About 50 trucks were not able to leave the ferry because they were barricaded in the lower deck. The incident is investigated by the German Police. Probably, the guilty party will be the Captain of “Nils Holgersson”. The incident was caused by increased speed or some technical flaws. In order to keep on servicing the line between Lubeck and Liepaja, Scandlines had to find another ferry quickly. The damaged ferry “Urd” will be repaired for a couple of months.

Extremely optimistic forecasts have been submitted by an Estonian company “Transiidikeskuse”. Last year, these ports managed to handle 3.5 million TEUs. It is estimated that the ports will manage to handle 10.8 percent more this year. So far, Klaipeda handled 6.6 percent lower amount of containers. Such forecasts are not always come into reality. More than a decade ago, Latvian specialists have guessed that the most important port of the region will be Ventspils. Back then, the port was equipped with a huge terminal for 250 thousand TEUs.

However, the port of Ventspils did not manage to attract new containers. Now, the specialists guess that future leaders are the ports of Riga and Muga (the part of Tallinn’s port). Until now, the leader of Eastern Baltic was the port of Klaipeda, but the port’s container handling has decreased, while in the ports of Muga and Riga it is growing. Muga also builds new container terminal which will be finished in 2013. New capacities for TEU handling are also planned by the port of Riga. At the same time, the port of Klaipeda does not manage to finish the construction of berths 90-96, required for the extension of Klaipeda container terminal.

According to Assistant of Captain Oleg Gluchov, the Baltic ports do not have such a system about the movement of ships. The creation of such center has become a discovery of 2011-2012 navigational seasons. When a ship comes to St. Petersburg, it is clear what kind of cargo that ship is transporting, its speed and the exact time of reaching the port. The system also has a separate electronic submission for a ship’s entrance. The system also tracks Russian ice-breakers in the Gulf of Finland. During the shipping season, Russians have managed to record 2230 ship escorts. The Gulf of Finland and other Russian waters employed 13 ice-breakers. Upon the creation of such system, Russia declares itself ahead of Finland and Sweden, where such module is going to be introduced in 2013. Lithuania, Latvia and Estonia have made some significant steps in navigation. The countries ship tracking systems. Klaipeda Port Vessel Traffic Service is able to see when and what kind of ships are sailing to the port.

Although Klaipeda has a number of passenger boats, there are no regular routes for water tourism. One cannot sail into the open sea due to some bureaucratic obstacles, while the Curonian Spit is too boring, thus, the only option is to circle around the port of Klaipeda.

Sailing to Tauralaukis

Klaipeda Municipality has decided to renew a water tourism route down the River Dane up to Tauralaukis. This river route is not included into the Lithuanian Inland Waters List. Thus, the route needs to be prepared by the Municipality. Due to the fish spawning season, it is not allowed to sail with motor boats until mid-June. Today, the River Dane is neglected. Only very small ships can sail in this shallow river. Tauralaukis does not have any bay suitable for mooring ships. During the Soviet times, one was able to sail in the River Dane up to the Liepu Street Bridge. The inhabitants of Klaipeda remember these entertaining trips. Marine Cultural Coordinating Council debates that it is unnecessary to sail until Tauralaukis. An entertainment route could be organized reaching the Botanic Garden. The place could be equipped with grills, so that people could grill meat. Lithuanian Sea Museum plans to use “dore” for their entertainment trips in the Dane River. The route of one and a half hour could begin in the River Dane, reaching Artoju Street and Jonas’s Hill. Klaipeda Tourism and Culture Information Center Director Romena Savickiene noticed that people like to canoe in the River Dane and new routes from Klaipeda to Kretinga are being developed.

Unused Sea

Snieguole Kerpiene claims that she has bought her sea boat “Venus S” in Turkey so that she would be able to sail into the open sea and see the city of Klaipeda from the sea.

“We have life jackets and rafts which could rescue 200 people, however, we can float only 12 people to the sea,” – ensured Snieguole Kerpiene.

When the ship’s flight costs about one thousand LTL, it becomes too expensive for 12 people. Administration Director for Lithuanian Safety Shipping Evaldas Zacharevicius explained that “Venus S” would not have any problems, if it was registered not in the list of local waters, but as a sea ship. However, the requirements for sea ships are much tighter. According to Mrs. Kerpiene, it is very expensive and hard to register a small ship in the sea register. In order to fulfill strict requirements, they would have to hire expensive expert companies to prepare all the necessary documentation.

“The requirements which were set by international conventions are not supposed to be easy to pass. The human safety is the most important thing. In order to ensure their safety, we have to stick to the requirements and prepare documentations,” – stated Mr. Zacharevicius.

He noted that Giruliai ship is successful in that it is able to fit with all the requirements and carries its passengers to the open sea near the Palanga Bridge. Due to bureaucracy barriers, the owners of “Venus S” intend to sell it after the upcoming season. Small entertainment boats sail up to 12 people to the sea. Klaipeda Small Ships Association Director Algirdas Valentinas complained about how they are treated by the customs officers. When they are sailing their tourists to see the beautiful sights, the customs officers are asking for their passports.

According to a sea captain Ricardas Lucka, there is no need to use the procedures of the Soviet times. It is enough to have a passenger list, so that the officers could count the number of passengers on board. There are no water tourism routes in the Lithuanian shores of the Baltic Sea. The same Giruliai ship sailed tourists from Klaipeda to Palanga. Also, the Baltic Sea is capricious and even in the summer time it can have huge waving, thus, it is impossible to plan things ahead.

Klaipeda could have a sea route to Liepaja, but no one is interested in this idea. Some years ago, there were attempts to sail passengers from Klaipeda to Gdansk, but the route was not profitable. Mr. Lucka thinks that small boats could sail tourists to Polish, Latvian and Estonian cities. Similar routes exist in the Baltic Sea: Estonian company Saaremaa Laevakompanii sails its tourists to Latvia.

National Park Tabooed

Klaipeda also does not have any tourist route going to the Curonian Spit. According to Mr. Valentinas, there are no tourist routes from Klaipeda. The only point is Juodkrante because Nida is too far away.

“We could expect to attract more tourists to the Curonian Spit National Park if special sightseeing grounds are created. Now, you cannot stop near the dunes because of 300 LTL fine. It is a shame that we are not showing the national park for the tourists. I have appealed for a number of times to the National Protected Areas Service under the Ministry of Environment and the Curonian Spit National Park, but have received one answer that there are no funds for such activities,” – noted Mr. Valentinas.

The Curonian Spit, except in Juodkrante and Nida, also does not have proper bays. Until now, Neringa Municipality explained that they are not going to invest into the Curonian Spit because it does not belong to them. Now the municipalities of Klaipeda, Klaipeda County and Silute share the Curonian Spit with Neringa Municipality. It is believed that new bays will be build.

Another situation exists in the River Nemunas Regional Park. It has tourist routes from Nida to Minija Village (Minge) and Uostadvaris. They also have local routes in the Curonian Spit in the River Minija from Minge and Rusne. Another attractive tourist route could be developed in Rusne, sailing the tourists around the island. However, the water routes there might be flooded with sediments that need to be cleared out.

Also, the route to Dreverna bay is not cleared. The beautiful bay, renovated using the EU funds, stands virtually unused. It is populated by birds, a couple of ships and young sailors. This bay can only accept small ships with a draft of one meter.

Russian Waters Are Still Closed

While the Russian media was full of promises to open a border post in Rybachij Village in the Curonian Spit, the shipping in these territories have not started yet. Director of Water Tourism Agency Jovila Jovita Kauneckyte-Seskauskiene thinks that the opening of borders is crucial to the development of water tourism routes. The businessmen are unsure whether the waters between Russia and Lithuania will be opened or not. Klaipeda Municipality could not profit anything from the opening because it would be too expensive to sail from Klaipeda to the Russian waters. However, the water tourism of Nida could improve. Another question regards the fact about mooring in the Russian waters. Paleskoje Village is a possible location for ships, a town which has recreational buildings, belonging to a Moscow bank. The bay of Zelenogradsk is of low quality and can be used only for mooring motor boats. Polesk also does not have any infrastructure dedicated for such a purpose. If the tourist flows increased, maybe some floating bays could be built. The group of enthusiasts has managed to build such bays in Rybachij Village, but they were damaged by waves and storms.

Klaipeda port sees the biggest deepening project in its history. Although various equipments are employed to do the work on days and nights, the inhabitants of Klaipeda are not hearing a sound. They can only see waving waters.

Lower Prices

The port’s shipping channel is deepened by a Dutch company Van Oord Dredging and Marine Contractors BV. Until summer next year, the company plans to dredge 4.5 million cubic meters of soil. The shipping channel will be deepened from 13 to 14.5 meters and widened from 125 to 150 meters. The port will also have additional ships’ turning circle near Bega Terminal. Also, the similar turning circle will be widened near Klaipeda Smelte. All in all, the port will have three turning circles. Another circle is near Klaipeda Sea Cargo Company (KLASCO). This circle has been deepened before up to 14.5 meters. The cost of works is 129 million and 507 thousand LTL. The project is partly financed by the European Union. The prices for soil dredging range from 25.23 LTL for cubic meter to 28.89 LTL for cubic meter in different bars, including value added tax. In 2008, the prices for dredging were up to 70 LTL.

The Best Technologies Employed

Klaipeda State Sea Port Authority has provided the technical tasks for the deepening of the seven bars (the total is thirteen). These bars include the port’s territory (3.7 km) from the mouth of the River Dane to the newly constructed Klaipeda Passenger and Cargo Terminal. The contractor asked to work in a place which is of no less than 3.5 km in length, in order to be able to fully and freely operate their equipment.

It is estimated that 2 million 323 thousand cubic meters of soil will be dredged in seven bars. The contractor, which is one of the biggest port deepeners in the world, employs very powerful dredgers “Utrecht”. The dredger of 160 meters in length has two pumps equipped with a special moraine scratching screw. Such equipment allows dredging thick moraine clay and stones of up to 40 centimeters in diameter.

“We have held a meeting with the contractor’s representatives in a dredger “Utrecht”. There is no noise in the ship, only some vibration, because metal knives are tearing away moraine layer,” – described Klaipeda State Sea Port Authority Manager for Development and Infrastructure Vidmantas Paukste.

Another excavator-dredger “Goliath”, which belongs to the same company, started working in Klaipeda port last week. The dredger is able to excavate up to 25 cubic meters of soil at a time. The dredger will work in smaller territories and various backwaters. The excavator-dredger is extremely precise because it uses computer data taken from the satellite and shore-based laser device.

Among the Biggest Projects

“Today the port of Klaipeda has employed such technologies as have not been used in Lithuania previously. This not a regular equipment, but the most powerful modern-day dredging equipment,” – ensured Klaipeda State Sea Port Authority Director for Development and Infrastructure Roma Museckiene. According to the signed agreement, Van Oord has to dredge 15 thousand cubic meters of soil per day. The deepening of Klaipeda port is among seven deepening projects that a Dutch company is undertaking around the world. This company is building a Dutch port of “Masvlakte 2” in Rotterdam; the company is also involved in such large-scale projects as the making of gas pipeline in the Arctic and has a couple of deepening projects in the Persian Gulf and Australia. The company’s ships employ some Lithuanian seamen and captains.

Deepening Is Limited by Shipping

Since April 22, the company has managed to dredge 300 thousand cubic meters of soil in the port of Klaipeda. The works will be documented and transferred according to the bars. The port can be deepened throughout the period of 12 months. Although the deepening continues throughout day and night, with the working shifts changing every two weeks, it could come to a halt if the weather turned cold or windy. Van Oord has 300 deepening units and could send in more of their dredgers, but the shipping levels in Klaipeda port are intensive.

The management of Klaipeda port believes that the company will finish their works earlier than it is provided in the agreement. The company is interested in finishing up the works sooner. After the deepening project is over, the port will be able to accept ships with a draft of 13 meters. This is especially useful for huge inter-oceanic container ships sailing to Klaipeda Smelte.

Apart from Van Oord’s equipment, the deepening equipment of Rohde Nielsen is also at work. The company’s ships are engaged in two projects: cleaning of the port’s sediments and improvement of the port by taking away hillocks and corners. The works are completed in 10 bars out of overall 12. There are also unfinished works left in the berths 96 and 144.

So far, most of the redundancies in the Port Authority were escorted with loud court procedures, usually ending with peace agreements. However, such redundancies save a lot of public money.

Appeal to the Courts

There were cases in the Port Authority when an ambulance car was needed after a person learned about his dismissal. Since 2009, when Eugenijus Gentvilas started heading the Port Authority, two director’s assistants, three managers and three specialists were made redundant. Part of the sacked employees managed to write voluntary statements or was asked to do so. Five employees were sacked because they breached Article 235 of the Employment Code, meaning the strict breach of work duties. The sacking of three employees was related with one of the main contractors of the port of Klaipeda, Klaipeda Hydromechanics. Another two employees were involved in the unsuccessful restoration of Sventoji port, when it was shipping canal was flooded. The Port Authority has submitted data showing that the public institution has saved 32 thousand LTL by signing peace agreements with their former employees. However, the former employee of the Port Authority Arvydas Jocys has appealed to the court, asking the organization to pay him 27 840 LTL compensation. He was sacked on February 29, this year for withholding information on safety violations made in the port’s terminals.

Unclear Motives

A former director of infrastructure Algirdas Kamarauskas was the first to be sacked on September 4 2009. He breached his work duties by not providing Klaipeda Hydromechanics with the technical projects on the port’s cleaning duties. Mr. Kamarauskas was blamed for covering up the contractor. Mr. Kamarauskas appealed to the courts and demanded to receive a compensation of 113 thousand LTL, out of which 70 thousand LTL were to be dedicated for moral damage because Mr. Gentvilas had publicly announced his dismissal. Upon signing a peace treaty, the reason for sacking was changed into a voluntarily request. The former reasons of breaching his work duties were removed.

However, it is still unclear whether Mr. Kamarauskas was giving a preferential treatment for Klaipeda Hydromechanics or not. The court has not uncovered the validity of this information. Mr. Kamarauskas claimed that he was asked to come to various institutions, which analyzed possible breaches of Klaipeda Hydromechanics made in the port. So far, there were no cases brought to the court about the company’s violations.

Financially speaking, the Port Authority won against Mr. Kamarauskas. After the peace agreement reached in the court, the organization paid him a compensation of 27 917 LTL. If Mr. Kamarauskas was fired in any other way, the Port Authority would have paid 32 thousand LTL. In case, Mr. Kamarauskas succeeded in the court, the compensation could have been 113 thousand LTL. To add, if the Port Authority won in the court, they would have been able not to pay any compensation to Mr. Kamarauskas. There were similar cases like this in the Port Authortiy before. Prior to this, its senior financier Beata Kuleviciute was sacked because she refused to submit information to her general director. It was considered to be a rude violation of work agreement. She appealed to the court and asked a compensation of 133 thousand LTL. The court procedures ended in a peace agreement: the reason for sacking was changed and she received a compensation of 27 981 LTL. Similarly as in the case of Mr. Kamarauskas, the Port Authority managed to save some money. If she was sacked in any other way, the Port Authority would have paid 32 thousand LTL, but if she was proved to be wrong, then the Port Authority would not be required to pay her compensation.

Not Everything Ended Peacefully

The Port Authority witnessed some cases of violations, when the former staff members were not able to prove their innocence or win a peace agreement. On June 23 2011, a senior procurement specialist Hiliaras Sasnauskas was sacked; the reason for this was the violation of Article 235 of the Employment Code, withholding of information and participation in competitors’ activities. Mr. Sasnauskas appealed to the court and asked a compensation of 40 thousand LTL. The Port Authority won this case and additional 1 200 LTL for costs.

Gerdenas Matulis left the Port Authority quietly on November 25 2011 without asking for any compensation. He was asked to perform various deepening projects, but breached the Employment Code by not making bathymetrical measurements and technical projects. Later these were made, but their data was incorrect.

Another employee of the Port Authority, a former manager of department of berths Audrone Banionyte also left the organization without asking for any compensation. She was responsible for the mistakes made in the planning of Sventoji port, which, soon after its opening, was flooded with sand. For the same reason, Arturas Kazlauskas, who was the department’s manager, also left the organization.

Petras Antanas Stulga also left the organization quietly. He was considered to be a relative of Pranciskus Jurgutis. Last year, Vidas Karolis, the Port Authority’s director for infrastructure and development, also left the Port Authority with a minimal compensation. Recently, Mr. Gentvilas has announced the reasons for his sacking, which were related to the contractors and procurement procedures.

During the war years, the world’s oceans were full of raiders (militant or armed transport ships) that were lurking for prey.

Raiders: the Continuation of Capers

In 1856, the Paris Convention prohibited capering, which allowed civil ships (with the permission of their country’s government) to attack and rob other ships transporting military contraband or other cargo for the enemy. After the Convention’s decree came into power, this was only allowed for the military ships. They were allowed not only to attack and rob other ships, but also to sink them. Raiders, similarly to capers, were allowed to take the ship’s goods and money.

At the end of the 19th century, the international relationships were not improving. When the sea blockade came into focus, the countries started building not only cruisers, but also commercial ships, whose crews were made out of military sailors. In case of war, such ships could be easily transformed into military vessels. They were able to change their outlook and able to capture other ships, which could not suspect anything due to the friendly appearances. Among the corsairs of the 20th century, the exceptional place was hold by Germans. They were able to “compensate” the time in which they were not roaming the seas as did English, Spanish, Portuguese and French ships.

Gentlemanly Robbers

During the years of the World War I, the German Navy had 12 raiders. These included disguised light cruisers, armed transport ships, and a sailboat. On April 1, 1914, when Germany declared war on Russia, a light cruiser Emden, managed by Karl von Müller (1873-1923), left a German ruled port of Qingdao (Eastern China) and sailed for the sea route of Vladivostok-Nagasaki. Here, the German raider met its first victim, a huge Russian merchant ship Riazanj.

Due to its white color, Emden, which was 118 meters in length, was nicknamed “Eastern Swan”. It became one of the most famous corsairs of the World War I. The ship managed to seize 23 merchant ships in 12 weeks and sunk a Russian cruiser and a French miner ship. The raider’s captain became a hero. During the seizures organized by Emden, there were no casualties in the enemy ships. The hostages were treated well. The hostages were released upon giving their word that they are not going to participate in the war anymore. Sea officer’s word of honor was not an empty word. They were held by both sides in the war. After Emden was seized by an Australian cruiser Sydney, the crew was welcomed with a luxurious dinner.

Dangerous Sailboat

Among a number of the World War I German military raiders, a three-mast steel sailboat Seeadler enjoys a somewhat legendary status. There were two main advantages to use a sailboat as a raider: first, there was no need to have a lot of extra fuel and, second, it did not cause any suspicions. Seeadler was able to escape the Baltic Sea and English blockade disguised as a Norwegian commercial sailboat.

The ship’s captain Felix Graf von Luckner (1881-1966) is described as a cruiser pirate by a number of literary authors. He was a carefree adventurer, who, already in his teen years, escaped to the sea. During 244 days of his raiding in the Atlantic and Pacific Oceans, he and his team managed to sink 11 sailboats and 3 steam ships.

Felix Luckner would take the most valuable cargo of a ship, such as food, alcohol, and tobacco along with a ship’s crew and would sink a seized ship. When he had about three hundred hostages, it became problematic because they needed to be fed and placed. When a French four-mast bark Cambronne was captured, Felix Luckner ordered to transfer the hostages into the capture ship. The sailboat’s masts were cut off, so that the hostages could not reach the shores very soon and report about a German raider.

The adventures of Seeadler ended catastrophically. The sailboat’s crew and hostages were celebrating, when the ship itself was washed on the coral riff and destroyed. After the war, Felix Luckner became famous due to his sailboat travelling and autobiographical novels, which were best-sellers.

Other Times, Other Habits

During the years of World War II, a German raider Atlantis was the most effective. The ship was built in 1937 by Hansa Line Company and conceived as a 155 meter length transport ship. When the war started, the Nazi Navy nationalized the ship. It was decided that it should be equipped with guns and sent to destroy the commercial ships of Great Britain.

The ship’s captain was Bernhardt Rogge (1899-1982); it was disguised as a Norwegian commercial ship. It was the first German ship to escape the English blockade and sail into the wider waters. The ship roamed the Atlantic, Indian and Pacific Oceans for 622 days. Atlantis managed to seize and sunk 22 ships from Great Britain and other countries. On November 22, 1945, the British planes noticed the ship near the Ascension Island in the Atlantic Ocean. Atlantis was sunk by a British cruiser Dorsetshire.

In the first period of sea battles of the World War II, prior the joining of German “wolf packs”, the militant submarines, the Atlantic and Pacific Oceans were raided by a couple of German raiders, such as Orion, Widder, and Comet. When such ships saw merchant vessels, they sunk them without any mercy.

Fuhrer’s corsairs were not as gentlemanly as those of the World War I and did not notify their enemies prior the attacks. Such ships were interested in fleeing soon after the attack and usually forgot to take care of the crews of sunken ships. Thus, other times, other habits.

Operating mode on the ships is free even by EU Directives. Seamen are the only category in the EU, which has not the maximum 48 hours weekly working time regime. International seafarers’ union “Nautilus International” representatives commented that the ship owners and operators should take into account research on seafarers' tiredness. It is warned that if happens the accident due to the tiredness of seafarers, the full responsibility for it will have ship owners.

Typically, that the less economically developed countries promised increased pensions for seafarers, it is paid for training courses, exchange differences are compensated, it is also paid for flights to ships and seafarers and their families get free of charge insurance. Some companies are just „impose“ sailors transferring them the pay part to the social funds. The longer a seaman is employed the more increases transfer.

The better conditions are created that the sailors feel stronger social insurance. There are the Eastern European countries, where insurance systems are weak. But this system does not work for some Western European countries seafarers who in any case require more money to get directly into their hands.

To work without worrying where to get the cargo is the easiest. How long the Russian ports will work this way is unclear. The company, which values the quality and price relationship, chooses the Baltic ports. However, orders from the top to load the cargo only through the ports of Russia's works too. The port businessmen do not want to argue with the current Russian government persons.

„Now in Russia are found better partners in the transport of goods by rail,“ - commented “Lithuanian Railways” company’s representative Saulius Stasiūnas. „Mercury“ project was presented at the Moscow exhibition TransRussia. It was even held a special workshop on freight transportation by rail between East and West regions. It is expected that the „Mercury’s“ future will be more beautiful than they already expended „Vikingas“, which transports cargo from the Ukrainian port of Odessa and Iljichiovsk to Klaipeda, and gradually rising „Saulė“, where the train runs between Klaipeda and Kazakhstan.

In Klaipeda registered company “Novikontas” in Riga opened a training center for seafarers. In Latvia run business Lithuania freight forwarders. One unnamed person, operating in Klaipeda port forwarding company owner, said that in Latvia, although the competition is greater, freight transportation business is created better conditions for business. He was unimpressed by some of the major companies in the port of Klaipeda, which created its own protected forwarding companies and pushing the smaller forwarder from the business.

“Princess Daphne” is not the smallest vessel that enters the port of Klaipeda. The port will visit several cruise „dwarfs“ - 112 meters “National Geographic Explorer”, 111 meters long „Bremen“ and even 90 meters long „Island Sky“. The last mentioned carry only 122 tourists. The biggest ship which enters Klaipeda port is 290 meters long „Costa at Pacific“. It will carry 3780 sea tourists. This ship will visit port during the season three times.

This year's cruise season in Klaipeda port should be better. Last year 37 ships visited the port in 2010 it was visited by 45 ships. 2011 cruise shipping in the Baltic Sea region has been growing. At that time, it fell in Klaipeda. The main reason – Klaipeda is not the capital, old town is small, it is not what to see. The attractiveness of Klaipeda was reduced due to the fact that before at noon there were beaten and robbed cruise tourists from Spain.

Cruise shipping season at the port of Klaipeda is one of the shortest among the Baltic Sea ports. In Riga port the cruise ship season will begin on May 14th and will end on September22nd. This season the Riga port cruise ships are planning to visit 83 times. The largest ship, which will also visit Klaipeda, is the same „Costa Pacific“.

In recent years the number of cruise ships has been significantly reduced in the port of Riga. Last year it was visited by 69 and the year before by 64 vessels. Therefore, this year's season is considered to be a boom to cruise shipping. The most cruise ships visited the port of Riga in 2003 – 121. Then they arrived carrying 85 thousand ​​of tourists. This year, the port of Riga is expected to record 92 thousand tourists.

Port of Tallinn cruise ships will visit 256 times this year. Season opens on May 3rd and will end September 28th. Port of Tallinn counts cruise passengers in millions. Estonian islands of Saaremaa cruise ships this year will come three times.

In Baltic Sea region the mainly attractive for tourists is St. Petersburg port. It is visited by about 300, almost everyone coming to the Baltic Sea, tourist ships. Tallinn, Stockholm, Helsinki and Copenhagen are the second largest number of tourists’ attraction places. Klaipeda by the amount of tourists descends not only the major cruise ports in the Baltic Sea, but also Riga, Gdansk, Rostock.

In the nineteenth century in our region the first which started labeling flounders and eels are Germany and Sweden fishermen. The use of metal tags was recorded in booksas well as marked fish length and weight. Comparing the marker data was restored fish migration routes and the changes in their growth. Now are used the new generation fish tags - electronic with radio wave’s transmitters. Such markers allow testing not only fish migration routes, but also their living environment. Modern markers fixate the waters’ dissolved oxygen, temperature and salinity. In Europe to the open waters are released eels are additionally labeled with tetracycline leabel. Similarly, with calcium are labeled codlings.

As a „living natural markers“ are adapted parasites. In the muscles winded round parasitic worms Anisakis simplex help reliably distinguish southeastern Baltic herring from smaller relatives in the bays of the North and the East Baltic. Individual parasites are in the sparlings and in the smelts from Curonian lagoon and are a kind of labeling.

The reward for the label

Salmon fish in Lithuania marks the Nature Research Center, Fisheries Service and biologists from Klaipeda University. These royal fish are most marked in Aukštadvaris hatchery and in the rivers of Zemaitija. Salmon markings in Western Lithuania started in 1998. It was led by Antanas Kontautas. Then was produced 10 thousand plastic T-Floy Carlin markers. In recent years, fish marking operations have stopped and the unused part of the markers were left. The records of the labeled fish and returned markers are kept. When the marked fish are caught, the researchers ask to report about it or to return the label to the nearest Environmental Protection Agency. For the returning of the label agency pays 15 litas.

In Lithuania are returned 20-30 per cent of labels in neighboring countries - up to 15 percent. Some results have already been recorded. In spring 1998 labeled salmon-trout in Zemaitija in the autumn was caught in the Gulf of Riga. The same year marked fingerling was caught in the Gulf of Gdansk. In summer 1998 and in autumn 2010 in Smiltyne - Kopgalis were caught three young sturgeon and sterlet (Bester) hybrids. These unusual sturgeons were labeled by Kaliningrad region labels.

In November 2011 in the Baltic coast near Nida forester and amateur fisherman Kestutis Diksas caught with spinning half a meter salmon. In the dorsal fins he found a plastic label from Russia. Russian scientist Sergei Titov from Academy of Sciences Zoological Institute of St. Petersburg announced that the fish was labeled in April 2007. Grown in a nursery for one year, 40 grams fingerling was released in the river Neva. So far this is the furthest hailed to our waters labeled fish.

It can be concluded that in the Gulf of Gdansk are caught labeled salmon from the Nemunas and the Daugava confluencies. In Lithuania labeled fish are strayed in the Gulf of Riga and are caught in the North of the Baltic Sea.

The travel of labeled cods

Perhaps the best explored are the migration routs of cods in the Baltic Sea. It was found that the cod squads schooling in the length and breadth of this sea. In the spring in Gotland Deep fish were caught and labeled and after three months occurred in the spawning grounds of Gdansk and in Arkona slacks. Single adult cod overcomes up to 600 kilometers. The maximum removals are conducted in the spring and autumn before spawning.

Under Codyssey program in 2010-2011 in the North Baltic and Barents Sea, Iceland / Faroe Plateau was carried out the cods’ research. The innovations were used - for the returned labels, descriptions fishermen were given the opportunity to participate in the lottery, which amounted to 1.3 thousand euros reward. There has been found some interesting findings. Radio waves helped to estimate the individual cods’ sedentary life. In the North Sea cods lived through the whole summer near the submerged ship. The evening twilight blurred for feeding, they again find their way back.

According to Codyssey program findings use the Baltic Sea fisheries scientists who seek the ways how to save the cod population.

For the first time in the competition participated the joint Vilnius Zirmunai  and Zverynas gymnasium teams “Vilnius Armada”, chanting that although Vilnius away, but the sea is in the heart. Beyond Vilnius teams in the competition participated eight teams from Klaipeda, Kretinga, Naujoji Akmenė and Silutė gymnasiums.

The competition is presented many marine's tasks, which makes you feel seafarers’ employment specifics. Traditional tasks evolved the task in the pool, in a smoke maze, navigating simulator as well as theoretical knowledge examination and rope pulling contests. In addition, this year also was evolved medical first aid task - students had to do an external cardiac massage and artificial respiration.

The competition was watched and evaluated by well-known masters of Klaipeda, who are also Lithuania Maritime Academy teachers. Young people's interest in sea has many supporters - various maritime organizations from Klaipeda. The main prize would set up by a shipping company “DFDS Seaways”. It carries the winning team by ferry to Karlshamn in Sweden. This year's winner became Klaipeda “Aukuras” gymnasium team "Starfish” and they will sail to Sweden. Before that, on May 12, the team will meet with the Latvian team in Riga.

Although the city of Klaipeda and the Port Authority are controlled by the same parties, the conflicts between these two institutions arise. The Port Authority does not want to give away a lot of money for the needs of the city.

Do Not Want any Frictions with the Private Sector

“The Municipality’s approach to the port is becoming more and more interesting. We have discussed this with the city’s officials. They think that they can take all the money from the Port Authority because they know both Gentvilas and Masiulis,” – commented Klaipeda State Sea Port Authority Director Eugenijus Gentvilas.

According to the current situation, the Municipality requires the Port Authority to pay for all the nuisances such as noise, odors and other works. “A lot of projects on which we and the Municipality are working together will cease, if such a view persists,” – summarized Mr. Gentvilas. He added that the Port Authority only manages the works in the port, but it does not carry them out. The Port Authority does not emit any smells or cause noises; the Authority does not have trucks or trains about which they get complaints.

The companies which receive benefits from the port have to take responsibility and compensate the city for their works. “Now they try to appeal to the Port Authority for money; meanwhile, the port’s companies can avoid their appeals by renovating a fountain or contributing to the Sea Festival. The Port Authority’s overall financial turnover makes only 7 percent of the port’s annual turnover,” – noted Mr. Gentvilas.

It is relatively easy for the Municipality to dig into the pockets of another public institution, avoiding the unwanted friction with the private sector. There were various bad examples between the Municipality and KLASCO. More than a decade ago, the Municipality transferred Vite Quarter to the company. For such a transfer, the company allocated 9 million LTL to renovate some roads. Not long ago, it was decided that the agreement between the Municipality and the company was unlawful. The territories have been lost and you cannot retrieve the money from asphalt.

Pushed to the Brink of Bankruptcy

Serious conflict arose between the Port Authority and Klaipeda city Municipality because of the detailed plan of Klaipeda Sea Cargo Company (KLASCO). The plan, managed by the Port Authority, has been prepared for the last three years, but cannot be implemented due to various new requirements. Now, according to the plan, Klaipeda Municipality asked to plan the territory up to P. Lideikio Street. This street is few blocks away from the port.

“The detailed plan is limited to Svyturys Street. According to the requirements for detailed plans, they could ask us to plan the territory one block away, up to Murininku Street. Thus, we do not understand why they are asking us to plan up to P. Lideikio Street,” – wondered Mr. Gentvilas.

Due to the lack of funds for planning, Klaipeda Municipality has an unwritten rule about the territory planning. It implies that upon creating new plans, larger territories should be included. However, there were no cases of a plan which would depict bigger territories than required.

The Port Authority not only had to plan the whole territory, but also take responsibility to fix it. The documents of Municipal Traffic Safety Commission claim that the Port Authority will have to sign a separate agreement with the Municipality for the further implementation of the detailed plan. The Port Authority has calculated that in order to fix roads and crossroads up to P. Lideikio Street could cost about 150 million LTL.

“We stop the preparations of KLASCO’s detailed plan. I cannot risk the bankruptcy of a public institution in order to implement such preposterous planning,” – said Mr. Gentvilas.

The Port Authority would not gain any benefits from P. Lideikio Street. It is also unclear whether KLASCO will use the street in future because the company uses Naujojo Uosto Street.

Charity Will Damage the Municipality

According to Eugenijus Gentvilas, the Port Authority made a great charity for the Municipality. The Port Authority has prepared the reconstruction projects of Baltijos Prospect and its crossroads, costing about few million LTL.

“We are providing the Municipality with the reconstruction projects. I hope that the city’s officials will see what kinds of things were invented by the officials and specialists of Safety Traffic Commission. The project shows that some of the works could not be implemented due to their price of 320 million LTL,” – assured Director of the Port Authority.

These projects will be difficult to implement even with the support of the EU. The city which lacks the money to repair its roads will need 100 million LTL alone to co-finance the projects and pay added value taxes. Mr. Gentvilas believes that the city will not implement the project and change the existing projects. Who is going to pay for all of this? The decisions have been made collectively, thus, there will be no guilty party.

The Port Authority has contributed substantial sums of money to repair the city’s roads. Prior to that, the Port Authority allocated up to 3 million LTL. Last year, the Authority funded the reconstruction of Minija Street, allocating 8 million LTL. This year, the Authority will provide another 7 million LTL. If the Port Authority has not taken on the reconstruction of the street, it would have remained un-reconstructed.

On the other hand, the Port Authority owes to the city for the bay of small boats. The Authority did not stick to the deadline and is now late with the constructions which were promised in return of land. However, the constructions have not started. The construction depends on the government’s decision to take the Port Authority’s profits or not. The country’s budget has a deficit and the Ministry of Finances wants to take the money from the Port Authority.

The city under water

So far, there is a computer graphics architect Joachim Hauser’s hydropolis. The implementation in a couple of years should begin in the Gulf Arabian Sea.

Modern construction and insulation materials help architects to implement the dreams in the water. Total area of hydropolis is 260 hectares. It is planned to equip not only the 200-room hotel, but also the entertainment center, sports facilities and viewing platforms. The walls of the building will be separated with a transparent wall. The aim of modern architecture is to set them closer to the real environment and to strengthen the feeling of the water. It is typical that in the largest aquariums - the oceanarium one wall is with an open view into the depths.

By the tables are seen sea animals. This image is from the Israeli Red Sea Star Restaurant “Eilat”. This building is shaped as marine starand the wall is divided into 62 large aquariums. In the sea behind the glass you can see the Red Sea’s false “coral reef garden”. Being in the restaurant hall you feel like diving into the depths of the sea animal life and feel the joy of discovery.

Overhanging in the blue sea

The sea as an adornment has become a holiday buildings companion. The world competes in order to find the most attractive place.

Dubai attracts a spacious Al Mahara’s hotel restaurant with a large hall with the view into the deep water. Here, around a huge swimming pool with a natural underwater nature, are set tables. Fiji Island attracts visitors Poseidon’s domain - restaurant under water. The impression is strenghtened submarine skylights and sleek space angles. Next to the restaurant the visitors is waiting submarine boat that attracts them to underwater excursions. Maldives attracts with the amazing hotels and restaurants on the water. They received the world's best architects’ competition assessments. It combines Ocean and sky-blue transparent. The island is separated from the modern world. Near is an underwater cafe - 5 meters high and 30 meters long hall. Through the walls and ceiling you can see the coral reef. Overwhelmed by a feeling of weightlessness everyone is looking to grasp into something stronger. Artificially created „depths“ there is as a natural reality. The sea and the people from the sea separated glass have always to be cleaned.  The glass is polluted only through magnifying glass visible algae and animals’ larvae. The play of rippling water, rays and sharks in the shadows are disrupting. There are some people who under the water strike the fear of claustrophobia.

The Baltic Sea is not attractive yet.Underwater stock-building does not yet build in the Baltic Sea. It is more industrial than recreational water. This is the result of a cold environment and cloudy water. The floor of the sea is seen just a few meters in depth. Water transparency is maintained only in the spring. Middle latitudes of the cold-water marine flora and fauna are not as expressive as in warmer places, where both fish and plants emit a wide range of colors. More severe is recreational buildings maintenance in the Baltic Sea. Here every larger storm is lead by a coast disruption. The best thing today, what architects can offer for deep-sea fans, it works in Sweden or Finland Scheres, with the view into the depths and the ship with a transparent bottom.

Students of the Italian ship design Institute Lorenzo Berselli and Simone Madella represented the original yacht design. This design received a special Millennium Yacht nomination contest prize. It is the highest craft designs rating of pleasure.

Yacht „Cronos“ is evaluated as the most environmentally friendly pleasure boat in the world. It is made of wood. The design of this yacht is unusual, with modern furniture and construction of the ship is like a return to the old period of ship building. However, the yacht „Cronos“ has many modern constructional features, especially in an area of navigation.

Yacht’s form is also unusual. There are no masts or sails. They were changed with huge kite above the main superstructure. The boat pushes forward not only by these kites, but by two electric motors as well. Electricity is supplied to a ship by solar panels and wind generators. It is amazing that the electric motor and special insulation of the engine heat is also recovered into electricity.

By yacht „Cronos“ you can travel around the world without refueling. So far, neither the yacht price nor possible dimensions are given.

Unused railroad was once shattered because of Liepaja and Ventspils port did not take goods from “Mazeikiai Oil”. When the Polish concern “PKN Orlen” obtained “Mazeikiai Oil” its representatives raised the requirements to restore the railway to the border with Latvia. Railway through Latvia significantly shortened transportation of oil products from “Orlen Lithuania” "to the port of Klaipeda. Now, the petroleum products move from Mazeikiai to Radviliskis and then to the port of Klaipeda. After sorting out the railway line to the Latvian border, trains could travel to Klaipeda crossing the part of Latvia territory, then through Skuodas district and Darbenai wheel to “Klaipeda Oil”.

The 39.5 million litas of free cash has been kept in the bank, while 32 million litas were invested. From the bank Snoras were redeemed certificates for 17 million litas. In case of bankruptcy of the bank Snoras the money are not longer expected to regain. At the beginning of 2011 the Port Authority had 63 million litas free money 43 million litas were on the bank account.

Pilot salaries also decreased. In 2010 the second class pilot’s salary was 5890 litas, 1st Class pilot’s salary was 7510 litas and salary of the Chief Pilot was 8523 litas. This year, the salaries of pilots were 5200, 5950 and 6870 litas. Vessel traffic service operators’ pay significantly decreased. The operator's salary in 2010 was 4777, and the chief operator - 5707 litas. In 2012 these salaries were 4050 and 5150 litas.

How to praise the concern Achema Group that their minimum salary is 1000 litas, the Port Authority is able to boast about salaries as well. The minimum salary in this institution is paid to keepers and cleaners. It was about 1314 litas. In 2010 keepers and cleaners salary was 1236 litas. Port Authority drivers currently get 2355 litas.  Drivers' salary in 2010 was 2485 litas. Among the least-paid employees of the Port Authority are on duty operators of the Sventoji port.  Their salary is 1650 litas. In 2010 there were not any marina operators and the small fishing vessels berth operators’ salaries were 2194 litas. The port’s divers salary decline from 3701 litas in 2010 to 2695 litas in 2012, from 4015 to 3330 litas were decreased vessel captains’ salaries. Among the recipients the least (in 2012 - 2111 litas) are sailors - the mechanics. In 2010 their salary was 2162 litas.

Next to „jars“

This seems like a disturbance because to a lot of citizens the development of today's castle site is acceptable. A few years ago in this area appeared modern and spacious yacht harbor. The seeker of new vision of Piliaviete port site is the Lithuanian Marine History and Culture Club „Budys.“ The club representative Algimantas Liesis noticed that after independence the first Klaipeda City Council announced that by the year 2009 „Klaipedos laivu remontas“ („Klaipeda Ship Repair“) had been moved. Now is 2012, but the company near Piliaviete still remains. It directly or indirectly owns not only the area of ship repair, but also the nearby cruise ships terminal and the Pilis port. „The establishment of the Pilis harbour-marina not only brightened the landscape of the castle, but also the old town. Beetling stems, sibilant shrouds, rotating Weathercocks look attractive, „- noted Alagimantas Liesis. At the same time he raises the question why in the historic heart of the city the yacht harbor-marina is managed not by historic clubs as in many countries around the world, but the creature created in Soviet times? The historical and culture club “Budys" appealed to Klaipeda city municipality considering this question.

„We read truly regrettable lines according our letter which was signed by the Klaipeda City Municipality director Judita Simonaviciute. She said that the plan does not cover detailed historical restoration of the yacht-clubs and activities, “- noted Algimantas Liesis. He recalled that Judita Simonaviciute was the member of the first city council. This council wanted to protect the historical part of Klaipeda from the „business“ invasion.

„Now the business is drawing seven floor “jars”. Large buildings will shield the horizon, and looking from the castle towards the sea we will see only a multistory block puzzle. It would be nice if I would be wrong drawing the future of the castle environment. I hope that it will be full of life. There is always the feeling that it may be vice versa and the reason is irresponsible architects “- noted Algimantas Liesis.

The object of heritage

Lithuanian Maritime History and Culture Club „Budys“ chairman Kostas Frankas believes that Klaipeda Castle and the bastions complex is significance of the national heritage. Nowhere else in Lithuania does not exist the old port status corresponding the maritime heritage. In opinion of Algimantas Liesis, this object should be handled under the 2003 adopted the Barcelona Charter, which is adapted for maritime heritage. Castle and its territory should be recognized as the Old Port maritime heritage complex.

Algimantas Liesis acknowledged that after the reconstruction of the Castle Harbour has become more attractive, even playful. However, it did not become safer. „Accidents are not planned, but they occur. By the theater stands tagged decorative “ropes„ which are really threatening. The inner harbor waterfront castle is adapted to yacht port, but also equipping them nobody asked yachtsmen “- said Algimantas Liesis. Lithuanian Maritime History and Culture Club „Budys“ members are concerned of the historical ship embankment, which during the reconstruction was untouched. „This should increase the number of bollards, for the display of smaller boats should be equipped with a pontoon or the quay has to be lowered. It is not pleasant that nobody knows what caused the principles of origin the pleasure craft squadron “- noted Algimantas Liesis. A serious problem is the castle harbor entrance channel. In spring and autumn, when the t flow in the river Dane is the larges, a vortex is formed, which is planted entrance channel with screenings. Maritime History and Culture Club members also would like that the turn bridge would be automated. It is possible to turn it faster by the internal combustion engine.

The marine heritage was considered

„Arranging the detailed plan of the Castle port is not mentioned yachtsmen, only castle, towers, playgrounds. At the place where now are Klaipeda Ship Repair Company, formerly were a few of the yachtsmen Society's own berths and buildings, "- noted Algimantas Liesis. He said that it is worthwhile to protest that it would be a decision on the historical continuity of clubs ownership.

The architect Vytautas Šliogeris has prepared a plan, which indicates where and what was next to the castle area in the pre-war period.

„When a detailed plan is arranging all parties indicate the areas where they have property rights and submit their requests. How can a municipality in the detailed plan to point out that one or another location to be restored for the club” - asked the Lithuanian Sea Museum Director Olga Zaliene. Klaipeda Municipality Heritage Conservation department director Edita Petrauskiene said that property issues in and around the castle can be resolved only through legislation.  „Public hearing about the detailed plan has already been. The proposals were taken into account. According to detailed plan it is not possible to look deeper into subjects of history, although historical research was carried out and everything was evaluated. We asked that those who have the results of this evaluation to share them. K. Frankas said that he has the study, but share it only according to agreements “- remembered Edita Petrauskienė. She said that the historical sites in and near the castle will be marked with special signs. Very interesting is pre-war base building of yachtsmen and oarsmen was given to Lithuania Minor history museum which is the owner of the Castle museum.

Photo „Klaipedos laivu remontas“ („Klaipeda Ship Repair“).The computer graphics of the area near the yacht port and the river Dane:

The captain and the pilot are not guilty

Last year, an investigation in “Barta” executed Klaipeda Port Police Department officers. After investigation the city of Klaipeda District Prosecutor's Office charged of negligence took the lives of two people, damaged property the ship „Magdalena“ Polish captain Viktoras Michalovskis and Klaipeda port pilot Vytas Saulauskas.

Concerning this event, Klaipeda State Seaport Authority, as a pilot Vytas Saulauskas employer, was claimed of 261 thousand litas insured's lawsuit. This year, in mid-April in Klaipeda district court quashed the charges to Vytas Saulauskas and ship “Magdalena” Viktoras Michalovskis. It's like the Lithuanian Maritime Safety Administration suit the findings, which were announced after a half of year after the accident. Maritime Safety Administration Commission said that the accident occurred due to unsafe tugboat „Barta“ speed and his crew errors.

Nearly two million litas claim for pecuniary damages was declared by tugboat “Barta” owner - Klaipeda Stevedoring Company (KLASCO). Claimants in civil proceedings have been recognized two insurance companies, claimed for nearly half a million litas. the victims of dead sailors were adjuged - a shift mate Kazimieras Vaitkevičius (born in 1945) and motor mechanic Andrejus Blindzius (born in 1948) who relatives also sought in order to be rewarded by 200 thousand and 30 thousand litas of pecuniary and non-pecuniary damage. However, Klaipeda district court civil actions are left untried- there are no longer any defendances to claim the money.

Sailed too fast?

“The ship „Magdalena“ sailed through the harbor waters in insecure and the maximum speed limit, chose improper and ill-chosen tow rope feeding method, and when the tug „Barta“ crew started work on the mooring, motor ship „Magdalena“ finds oneself up against the front of the tug, it turned and crossed over it and two tug crew members drowned, "- explained the indictment and the charges stated court supporting the Klaipeda city District Attorney Kristina Prialgauskienė.

Within the port the speed limit is six knots. The mere fact is that the ship sailed at higher speed is a breaking violation.

The prosecutor Kristina Prialgauskienė in a court said that the minutes left to the accident the speed was more than 8 knots. „Magdalena“ exceeded the maximum permissible speed and line interception operation had been selected in the wildwater place. Pilot did not provide enough guidance to reduce the speed of the tug and did not believe the possibilities of tug, though „Magdalena“ captain did not observe the rules. However, the sufficient evidence was not enough in a court. The ship communications audio recording quality is low, even voice recordings are available. This raises some doubts.

The possible excess of speed limit „Magdalena“ after the Lithuanian Maritime Safety Administration study in 2008 raised many questions. KLASCO immediately appealed to the Maritime Safety Administration of researchers. The commission of KLASCO found that taking the line and when the accident occurred „Magdalena“ sailed faster than the speed limit is.

The series of errors

There is no the end in courts marathon on “Barta” accident. The decision appealed and presents to a higher court. „Barta” accident history is an example of how the occurrence of such incidents does not have to act the port and law enforcement services. Immediately after the event in “Magdalena„ was released from the port without any delay, did not request any records or important documents. Other ports after such cases are detained and released from the port only when their owners pay a solid deposit. After all it was an attempt to arrest the ship “Magdalena„, but in the Lithuanian waters it never sailed. The Maltese flagged ship “Magdalena" belongs to the Polish shipping company ESL Chartering Limited, its operator is the company Linie Euroafrica Zeglugowe S.p. z.o.o.

Lithuanian law enforcement correspondence with these companies lasted for three years. Translation of documents took a long time. Polish companies bothered to respond quickly to the Lithuanian law enforcement requests. “Barta” and “Magdalena” accident and the unfavorable decision for injured party in the first-instance court have raised many questions about the security of the port. Why the port cameras and instruments do not record the ships speed? Why in the port there are not independent accident investigation experts? Why Klaipeda port shipping rules, as revealed in court, was not publicly announced, so it is legally void?

Disputes over land

Just for the rent of land, compared to 2010, last year the debt grew by 1.16 million litas and accounted for more than 3 million litas.

The biggest land rent debtors to the Port Authority was Klaipeda Stevedoring Company (KLASCO). Port Authority computational KLASCO debt amounted to 2 million 578 thousand litas. The Port Authority had two cases in a court with this company. In one case, the Klaipeda Regional Court ordered that KLASCO has to pay 770 thousand litas ground rent to the Port Authority, and with interest, agency costs and the amount of tax revenue the sum increased by over 1 million litas. However, KLASCO appealed the verdict and disputes continued.

Disputes broke out on the way that the lengths of berths have to be counted and the calculation of rent for the land had to be taken into account that the embankments and the actual design load varies. 7-9 berths were built with faulty and therefore KLASCO could not use them properly and refused to pay the bigger rent.

The Port Authority dispute with KLASCO about loading berths also appears in other legal proceedings. The Port Authority after the State Audit Court has applied to adjudge 1 million 807 thousand litas. However, Klaipeda district court ordered KLASCO to pay only 646 thousand litas. In this case, the decision was appealed by the Authority itself.

Two-ways lawsuit

The most hopeless debtor is the company Klaipeda Hidrotechnika. It had  not only  514 thousand litas debt for land rent at the beginning of this year, but also the stack of losing lawsuits to Port Authority.

Directorate has had over 10 legal episodes with Klaipeda Hidrotechnika, during which they adjudged or still are at suiting on the amount reaching over 13.7 million litas. This amount includes the penalties for a range of outstanding work in the port, the loss of a backlog of work, interest, the amount of defects 68 and 142 berths and litigation costs.

Klaipeda State Seaport Authority Director Eugenijus Gentvilas repeatedly said that the amount of claims to Klaipeda Hidrotechnika would be even higher, but the Authority is unable to spend money on the courts, because it is not expected to recover the funds.

Klaipeda Hidrotechnika is actually insolvent company and for this company is initiated bankruptcy proceeding. Therefore, there is more rational to set forth the requirements to Klaipeda Hidrotechnika in bankruptcy case not having additional costs, "- says the Klaipeda State Seaport Authority, in the 2011 activity report.

Although severely financially hard hit, Klaipeda Hidrotechnika does not intend to comply with the Port Authority, which they accuse for ruined its business. At the beginning of 2011 Klaipeda Hidrotechnika had been made ​​a claim of the Port Authority for 9 million 655 thousand litas. At the end of the year 2011 this figure had increased to 10 million 905 thousand litas. It is predicted that the Port Authority and Klaipeda Hidrotechnika’s courts will continue for many years. Some believe that the changes of political power in Lithuania and in the port, Klaipeda Hidrotechnika can rise like a phoenix from the ashes.

Avoiding legal agreements

In proceedings with the Port Authority participated but to remain undefined people who were its staff, said the fighting in a court with the rich and influential authority is not easy. Most frightening is that almost all cases of the contracted works and tendering the Port Authority has won over the past few years. Almost all of the former Port Authority employee disputes ended with the peace agreement.

There is not anything surprising that the Administration fights against Klaipeda Hidrotechnika. It has no longer what to lose. In addition, Klaipeda Hidrotechnika has always had “a truth searches” trial especially when it was not the first getting the contract.

The judicial dispute with the Port Authority the company Gargždai Hidrostatyba has also occured. For the repairing 62 quay, the Port Authority did not pay. Eugenijus Gentvilas repeatedly explained that the additional works were carried out without public procurement procedures. He offered to appeal to court. Last year because of this episode from the Port Authority Director of Development Infrastructure resigned Vidas Karolis. According to Eugenijus Gentvilas, he initiated the Authority to pay 118 thousand litas bigger sum than the contractor later asked the court to order. "Where have been distributed these 118 thousand litas? “-rhetorically asked Eugenijus Gentvilas.

This year, it is planned that the yacht will sail for two times. On April 5-9, the yacht will sail along the shores of Denmark and on September 5-6 the Queen of Denmark will visit the Island of Bornholm and sail in the Baltic Sea. Every year, the Queen of Denmark organizes two trips with the royal yacht. Such a tradition has been formed from old times. The royal yacht, officially called HDMY Dannebrog (A540) was built in 1932 in the Royal Copenhagen’s Shipyard. The ships corpus is made out of metal plates. The ship was renovated in 1980-1981. The present-day yacht changed another yacht, built in 1879, and named by the same name of HDMY Dannebrog. The new yacht was equipped by some furniture taken from the old yacht. The new yacht of 78 meters in length has two parts. One part is made out of royal chambers, dining room, hall and bedrooms; while other part is dedicated for the crew. The ship’s crew is made out of nine sailors and forty three officers of the Danish Navy (seven non-commissioned officers and thirty six sailors). In the case of war, the yacht could be transformed and used as a hospital. The patients could be taken into the royal chambers. The royal ship is not very fast and can reach the speed of 13.5 knots. Its water tank makes 1238 tons. Since 1932, the royal yacht sailed 360 thousand nautical miles. The Royal Danish family visits Greenland and Farer Islands, which belong to Denmark. The yacht has also visited some European ports and cruised in the Mediterranean and Caribbean seas. The present-day royal yacht is the eighth ship of the Danish Royal family. The first such yacht was HDMY Sophia Amalia used since 1650. The same ship is also seen as the first ship of the Royal Norwegian family. The histories of Norway and Denmark were closely inter-related a couple of centuries ago.

Today, Greek fleet is the largest national fleet in the world. Throughout the year, the Greek ship owners bought 44 container ships and 11 gas carriers. The overall tonnage grew from 261 to 264 million tons. This is an all-time Greek ship owners’ record in ships’ tonnage. The Greek ship owners control 22 percent of the world’s tankers and 16 percent of the world’s bulk cargo ships’ tonnage. The average age of all Greek ships is 10.5 years. According to the tendencies of the Greek shipping, it is possible to make assumptions about the world’s shipping. Greece saw a decrease in tankers of chemistry and oil, also bulk carriers.