intertanko 国际油轮船东协会 asian panel meeting shanghai 27 th april 2009

INTERTANKO 国际油轮船东协会

Asian Panel Meeting

Shanghai27th April 2009

Anti-Trust/Competition Law Compliance Statement

INTERTANKO’s policy is to be firmly committed to maintaining a fair and competitive environment in the world tanker trade, and to adhering to all

applicable laws which regulate INTERTANKO’s and its members’ activities in these markets. These laws include the anti-trust/competition laws which the

United States, the European Union and many nations of the world have adopted to preserve the free enterprise system, promote competition and protect the public from monopolistic and other restrictive trade practices.

INTERTANKO’s activities will be conducted in compliance with its Anti-trust/Competition Law Guidelines.

国际油轮船东协会Shanghai, 27th April 2009

Asian Member’s Seminar

Seminar Overview

1. Welcome and Introduction1. Asian Panel

2. Regional Meetings and Events

3. Cooperative Mechanism

2. Council Agenda Overview

3. Piracy1. Regional Update

2. International Perspective

4. Greenhouse Gas Emissions

5. Hebei Spirit Update

6. Tanker Incidents1. Overview of trends

2. Regional developments

3. Presentation by Simon Stonehouse, Brit Insurance

7. Any other business


1. Welcome and Introduction

1. Asian Panel2. Regional Meetings and Events

April23 INTERTANKO Members Seminar, Singapore24 INTERTANKO Crisis and Media Workshop, Singapore27 INTERTANKO Asian Panel Meetings, Shanghai

OCIMF Seminar, Shanghai28 TradeWinds China Energy Conference, Shanghai29 ShippingTech China Conference, ShanghaiMay5-6 Informal Tanker Operators Safety Forum, Nanjing11-15 IMO Diplomatic Conference to adopt Ship Recycling Convention, Hong Kong12 INTERTANKO Chartering Seminar, Tokyo13-16 INTERTANKO Tanker Event18 International Piracy Conference, Kuala Lumpur19 INTERTANKO Vetting Committee Meeting, Singapore20 INTERTANKO Vetting Seminar, Singapore25-26 Asian Shipowner’s Forum AGM, TainanJune6 Dalian Maritime University 100th Anniversary, Dalian9-10 High-Level Meeting on Piracy off Coast of Somalia, Seoul9 Chemical Tanker Committee, Oslo9 Norshipping: Boat Cruise and BBQ, Oslo



1. Asian Panel


Tokyo AGM and Tanker Event



Tokyo AGM and Tanker Event



3. Cooperative MechanismCo-operative Mechanism for the Straits of Malacca and Singapore

• Littoral state – Indonesia, Malaysia, Singapore

• Safety of Navigation and Environmental protection

• 5 projects identified– Aids to Navigation Fund a separate initiative

• Buy-in from Industry at the end of State agreement on projects

• INTERTANKO requested greater industry involvement and proposed establishment of Technical Panels

1. Navigational Panel

2. Environmental Panel– Lead by industry– Industry to bring project ideas– Industry to contribute resources in the projects

• INTERTANKO informal dialogue with Singapore MPA to develop the Panels



3. Cooperative Mechanism4. Navigational Panel

INTETANKO handed opportunity to steer this work, but...

Requires significantly more issues – Straits focused not just Singapore!

Agenda Item Issue Summary

Small Vessel Traffic

It is recognized that industries other than the international shipping use the waters, from smaller coastal trading vessels to fishing vessels, barges and tugs.

Traffic Separation Schemes

The Straits are a prime example of the successful implementation of a TSS in a busy, international waterway. However, comments have been received relating to the possibility of further improving the TSS taking into account small vessel traffic, crossing traffic, entry and exit points for example.



3. Cooperative Mechanism2. Environmental Panel

Agenda Item Issue Summary

Port Reception FacilitiesMarine pollution in the form of oily waste and garbage remains a persistent problem in the region. International shipping is frequently mentioned as a key source of marine pollution in the region.

Oil and Chemical Spill Response

Environmental Awareness

The international shipping industry ha taken steps to improve awareness of environmental issues aboard and ashore. This improves understanding of the significance of environmental issues and improves the development of an environmentally aware culture. This in turn improves awareness of environmental legislation and motivation to implement voluntary measures to improve environmental protection.

Ballast Water ManagementInvasive species through ships’ ballast water is a global problem with regional and national consequences. The current global problem surrounds the shipping industry’s ability to find equipment to meet the standards prescribed in the IMO’s Convention.

Biofouling Management

Invasive specie carried on the hull’s of ships can contribute as much of a risk as those species carried in ballast water tanks. The industry has been increasing its management practices to reduce invasive species transfer and improve emissions from shipping. Problems arise in finding suitable locations to undertake such management options. Note the IMO is currently developing guidelines on biofouling management.

Information SharingThis would be a stand-alone item on the agenda of both Panels and would allow sufficient time for both users and littoral states to share information on developments of importance.

Anti-fouling Coatings …

Air Pollution (MARPOL Annex VI) ...

Air Emissions (GHG) …



Seminar Overview














Council Agenda – 13 May 2009, Tokyo• Corporate Affairs• Piracy status report *• Greenhouse Gas Emissions *

• Report items- Chemical items- Load Line Zones – Off South Africa- Criminalisation of Seafarers – update *- Paris MoU – New Inspection Regime *- Human Element – Roll out of TOTS- EU and US Issues – EU Sulphur Directive, EU Mutual Recognition of Certificates by ROs



Better targeting !!!

“ Every ship eligible for a periodic inspection as follows:

• High Risk Ship (HRS) every 5-6 months• Standard Risk Ship (SRS) every 10-12 months• Low Risk Ship (LRS) every 24-36 months ”

New Inspection Regime – Paris MoU



Seminar Overview














• Malacca Straits

• Nigeria / Gulf of Guinea

• Somalia – Gulf of Aden / W Indian Ocean

Piracy


3. Piracy

1. Regional UpdateRECAAP Statistics

• Increase in successful incidents between 2007 and 2008 (77 to 83)

• Increase generally around Straits of Malacca and Singapore, South China Sea and off Malaysia

• Reductions seen at the anchorages of Indonesia and around the port of Chittagong, Bangladesh

• Tankers appeared to have been targeted on more occasions than other ship types

• Significant proportion of attacks continues to take place at anchor and in hours of darkness

• Use of guns reducing

• Possible escalations? – Market downturn– International coverage – new models developing


Piracy – Somalia


Piracy - Somalia

The International Response

EUNAVFOR (EU Naval Forces)

MSCHOA (Maritime Security Centre (Horn of Africa)

INTERTANKO providing Merchant Navy Liaison Officer (Howard Snaith)


• 2009 GoA + EC Somalia statistics (first quarter): • 50 approaches/attacks (4 a week)• 8 hijackings (0.7 a week) (Feb/Mar down to 0.5 a week)• April hijackings up again (figures tbc)• Confirmed attacks on vessels using GT: 2• Hijackings of vessels following GT: 1• 8 captive vessels (as of 3.09) • 94 captive crew

• 2008 GoA + EC Somalia statistics (full year): • 111 approaches/attacks (2 a week)• 42 hijackings (0.8 a week) • 14 captive vessels (as of end Nov)• 680+ taken hostage over the year.

Piracy - Somalia


United Nations Contact Group

• WG 1 : measures to improve the coordination of, and information sharing between, the various naval forces present in the region and their interfacing with civilian shipping

• WG 2 : programmes to facilitate the prosecution of those caught and suspected of piracy

• WG 3: facilitates development of industry “Best Management Practices” to counter piracy and their application within the international shipping community

•

• WG 4 : communications and outreach strategies for use within Somalia and to the wider international community as part of capacity building programmes - this latter to be in conjunction with other UN programmes already on the ground within the region



Summary of 1q09 versus 2008

Approaches/attacks UP

Hijackings DOWN

BUT MOST IMPORTANTLYOnly 2 attacks in 3 months on ships- Staying more than 600 miles from the coast- Making use of Group Transit- Following industry guidelines

3. Piracy


Recent developments

significant hijackings in waters in April

EAST of Somalia

Nipayia 450 miles E

Bow Asir 250 miles E

Piracy - Somalia


INTERTANKO activities

Documentary Committee:Developed Piracy Model Clauses (VC, TC)

Information:Piracy information alerts and security bulletinsJoint industry booklet "Practical Measures to Avoid, Deter, and Delay

Piracy Attacks”

IMO: Member of Correspondence Group revising MSC Guidance CircularIndustry spokesperson at Djibouti meeting finalising regional code

UN:Member of Best Practices Working Group; observer at UN Contact Group

EU Naval Coordination:Part-time secondee as Merchant Navy Liaison Officer

US Congress:Testimony on International Piracy

Piracy – Somalia


U.S. Congress hearing on international piracy

INTERTANKO emphasised that governments must take appropriate action to -

• provide/maintain sufficient military assets • ensure coordinated approach among military assets for

effective protection and response• ensure single/compatible rules of engagement• develop legal authority to prosecute captive pirates • develop long-term solution on land - solve problem at root

not just fight symptoms

Piracy – Somalia


Piracy - Somalia

Guidance to Industry

Generic: • IMO Circular 623 (Rev 3)

Region Specific:• UN Contact Group: Best Management

Practices

• OCIMF/INTERTANKO/Industry Guide: Piracy - The East Africa/Somalia Situation

Practical Measures to Avoid, Deter or Delay Piracy Attacks


Guidance for Gulf of Aden / Somalia

• Pre-transit:Assess RiskPlan self-defensive measuresRegister with MSCHOAIF appropriate, join Group Transit

• During transit: Stay alertReport to UKMTOFollow “best practices”

Piracy - Somalia


0

100

200

300

400

500

600

19701972 1975 1978 1981 1984 1987 1990 1993 1996 1999 2002 2005 20080

2,000

4,000

6,000

8,000

10,000

12,000

14,000Trade in billion Tonne-miles (Fearnleys)

'000 tonnes spilt in tanker accidents (ITOPF)

0.0

0.7

1.4

2.1

2.8

3.5

1970s 1980s 1990s PR00s

0

21

42

63

84

105

1000 ts spilt

'0000 bntonne-miles

- 63% -3% -81%

0

210

420

630

840

1050

78

79

80

81

82

83

84

85

86

87

88

89

90

91

92

93

94

95

96

97

98

99

00

01

02

03

04

05

06

07

08

0

120

240

360

480

600

Misc

Security

Fire/Expl

Hull & Machinery

Grounded

Coll/Contact

Oil pollution

2009 is a projection based on 68 days

Fire / Explosion 6%

Security8%

Grounding 16%

Collision / contact 28%

Misc / unknown

14%

Collision/contact

Grounding

Fire/Explosion

Hull & machinery

Misc/unknown

Hostilities

312 reported tanker incidents

2008

Hull & Machinery (28%), 87 of which 60 engine related+ 3 black outs

1000ts spilt

Billion tonne-miles

Record low pollution in 2008

Number incidentsNumber incidents

Source: INTERTANKO/ITOPF/Fearnleys/LMIU/Others

10001000ts spiltts spilt

Billion tonne-Billion tonne-milesmiles

Tanker incidents 2008 by type

ICOPCE 2009

6. Tanker Incidents


Year<10 years

10-24 years

>25 years

Total

Average age

2002 4 15 3 22 17.5

2003 3 8 3 14 18.4

2004 2 7 3 12 18.8

2005 9 20 5 34 17.6

2006 12 17 3 32 14.3

2007 20 25 3 48 13.2

2008 25 24 10 59 15.6

2009 4 3 7 9.7

Total 79 119 30 228 15.6

0

30

60

90

120

150

180

78

79

80

81

82

83

84

85

86

87

88

89

90

91

92

93

94

95

96

97

98

99

00

01

02

03

04

05

06

07

08

0

30

60

90

120

150

180

78

79

80

81

82

83

84

85

86

87

88

89

90

91

92

93

94

95

96

97

98

99

00

01

02

03

04

05

06

07

08

0

10

20

30

40

50

60

2002 2003 2004 2005 2006 2007 2008

Engine

Other Hull & Machinery

0

100

200

300

400

500

78

79

80

81

82

83

84

85

86

87

88

89

90

91

92

93

94

95

96

97

98

99

00

01

02

03

04

05

06

07

08

Engine

Hull & Machinery

Split engine and other Hull & Machinery

Based on data from LMIU, ITOPF + othersBased on data from LMIU, ITOPF + others

Tanker groundings Tanker hull & machinery

Tanker Engine incidents

Tanker Engine incidents

ICOPCE 2009

6. Tanker Incidents



Seminar Overview














[ Initiatives to Reduce ][ Initiatives to Reduce ]Greenhouse Gas EmissionsGreenhouse Gas Emissions

Shipping has a head start as the most Shipping has a head start as the most energy efficient means of transportenergy efficient means of transport


国际油轮船东协会Shanghai, 27th April 2009 32

CO2 Emissions per Unit Load by Transport Mode

Source: Ministry of Land, Infrastructure and Transport (Japan): The Survey on Transport Energy 2001/2002 MOL (Japan): Environmental and Social Report 2004

Large Tanker

Large Containership

Railway

Coastal Carrier

Small-size Commercial Truck

Airplane

Standard-size Commercial Truck

100 200 300 400

398

226

49

11

6

3

1

0

Units Relative

Shipping energy efficient



TANKER SHIPPING A GOOD NEWS STORYTANKER SHIPPING A GOOD NEWS STORY Shipping’s GREEN Credentials

• This car, weighing one tonne, uses 1 litre of fuel to move 20 kms

• This oil tanker uses 1 litre of fuel to move one tonne of cargo 2,500 kms

– more than twice as far as 20 years ago



One particular challenge for the shipping industry- i.e. seaborne trade will continue to grow strongly

Source: Fearnleys/INTERTANKO

IndexIndex

80

100

120

140

160

180

19

80

19

81

19

82

19

83

19

84

19

85

19

86

19

87

19

88

19

89

19

90

19

91

19

92

19

93

19

94

19

95

19

96

19

97

19

98

19

99

20

00

20

01

20

02

20

03

20

04

20

05

20

06

20

07

Population

Energy use

Seaborne trade

CO2 emission

Trends – Population, Energy Use, Seaborne trade & CO2 emissions



• Driven hardest by a limited number of governments– Supported mostly by EU governments, plus Japan,

Australia, Canada and a few others– Until recently only limited support in US (mostly

environmental interests)– Relatively little enthusiasm in much of the developing

world, but now changing ?• Environmental Lobby growing

– And becoming more coordinated• Maritime industries showing considerable support

– Proactive involvement – Although “hesitant” on market based instruments

• Economic incentives strong– Fuel savings translate into potentially significant cost

savings; plus incentives for innovation & new technologies

4. Greenhouse Gas EmissionsDrivers for Change


Kyoto Protocol• Established under UN Framework Convention on Climate

Change (UNFCCC) and adopted in 1997• Ratified by 181 countries – not the USA• Categorises Annex 1 (Developed) Countries and Non-

Annex 1 (Developing) Countries • Annex 1 are committed to make GHG reductions with set

targets, but also flexible mechanisms • Runs through to 2012, with Conference of Parties

(COP15) to meet in Copenhagen in Dec 2009 to develop successor

• Kyoto recognises “common but differentiated responsibilities”, i.e. developed countries produce more GHGs and should be “responsible” for reductions

• Kyoto looks to IMO to address Shipping and ICAO to address Aviation, and as such these emissions are currently excluded from Kyoto targets



Initiatives underway at the IMO

1998: IMO initiated work on Green House Gas emissions 2003: IMO Assembly adopted Resolution A.963(23): Policies and Practices Related to the Reduction of GHG from Ships Today: Work continues through the MEPC

This year: we can expect MEPC 59 to adopt - Mandatory Energy Efficiency Design Index for new ships Ship Energy Management Plan – existing ships: - Best practices to save energy used by the ship - Use of voluntary Energy Efficiency Operational Indicator

In December: the outcome(s) of MEPC 59 will be presented to UNFCCC COP15 meeting in Copenhagen



Initiatives underway at the IMO

Ship Performance Index: CO2 / work done

e.g. tonnes of CO2 produced per tonne mile of cargo

• Energy efficiency design index mandatory for new -ships incentivises designers and builders. At the next stage: The ship’s design index should be less than a maximum limit to be set by regulations.The maximum value will then be lowered over time.

• Voluntary energy efficiency operational indicator - measures efficiency of ship in service.A management tool for owners and charterers to measure energy efficiency on a voyage. Incentivises the owner to keep hull and machinery “clean” and charterer to use the ship efficiently – capacity, routing and speed.



SEMP: Examples of Best Practicesfor tanker emissions & energy efficiency

1. Programme for Measuring and Monitoring Ship Efficiency2. Voyage Optimization Programme

1. Speed selection optimization2. Optimised route planning3. Trim Optimization

3. Propulsion Resistance Management Programme1. Hull Resistance2. Propeller Resistance

4. Machinery Optimisation Programme1. Main Engine monitoring and optimisation2. Optimisation of lubrication as well as other machinery and equipment

5. Cargo Handling Optimization1. Cargo vapours control procedure on all crude tankers (80-90% reduction of

cargo vapours)2. Cargo temperature control optimization

6. Energy Conservation Awareness Plan1. On board and on shore training and familiarisation of company’s efficiency

programme2. Accommodation-specific energy conservation programme

162

168

174

20 30 40 50 60 70 80 90 100 110 % SMCR

Engineshaft power

SFO

C

ME/ME-C 100% SMCR optimised

MC/MC-C 100% SMCR optimised

ME/ME-C Part load optimised

3-4g/kWh

Economy mode:

3-4g/kWh


IMO is also reviewing possible economic measures (instruments) to reduce CO2 emissions

• Emissions Trading Scheme • Bunker Levy• GHG Compensation Scheme• Hybrids of above• Other, e.g. differentiated charges

Industry has established Guiding principles and believe any measure should:

• Be effective in reducing global GHG emissions• Be binding on and applicable to all ships• Be cost effective• Not distort competition• Support sustainable environmental development without penalising

trade growth• Promote technical innovation and leading technologies• Be practical, transparent, fraud-free, easy to administer


Key issues:

• Global versus regional ?• Who administers ?• Still needed – if other industry initiatives in place ?

ETS• Sets Cap – reduces over time• Open versus Closed system ?• Value of carbon – different schemes

Levy• Does not set cap• A tax on fuel (used)

GHG Compensation scheme• Does not set cap• A tax for a good cause – i.e. a charity !

4. Greenhouse Gas EmissionsMarket Based Instruments


Initiatives already under way- parallel voluntary measures

For most ship types, some form of :• Speed optimisation• Voyage optimisation• Capacity optimisation

is already in hand.

For Tankers:• Liaison is encouraged between owners and charterers to optimise vessel speed and voyage schedules

http://www.ocimf.com/view_document.cfm?id=1147


Other initiatives under discussion

Pending the setting of mandatory upper limits for the Energy Efficiency Design Index of new ships, there exists the potential for:

• The Establishment of a Reference Value for a New Ship (i.e. a Target)

• Development of a Rating System relative to the Reference Value

Similar to the performance rating of white goods


Other initiatives already under way- parallel voluntary measures

Ports / terminals• Ports developing Environmental Ship Index (for pollutants and GHGs)

• Incentives to improve port efficiency• Reward environmentally friendly ships with lower port dues


UNCTAD ConferenceMaritime Transport and the Climate Change Challenge

Engine Design

Fuel Efficiency

Gain

Engine derating < 3.5%

Diesel electric drives 5-30%

Combined diesel electric

and diesel mechanical drives

<4%

Waste heat recovery <10%

Enhanced engine tuning and part load operation

<4%

Common rail engine <1%

New

Bu

ild

Ret

ro-f

it

Op

erat

ion

al

Source: International Transport Forum 2009, OECD

Estimates of fuel efficiency improvements are drawn from (Wartsila, 2008), (Green, Winebrake, & Corbett, 2008), (Bond, 2008)

Tanker/Bulker

Container

Ro-ro

Ferry-Cruise

Offshore Supply


UNCTAD ConferenceMaritime Transport and the Climate Change Challenge

Propulsion Systems

Fuel Efficiency

Gain

Wing thrusters <10%

Counter-rotating propellers <12%

Optimised propeller-hull interface <4%

Propeller-rudder Unit <4%

Optimised propeller blade sections <2%

Propeller tip Winglets <4%

Propeller nozzle <5%

Propeller Efficiency Monitoring <4%

Efficient Propeller Speed Modulation <5%

Pulling Thruster <10%

Wind power: Flettner rotor <30%

Wind power: Kites & Sails <20%

New

Bu

ild

Ret

ro-f

it

Op

erat

ion

al Tanker/Bulker

Container

Ro-ro

Ferry-Cruise

Offshore Supply


Criminalisation of the Seafarer- and unfair treatment

• Criminalisation legislation

- “Find the guilty” culture rather than a thorough investigation of the cause

• Failure to adhere to “IMO/ILO Guidelines on the Fair Treatment of Seafarers in the Event of a Maritime Accident”



Criminalisation of Seafarers - Update

• EU Ship Source Pollution Directive

• “Hebei Spirit” officers



EU Ship Source Pollution Directive “Criminalises accidental pollution”

• Review of the legality of the EU Ship Source Pollution Directive was brought in December 2005 by an industry coalition led by INTERTANKO.

• June 2006, the English High Court remitted the case to Luxembourg. Case heard before the Grand Chamber of the European Court of Justice (ECJ) September 2007. Opinion of Advocate General Kokott published November 2007.

• ECJ delivered judgment June 2008.• In brief, the ECJ ruled that the Directive: • - cannot be assessed by reference to MARPOL as the Community itself (unlike its

Member States) is not a party to MARPOL.• - cannot be assessed by reference to UNCLOS as, although the Community is a party to

UNCLOS, that Convention does not give individuals rights or freedoms on which they can rely against States.

• The Court has held that the use of the term ‘serious negligence’ does not infringe the requirement of certainty in Community legislation.

• This departs from the opinion of Advocat General Kokott, who concluded that the validity of the Directive should be tested by reference to MARPOL and UNCLOS, and that it exceeds Community powers unless ‘serious negligence’ is construed to have different meanings inside and outside territorial waters. [This leaves the Member State legislators in some difficulty, having to use the same terminology whilst interpreting it differently depending on where the incident takes place.]



Hebei Spirit Update


Dec 07 - Anchored VLCC hit by crane bargeJun 08 - Hebei Two (Master and C/O) found innocentBut prosecutors lodged appeal preventing Hebei

Two’s releaseDec 08 - INTERTANKO published open letter to the

President of Korea in the Korean Times, expressing the hope that Hebei Two cleared.

Dec 08 - Korean Appeal Court concluded Samsung only partially responsible for the allision, and only responsible for 10% of the oil spilled.

Hebei Two considered a "flight risk" and ordered straight to prison in handcuffs - media spectacle to calm public feelings over the pollution.

Hebei Spirit Update


15 Jan 09 - Hebei Two bailed by Supreme Court in Seoul (USD 7,500 each). However they must stay at Seoul hotel - not allowed to leave Korea without Supreme Court permission

Supreme Court said that, in granting bail, it took into account international opinion and the special characteristics of the case

Protest rally deferred but not cancelled

Hebei Spirit Update


Jan 09 - Plans set in motion for protest rally with the ITF, IMEC and V.Ships on 23 January outside Korean Embassy in London to draw international media attention to this case

Rare unanimity in statements and determined

action from Round Table, ITF, IG, IMEC

Jan 09 - V.Ships representatives organised London meeting with Korean Ambassador Chun Yung-woo; Ki-tack Lim, Maritime Counsellor; and Jung Hyung Taek, Marine Judge of the Korean Maritime Safety Tribunal.

Hebei Spirit Update


Supreme Court verdict : Thursday 23 April

INTERTANKO’s Chairman invited top execs of Members to sign strong open letter –

• deep regret and disappointment at sentencing and criminalisation of Hebei Two

• Supreme Court to restore lower court's ‘innocent’ decision• Korea to release and repatriate Hebei Two immediately

Letter signed by 118 CEOs/Chairmen/MDs, mostly from among our Members (+ a few from INTERCARGO, BIMCO, InterManager)

We want exoneration and repatriation

Hebei Spirit Update


INTERTANKO statement in Korea’s Supreme Court Appeal against criminal convictions of Hebei Two

Addresses accepted industry good practice, good seamanship and tanker safety.

Highlights absolute priority to ensure safety of crew and ship

Hebei Spirit Update


Hebei Spirit Update


6. Tanker Incidents

2. Regional Developments• Singapore Port Waters

• Straits User Group data

• MPA/INTERTANKO dialogue– INTERTANKO Proposal

1. Tanker Incidents and Near-miss Information Sharing

2. VTIS

3. Pilotage

4. Industry Best Practice



Seminar Overview














• Singapore Vetting - [email protected]

• Maritime Industry Foundation• ...

intertanko 国际油轮船东协会 asian panel meeting shanghai 27 th april 2009

Documents