EUR 2018 (all rates are excl VAT)Contact us sales@tradewindsnews.com

Technical info & deadlines tradewindsadvertise.com/wp-content/uploads/2016/09/TechInfo.pdf

TW+ Magazine Advertising rates and sizes

3

1

6

28

In the southern Peloponnese region of mainland Greece is a village called Kardamyli (pronounced Kar-dah-mee-lee). Nearly 400km to the northeast, on the island of Chios, lies the village of Kardamyla (Kar-dah-mee-la). And here’s the connection, as John Angelicoussis explains.

“My family comes from Mani, in the South Peloponnese. In the mid-18th century they moved to north Chios, which was uninhabited at the time, and named the place Kardamyla. The purpose of the relocation was piracy; attacking vessels sailing from the Black Sea to the Mediterranean.”

The 1821 Greek revolution and the 1822 Chian massacre sent them back to their place of origin, Kardamyli in Mani, until 1857, when they returned to their adopted homeland, even though Chios was still under Turkish rule. The family then turned to what Angelicoussis calls a “more legitimate occupation”, becoming shipowners, starting with sailing boats.

“My great-grandfather, Anthony, was the most prominent member of this period. He was active during the late 19th and early 20th century. Rumour has it he was the inventor of flags of convenience. In his room on the boat he had a drawer full of flags of the Mediterranean countries that he visited. He hoisted the flag according to the port he called at.”

The family’s name was originally Poniros, which means “cunning”. During the 1870s it changed to Angelikousis — which means “come to hear the Angel sing”.

“Unfortunately, this trait has not been inherited by any current member of the family. I suppose there were too many cunning people around, and they somehow had to differentiate them,” he says wryly. “My grandfather was rather uninspiring. He lost all the family money, including his wife’s.”

Consequently, Angelicoussis’ father, Anthony, could not attend university after high school, which was always a sore point

John Angelicoussis is among the elite of the world’s private shipowners, respected for his acumen and foresight. He can often seem severe — smiles are a rarity — but beneath that strict exterior lies a quirky sense of humour and the ability to tell a great tale. Here he shares his family’s fascinating history with Gillian Whittaker and opens his personal photographic archive to TW+

Angelicoussis’ ancestors... they were no angels! for him. “My father chose to become a radio

operator, to avoid the responsibilities of being a captain, or so he thought. During the war he was torpedoed twice carrying goods for the Allied cause, for which he received two medals from the Greek government. Subsequently he was picked up by British intelligence and sent to Cairo, where he trained as a parachutist and was then sent to Crete.”

He spent two years there, participating in the kidnapping of German general Heinrich Kreipe in 1944, and was awarded two more medals by the British after the war.

In the middle of the civil war in Greece,Angelicoussis’ father married Maria, nee Papalios. Her brother was a shipowner in the early 1950s and very prominent until the 1980s. She urged her husband to become an owner as well, claiming she was embarrassed to be married to a radio operator.

01 Three generations of the Angelicoussis family: John and daughter Maria with a photograph of John’s father, Anthony, who founded Anangel Shipping (Photograph: Gillian Whittaker)

ISLAND STORIES

01

TM B A L L A S T W A T E R

T R E A T M E N T S Y S T E M

B Y T E A M T E C

H i

ghl y E f f ec t i ve

GR

EE

NDISINFEC

TAN

T

teamtec.no | TeamTec AS | Nyvei 41 | P.O. Box 203 | N-4902 Tvedestrand | Norway | Switchboard: +47 37 19 98 00 | Mail: office@teamtec.no

POSIDONIA | ATHENS | 6 - 10 June, 2016 | STAND NO. 2.253 SMM | HAMBURG | 6 - 9 September, 2016 | STAND NO.B7.127

AVI_annonseMesser.indd 2 13/05/16 15:01

2

Former Silicon Valley entrepreneur Peggy Liu, an energy adviser to the Clinton Global Initiative, is based in Shanghai nowadays.

Named by Forbes business magazine as one of its Women to Watch in Asia, Liu, who will speak at Nor-Shipping, is chair of the Joint US-China Collaboration on Clean Energy (JUCCCE).

“Wherever I go, people have a narrative about China’s environmental landscape. By the time I am finished, they are quite shocked. It is very different from what they expect,” she tells TW+.

“China is one of the largest investors in green technology in the world. It is intent on going green — and it will be a very rapid journey.”

The country is building more than 200 new large cities (already half of them home to more than one million people) with huge energy and transport ramifications. All of them will be linked externally and internally by rail networks.

A further $724bn is targeted at investment in transport infrastructure in the three years to 2020. Shanghai’s metro system is expected to be twice as long as London’s by then, and the city is connected to Beijing by high-speed rail services.

Some 30,000km of high-speed lines will link 80% of the country’s biggest cities by the same date.

The next step is international. China’s One Belt, One Road policy is a 50-year vision to connect 65 countries by rail and sea. “Transport is the sexiest part of sustainability,” Liu says.

She admits that China is not good at getting a PR message across, but its seriousness can be gleaned from its policy white papers and five-year plans.

By 2012, China was already the global leader for financial investment in renewable energy. It aims to generate 20% of its power from renewables by 2030 (equivalent to building an entire new US power network) and its most optimistic forecasts predict that figure will reach 60% by 2050.

The Chinese can plan smart cities because their leadership is drawn from technocrats, scientists, engineers and economists.

And they are taking steps that affect the maritime sphere: China has a stated aim of reducing energy consumption within its logistic systems by 20%.

The country has funded mass

and Asia is the driving cause of their growth. So if you champion growth and development, you have to be championing Chinese and Indian consumption of African and Latin American raw materials.”

Khanna agrees that one can debate whether Beijing’s trade agreements are fair, whether it is indebting countries or exporting too much labour into infrastructure projects, but argues that the answers cannot be generalised.

Trade growth has “created the foundations for two billion people to potentially eventually follow an Asian path towards investment-driven modernisation the likes of which they would never have experienced if they were still third-world backwaters listening to World Bank economists”.

“It’s put them on a trajectory that they may not fulfil,” he adds, but he sees African countries such as Zambia, Mozambique, Kenya and Nigeria starting to renegotiate agreements with China to increase their local benefit.

The Asian path he cites is the boom in intra-Asian trade that has allowed the continent to avoid a financial crisis since 2008, even though the global crash knocked back exports to Europe and the US.

Even with 40-to-1 income ratio gaps between East Timor or Myanmar and Singapore, where American citizen Khanna has been based for the past four

years, he says that since moving to Asia he has lost his pessimism about governments and economies.

“These are countries that have never felt their opportunities to be better. They are liberalising, they are urbanising, foreign investors are rushing in, there is mobile phone penetration and there is political stability. All of these things are propelling [forward] people who are at the bottom of the pyramid in a region where there are 4.5 billion inhabitants.

“Never underestimate the potential for Asia, even if China’s growth is slowing down.”

And that means the opportunities for shipping in the region are “staggering”.

Green giant

02 Peggy Liu: ‘Transport is the sexiest part of sustainability’ (Photograph: JUCCCE)

experiments with clean vehicles across 13 cities, Liu says, knowing that most projects will fail, but that the successes can then be replicated on a giga-scale.

She says China is stopping construction of coal power plants and has reached peak oil demand — again with important ramifications for commodity shippers.

But these are not the only maritime issues that interest Liu.

Dumping plastic waste from ships is on her radar, as well as efforts to grow kelp in marine aquaculture and mangrove plantations along coasts. They can provide greater carbon sinks than trees or grasslands, she says.

02

Paul Berrill

DISRUPTIVE INFLUENCES

SKULD.COM

01.indd 1 08/05/2017 01:01

4

1

3

1 Full pageCrop size W 280 x H 350 mm

Bleed size W 286 x H 356 mm

Inside front or back cover EUR 19,500

Premium pages EUR 17,600

Standard pages EUR 15,160

2 Half pageCrop size W 280 x H 155 mm

Bleed size W 286 x H 161 mm

Premium pages EUR 9,745

Standard pages EUR 8,360

3 One third page - vertical onlyCrop size W 96 x H 350 mm

Bleed size W 102 x H 356 mm

Premium pages EUR 8,085

Standard pages EUR 6,855

4 One quarter page - horiz. onlyCrop size W 280 x H80 mm

Bleed size W 286 x H 86 mm

Premium pages EUR 5,410

Standard pages EUR 4,600