipping. Throughout the weekend, the port was visited by 6 cruise ships; presently, there are three ships and three more will come tomorrow. The port of Tallinn will be visited by the biggest cruise ship to have visited the port of Klaipeda: Constellation. This ship no longer visits our port. This year, Tallinn will be visited by 293 times and the Islands of Sarema will receive three ships. Throughout the period of seven months, both Tallinn and Sarema Islands were visited by 278 thousands cruise passengers.

The Polish port of Gdynia, which is the main cruise center in Poland, will be visited by 72 cruise ships. The season started on May 9 and will end on September 24. The biggest ship to visit Gdynia was Costa Pacifica; the same ship visited the port of Klaipeda. Various cruise ship companies are tempted by another Polish port Gdansk. This is one of the first ports in the Baltic Sea to apply zero tax rates for tonnage and anchoring; also, the visiting passengers have to pay only 1.1 EUR tax.

Unseen Klaipeda

According to Kristina Gontier, the cruise shipping is one of the world’s fastest developing businesses. The business is fuelled by the development of cheap airlines. One does not have to earn a lot of money so that he could buy plane tickets to Miami and take a cruise in the Caribbean Sea. Another option is to fly from Japan and China and take a cruise ship from Copenhagen and visit the ports of the Baltic Sea. Kristina Gontier thinks that the cruise business has been positively affected by the unification of the European and Baltic ports along with the joint efforts to market the region in various countries and continents.

The main novelty of this year was presented in the United Kingdom. Now, from the country’s port of Southampton, there are 14 new lines going to the Baltic Sea. The cruises take 10-16 to complete. The costs for one person vary from 499 to 5899 pound sterling. These trips include 17 various ports.  However, the port of Klaipeda is not included among them; the Islands of Sarema are featured in two routes.

Upon close analysis of the cruise shipping and its representation, one is able to find typical descriptions for passengers going to visit the Baltic Sea. The representations claim that the tourists will be introduced to the ancient Viking countries, the miracles of Tsarist Russia in Saint Petersburg and lesser known old towns of Estonian Tallinn and Polish Gdansk, along with modern Helsinki and beautiful nature surrounded Stockholm. It is impossible to find Klaipeda or any other Lithuanian tourist attractions mentioned. The Curonian Spit which is quite popular among tourists remains un-represented. The typical explanation for that is the fact that Klaipeda is not a capital city and, thus, receives less attention. However, one also has to ask, whether the port of Klaipeda has a lot to show.

Small Profits from Cruises

Copenhagen, Tallinn, Saint Petersburg and other Baltic ports managed to earn substantial profits from the cruise shipping. Even the small Tallinn has a lot of attractions for the tourists, namely beautifully dressed local girls. The profits of cruise ships received in Klaipeda do not have a strong impact. The newly published study reveals that each incoming passenger spends 170 to 260 LTL in Klaipeda. Theoretically, this year the city of Klaipeda could expect to receive 5.1 to 7.8 million LTL.  The doubts about such numbers remain. They are nearly never used. Also, the cruise terminal needs a better developed tourism infrastructure. For the lack of this infrastructure, the Municipality of Klaipeda blames various businesses and the latter talk the same about the local government. Reality sees a rather insubstantial decrease in the perfection of tourist infrastructure. The port does not receive huge profits from cruise shipping. The Port Authority managed to reach tax fees from cruise ships which were less than one million LTL. This year, the profits will exceed one million LTL because the port will be visited by a higher amount of ships.

The representatives of DFDS Seaways have proved by various estimations that the port Klaipeda could receive more profits from the passengers of sea ferries. In such a way, the port of Klaipeda could receive tenfold income. Nevertheless, this does not mean that the cruise shipping must be stopped, although this direction is taken with the building of new terminal for passengers and cargo. Various cruise ships could be accepted in the newly built terminal.

The republic became independent in 1994 and is located near Indonesia and Philippines. Previously, the islands belonged to the U.S. The Republic of Palau established its shark sanctuary in its whole economic territory of 237 thousand square nautical miles. This territory is dotted with 445 volcanic uninhabitable islands. The sharks of at least 13 classes populate the area crucial for their survival. Sharks started rapidly disappearing when shark fin soup became extremely popular in China. Each year, one hundred million sharks are being caught. One third of the shark’s population faces extinction.

The ship was built and lowered into the water in Kiel Shipbuilding Factory. The ship of 214 meters in length will be able to accommodate 2.8 thousand passengers and fit 1.2 thousand meters of trucks and one thousand meters of light vehicles. The ferry is equipped with 880 cabins for passengers; also with bars, restaurants and leisure zones. Viking Grace will sail between Swedish capital Stockholm and Finnish city Turku from January 1, 2013.

From Paper Work to Real Work

The Coastal Zone Management Plan which was prepared by Ministry of Environment does not mention either the coastal tram linking the settlements, nor about any entertainment islands, nor about the huge Klaipeda and Būtingė deepwater port development.

Coastal Environmental Plan includes landscaping, biodiversity protection, engineering infrastructure, recreational land-use, the installation of ports and fishing harbors infrastructures as well as cultural and natural heritage areas.

In the landscape field without traditional paper tools - correction of plans, creation and completion strategies, and the concrete action will be taken – the coastal zone will be marked with boundary markers. This measure will be implemented this year and will continue until 2021. Landmarks for the beach to stick are intended to get the EU's support and to use coastal municipal funds.

Special plan of the project has not indicated how coastal belt will be managed, how much will be allocated money to manage for washed beaches. It is only stated that the banks and the beaches will be constantly monitored, and soil floating off the coast will be analyzed. When a specific plan is prepared for coastal management, the coastal zone management program is also prepared. For the coastal management it is planned to get funds from the EU.

Another part of the Coastal Zone area is associated with the unauthorized construction. It is planned to strengthen the control and without remorse to remove arbitrary structures from the coastal zone.

For the coastal biodiversity protection will be held coastal clearing plan „Natura 2000“ which includes the management of the seaside territory. It is intended to manage the deserted seaside unfavorable for plants and animals areas such as Palanga Rąžė, Ošupis and Žiogupis rivers’ environment. This plan has received funding from the EU.

More Parks to Come

The operational plans for the year 2012 include measures to reconstruct static public toilets, drinking water facilities and shower cubicles. The main question is whether drinking water installations and shower exist on the beach at all?

It is likely that if they do not exist they will be built. The doubts remain. It is supposed to get funding from the municipalities. There are plans to seek EU funding, but whether it will be received is unclear. It would be surprising if without EU support we are not able to build or reconstruct even the toilets.

Another problem, which is planned to deal with, is cars driving in the coastal zone. By 2014, will have been developed traffic order in the coastal zone, and by 2021 a sufficient number of parking in the seaside will be equipped, and roads coating will be reinforced. For this, again, is expected to get the EU support.

A number of instruments for coastal recreational areas are managed. The next year should be prepared plan for the Coastal Zone. According to it from 2014 to 2021 will be prepared beach service infrastructure and ensuring constant maintenance. It will be developed a unified system of life saving installation in the Coastal Zone, the graphical presentation to inform tourists, the old informative signs will be changed, new coastal tourism routes will be formed and coastal forests will be cleaned.

It is planned that the Lithuanian seaside blue flag should constantly keep Šventoji, Nemirseta and Giruliai beaches, in the Blue Flag program is planned to include Melnragė and Palanga Botanical Park beaches.

Focus on Marine Culture

The Special Plan of Ministry of Environment the new is the fact that attention is drawn to the maritime cultural enhancement measures. The aim is to promote maritime culture, historic maritime heritage and traditions and to arrange various maritime events. The only pity is that the sources of funding are unforeseen.

There are specific cultural seaside places to manage. As a cultural heritage site is intended to protect the south pier of Šventoji harbor, the territory of Samogitians’ Alka in Palanga, to manage Palanga Bridge, to renew and use as the marine research laboratory Nemirseta’s salvage station. For the tourism needs will be taken up coast defense fortifications. There will be installed parking for their visitors.

Attention is drawn to the underwater heritage. By the year 2016 must be identified, registered and protected ancient shipwrecks places in Lithuanian coast. By 2020, the cultural value having wrecked hulls should be led to one place in the sea water. The place proposed is submarine canyon at Palanga. From 2015 to 2021 should be set sunken antique wooden boats submarine museum (“Skansena”) available for divers.

It was spoken about the new docks in the seaside. By the year 2021, certainly should be restored Šventoji harbor. By this time should be drawn Kunigiškiai-Rąžės, Nemirseta, Karklė, Kukuliškių piers detailed plans and engineering designs. Maybe someone will take the initiative and build these piers for fishermen and tourism needs.

Military Vessel Changing Its Mission

At the end of the nineteenth century human knowledge about the oceans was limited to the upper water layer and shallow explorations. Sailors and scientists knew almost nothing about the ocean depths. Thanks to initiative of Edinburgh University science professor Charles Thomson (1830-1882) the British government in 1872 organized a scientific expedition. Its purpose was to determine the chemical composition of water at various depths, to explore the seabed physical and chemical properties and to find out what organisms live in the ocean depths.

The 68-meter warship „Challenger“ was appointed for this expedition. It was a motor-sailing corvette. She had three masts sails to rise and 1,200 hp steam engine. During 14 years in the Royal Navy weight, she did not have any military marches. As far as it is known, the ship took part in an expedition against the criminal Fiji Islands residents who killed the English missionary. World-wide fame for this small ship was awarded by her famous trip around the world carried out only for scientific purposes.

Before the trip warship was reconstructed. It was equipped by laboratories and with the best instruments of that time. In the holds were lying nearly 300 kilometers long special ropes to measure the depths, trawls, various containers packed with samples and other equipment.

Travel around the World

The expedition, led by Captain George Nares, sailed in December 1872. The crew of the “Challenger” consisted of more than 200 people: naval officers, scientists, their associates and sailors. On the 30th of December in the Bay of Biscay expedition conducted the first study and this date is considered as the beginning of the modern oceanography (ocean science dealing with specific parts of the physical and chemical properties, processes and phenomena and their interaction with the atmosphere, land, and bottom).

Expedition’s trip around the world lasted three and a half years. During that time, the Challenger sailed 68,890 nautical miles (127,580 km) and visited all the world's oceans except the Arctic Ocean. Almost 500 times in various locations was measured depth, numerous measurements of water temperature at various depths and a lot of soil samples from the bottom of the seas and oceans were taken. Trawling the depths of the oceans, scientists discovered 4,700 new species of marine animals. All the ship's facilities were filled with hundreds of boxes of marine fauna and flora samples.

24th May, 1876, the “Challenger”, which spent 713 days at sea, anchored in the outer roads of Portsmouth. The expedition was completed, but the researchers had a lot of work to do.

Report Fitted into 50 Books

The processing of the data collected by the expedition was developed by a special commission. It consisted of several the most famous scientists from different countries. The Commission's work took almost 20 years. Finally, the Challenger expedition results were summarized in fifty volumes, the most recent was released only in 1895. The total volume of the report is 295 thousand pages and 3 thousand illustrations. It was the most comprehensive, which until then did not exist, information about life in the global oceans. It has not lost its relevance to the present day. By the way, the whole expedition report is available online.

After the expedition corvette “Challenger” was returned to the Royal Navy. Physically and morally obsolete vessel in 1921 was sold to metal scrap yards.

July was the most successful cargo handling month of this year, exceeding 3 million tons and generating 12 million LTL of profits for the Port Authority.

Favorable Tendencies

After the difficult first half, Klaipeda port returns to its record-breaking levels of the last year. Klaipeda port reached all time record in July. The sea ferries managed to ship 25404 ro-ro units. Last year’s July result was exceeded by 8.7 percent.

“Ro-ro cargo levels warn about the upcoming crisis. Now we can bravely claim that we are not feeling any crisis whatsoever. The tendencies for Klaipeda port are favorable in terms of ro-ro cargo tonnage which reached 418 thousand tons in July, making the port a leader in the Baltic region,” – claimed Klaipeda State Sea Port Authority Director for Marketing and Administration Arturas Drungilas.

The successful cargo handling in July helped to decrease the overall lag compared to the last year’s results. Throughout the period of seven months, the port of Klaipeda managed to handle 19.93 million tons of cargo, 7.1 percent less than last year. It is estimated that the upcoming half will be more successful. July was also more successful than June nearly in all types of cargo handling.

The recovering tendencies are also apparent in the handling of the port’s main cargo. The handling of fertilizers was somewhat lower at the beginning of the year because Belarus had problems signing contracts with its buyers. Now the handling of fertilizers managed to reach the results of 2011. Positive tendencies can also be seen in the handling of container cargo. Last year, throughout the first half, the handling of container cargo reached its peak because of the transit tax increase from the U.S. to Russia, Belarus, and Kazakhstan. July saw the real tendencies; however, the increase remained, reaching 11.5 percent, and 9.4 percent according to TEU.

Received More Money

The Port Authority Director and Senior Financier for Economy and Finance Martynas Armonaitis claimed that according to the profits made, July was the most profitable month so far this year. The Port Authority managed to receive 12.5 million LTL of taxes. This was the only month to exceed the 12 million LTL line. This year’s July results managed to exceed last year’s most profitable month (also July) by one million LTL, when the Port Authority managed to receive 11.6 million LTL of taxes. Also, this month received the planned amount of taxes and exceeded the expectations by 85 thousand LTL. Mr. Armonaitis noted that the results were improved by the cargo handling of ro-ro, container cargo and fertilizers.

The only product to worsen the port’s results is oil. Nevertheless, the tendencies for oil products are improving. “All in all, throughout the time of seven months, we managed to receive 80 million 920 thousand LTL of taxes. According to the taxes received, we still lag by 4 million 200 thousand LTL if compared to the results of last year. We hope that the lag will shrink. The beginning of August has shown some positive trends,” – stated Mr. Armonaitis.

Redistribution of Cargoes

Although the port of Klaipeda has dropped its cargo handling by 1.5 million LTL (if compared to last year’s results), it still remains among the leading Baltic ports. Klaipeda port is joined by Butinge terminal, which is serviced by the authorities of Klaipeda port. Their overall cargo handling reaches 24.2 million tons. The port of Klaipeda is exceeded only by such ports as Tallinn, Ventspils and Riga.

Tallinn port suffered the most in the region. Its cargo handling has dropped by 4.13 million tons in January-July. Riga port managed to increase its handling by 1.9 million, while Ventspils increased its cargo handling by 2.8 million tons. The port of Klaipeda saw a decrease in the handling of oil products by 700 thousand tons throughout the period of January to July. However, this is not as bad if compared to the losses of Tallinn port reaching 4.1 million tons. Interesting tendencies appear when the ports of Eastern Baltic, including Russian ports, are compared. The overall cargo growth in the region was 9 million tons, out of which 8 million belongs to Russian ports.

There is another interesting tendency. The handling of coal has increased by 4 million tons in the Eastern Baltic region. However, only one million tons of coal belongs to Russian ports, while the remaining three million tons are all handled in the ports of Latvia: Riga (1.3) and Ventspils (1.7).

“We see unfavorable tendencies. The Russian ports take more expensive cargoes, while the Baltic ports remain with cheap cargoes, such as coal. The Baltic ports lose their competitiveness when compared to the Russian ports. The Baltic ports play a game of cargo exchange,” – commented Mr. Drungilas.

The handling of oil products is lower in the whole region. This sector saw the biggest cargo exchange. The Russian ports handled one million tons more, while Ventspils two millions more of oil products. However, the port of Klaipeda managed to keep good positions in the competition. The port is leading according to the handling of ro-ro, although the ports of Russia and Latvia are copying the routes of Klaipeda. Klaipeda also handles more fertilizers, even though the amount has dropped since 2011. Also, the port of Klaipeda has perspective container handling capacities.

Calm summer weather allows intensifying the constructions in the port, especially deepening.

Wish for Intensive Work

According to the extensive deepening project, the works accomplished amount to 47 million LTL. This sum makes up one third of the project; the total value of the project being 129.5 million LTL. This project includes the deepening of the shipping channel from 13-13.5 to 14.5 meters and widening from 120 to 150 meters (starting with the mouth of the River Dane to the Sea Ferry). The shipping channel near Klaipeda Smelte will be widened and a new shipping roundabout built near Bega Company. All in all, the contractors managed to excavate 1 million 622 thousand cubic meters of soil. Until the end of next summer, the amount of excavated soil will reach 4.5 million cubic meters and will be buried in a special dumping site.

“Presently, a Dutch company Van Oord deepens the port with an excavator, which manages to extract 16 thousand cubic meters of soil per day.  According to the agreement, the norm of excavated soil per day is 15 thousand cubic meters. We would like to receive even more intensive works, but the agreement is fulfilled,” – commented Klaipeda State Sea Port Authority Infrastructure Department Manager Vidmantas Paukste.

Some time ago, the company used especially powerful and complex ship Utrecht. The ship’s capacities exceeded the norms of agreement by a couple of times. The more powerful ship will return to the port of Klaipeda in autumn. The same Dutch company will deepen the port near the embankments 142 and 143a. The technical task to extract 92 thousand cubic meters of soil has been prepared. The deepening project for 6.8 million LTL will be completed in 6 and a half month. The soil will be dredged by an excavator because some of the soil which needs to be extracted lies near the embankments above the water levels.

In no Hurry to Certify the Works

The port saw a lot of works regarding the cleaning and deepening. Two projects were implemented by a Danish company Rohde Nielsen. The company cleaned the port from various sediments and also improved the channel. According to the project for the improvement of the shipping channel (prepared by Klaipeda State Sea Port Authority), Rohde Nielsen managed to clean the port from 360 thousand 952 cubic meters of sediments. The company’s work is valued at 14 million 341 thousand LTL. The improvement of the channel is nearly finished in all its bars; however, some of the works are not yet certified. A lot of uncertified works are in other construction bars, also, the port’s deepening.

The world-famous companies Rohde Nielsen and Van Oord managed to finish their works on time. However, some Lithuanian, Latvian and German companies working in the port had some problems with the deadlines. Nevertheless, Roma Museckiene, Director for Infrastructure and Development, noted that there are good examples, for instance the renovation of Kairiu Street.

Deepening near the Gas Terminal

Presently, the Port Authority is preparing for a new deepening project for the building of new liquefied natural gas terminal. The technical study has been prepared and answered the questions on how much soil needs to be dredged. According to the preliminary estimates, the future contractor will have to dredge 1 million 566 thousand cubic meters of soil.

The project has been submitted for evaluations. Soon, the competition will be made public. The territory has to be deepened until the second half of the upcoming year. According to the existing costs, the project will cost 47 million LTL. The depth near the Kiaules Nugara Island fluctuates between 4.5 to 10 meters. After the deepening is done, the depth will reach 10 to 14.5 meters, while the area of gas carriers will be of 16 meters in depth. Some extra depth is foreseen as a precaution.

Mr. Paukste noted that the deepening for the liquefied natural gas terminal is related to the creation of new dumping site (the sea waste site). Now, the dumping site is 20 kilometers away from the port’s gate. The new site will be 10 kilometers away from the port. In this way, the shipping costs will be significantly lowered.

“We will have to make an environmental assessment for the dumping site. According to the experimental provision, we will use the site for one year. After that, the spreading of soil will be measured and the site’s future decided accordingly,” – ensured Mr. Paukste.

New Study

The Port Authority plans to prepare a new study for the further deepening of the port. There are various suggestions to reach the port’s overall depth of 16 meters. If such depth is achieved, then, the port can increase its technical parameters, competitiveness and the need to build a new outer port could wait. The technical task is already being finished. The representatives of Lithuanian sea shipping companies have also submitted their initial comments.

“The study will present the port from the outer shipping channel to the territory Natura 2000 in the Curonian Spit. The study will answer the questions on how much further the port can be deepened, including the shipping channel. Also, the study will reveal costs and future profits,” – claimed Mr. Paukste.

Shipped Unmarked Fuel

„In late June, I received a message that from the pilot boats at night was loaded cans with fuel in private cars. Law enforcement officers filmed everything at night. As far as I know three nights in a row fuel was loaded. Four employees from Navy Department of the Port Authority were arrested. Two of them no longer work for the Port Authority, “- assured the Klaipeda State Seaport Authority CEO Eugenijus Gentvilas.

In total Port Authority have 9 ships. Three pilot boats work at night, so were easy to steal fuel from them. At night, though, nobody has seen how fuel is unloaded from ships. Eugenijus Gentvilas said that when the fuel fraudsters were arrested, the fuel excise was found in their cars. The port ships use only reduced tariff diesel. Hence the suspicion the pilot boats could have been couriers dispatching stolen and other fuel from the port. „I have a version that port had a comprehensive system of fuel plunder. Perhaps the fuel through the collectors was realized from the hailed crew. Pilot boats’ working at night fitted for it. The collected fuel they transported to the shore, and then the car taken away it from the port territory, “- explained Eugenijus Gentvilas.

Perhaps the stolen fuel was collected from the other port companies. Port was fixed cases when fuel was stolen from a crane; fuel was poured from locomotives by rail drivers. It is estimated that the port was abducted and transported tens of tonnes of fuel. „If each shift of the pilot boats at night discharged fuel it can be said that the embezzlement scheme was well organized. One simply stole the fuel, the other allowed to do so. I can not say that those who controlled it had their fuel tanks full. But the control was not complete. One could naively believe that nobody steals fuels. I did not believe and I asked to verify “- said Eugenijus Gentvilas.

Standing Ships Sailed

Last year, the Klaipeda State Seaport Authority Director Eugenijus Gentvilas ordered to cut fleet fuel consumption rates to 15 percent for the Port Authority. The real fuel consumption did not decrease, but even increased. If in 2010 pilot boats per month consumed 32 tons of fuel, in 2011 - 36 tonnes, so in 2012 April and May fuel consumption increased by 46 and 45 tons.

Eugenijus Gentvilas remembered asking staff if everything is fine, why such high fuel costs. When he heard that everything was fine told that he did not believe. No one saw that fuel was deliberately discarded and plundered.

'Write-off appeared in the logbook. We compared the logbook ship identification system data and found that the ship stood at the quay but in the magazine was a statement that it is sailing. During the voyage fuel costs ten times more than standing at the wharf even with started engine”, -assured Eugenijus Gentvilas. It turned out that the pilot boats crews during the day could discard the 300-380 liters of fuel. Buying cheaper the Port Authority paid for a liter of diesel for 2.6 to 3 litas. During the day all the boats could be abducted fuel for over 1,000 litas.

„What the amount of abduction was I do not know, but I think it was huge. After the embezzlement was captured fuel consumption for pilot boats dropped from 45 to 20 tons per month. I'm not talking about the ship spare parts, which costs even more expensive than oil, “- said Eugenijus Gentvilas.

Over a year only on fuel the Port Authority issued approximately 1.5 million litas. The fuel is supplied by joint-stock company “Gindana”.

Claimed for Responsibility

He said he was furious and fierce when he learned about the theft of fuel from the port support vessels. The competition in the port being held and in the heart of the Port Authority - purification, while in the most important with the port security and prestige related services were thefts.

„Some people I could dismiss from work ​​using the laws from the Labour Code. But I do not want to destroy the system. If I dismiss the people who I have, the work will stop. This is paradoxical situation. We need to employ new people and they will be taught by those who have not control over what was happening in their own back yard “- said Eugenijus Gentvilas.

Therefore, what happened in the Harbour Master's Office units the port captain Victor Lukoševičius claimed for responsibility. According to mutual agreement, he will leave the port of the master station on October 5, and perhaps until retirement, which will be next year, he will be a consultant.

„I will not hide I demanded on the port captain and claimed for responsibility. His decision coincided with mine. We need to find the port captain, who carried out the functions of not only the shipping, but also to keep the Harbour Master's Office administrative affairs “- said Eugenijus Gentvilas. Another person to carry out the Harbour Master's office he said he had not so a temporary work is going to do vice captain Adomas Alekna, but even in his units Eugenijus Gentvilas seeing the administrative mess.

Is the port captain Viktoras Lukoševicius only victim of fuel plundering from pilot boats? „I appreciate Viktoras Lukosevicius' experience in shipping and port activities. He worked for 12 years, was the third captain of the port of Klaipeda throughout Lithuanian independence. For other I will not do any allowances. I will ask even more responsibility, “- mentioned Eugenijus Gentvilas.

Most arrows piercing the Port Authority's fleet department leader Vytautas Saulėnas. Just returned from holidays Eugenijus Gentvilas demanded an explanation and answers the questions from him. „The other Port Authority responsible employees work will be analyzed and operational inventory will be done. To no one I shall make concessions. I wanted Vytautas Saulėnas to work. I decide when analyze everything "- has made a point Eugenijus Gentvilas.

“In case Ignalina Nuclear Power Plant equipment is loaded in the embankments 7 and 9, the work for KLASCO will be limited. Also, our investments risk receiving smaller dividends,” – noted Klaipeda State Sea Port Authority General Director Eugenijus Gentvilas. The investments for the embankments 7-9 will make 50 million LTL. The deep-water embankments are profitable because they are constantly used by various ships. If the equipment for Ignalina Nuclear Power Plant is loaded here, then the embankments will stand empty for some time.

Another option for this is the building of a new embankment in order to meet the requirements of Ignalina NPP. The construction of such embankment might cost 50 million LTL. The construction of such embankment could be useful for the port: later, it could be used by Klaipeda Oil Company. However, there are some nuances. It is unclear which company could construct special (and very expensive) lots for heavyweight cargoes. Oil products’ companies are not interested in such investments: they do not require such lots for heavyweight cargoes. Another issue regards security because it is still unclear whether the building of such an embankment fits the security standards. Mr. Gentvilas pointed out that they have received data from the Danish Shipping Institute (where the model of Klaipeda port is located) that such an embankment could damage the port’s security. However, the representatives of Ignalina NPP claim that they received different explanations from the Danish Shipping Institute, explaining that an additional embankment could not affect the port’s security.

“The Port Authority and the whole port are being abused by the government’s plans for energy. Usually, the port and its companies interests are disregarded,” – assumed Mr. Gentvilas.

According to the representatives of Ignalina NPP, the port’s northern port could be utilized for the shipping and transportations of heavyweight cargoes.