daily collection of maritime press clippings

Transcription

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2016 – 287
Number 287 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Thurday 13-10-2016
News reports received from readers and Internet News articles copied from various news sites.
The U 27 BRAZIL inbound for Amsterdam – Photo : Cor van Niekerken ©
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EVENTS, INCIDENTS & OPERATIONS
The LPG tanker GAS SHURIKEN entering Lyttelton to discharge LPG loaded at Port Botany,Australia.
Photo : Alan Calvert (c)
Van Oord gets Dutch dike reinforcement
project
Hollands Noorderkwartier Regional Water Board (HHNK) has awarded the dike reinforcement project Den Oever in the
north of The Netherlands to Van Oord. The work will commence in 2017 and will continue until 2019. The project, part
of the Dutch Flood Protection Programme, will encompass the design and the reinforcement of 900 metres of dike.
After completion the dike meets the legal standard of 1:4,000. This means that the dike has to withstand a superstorm
that occurs on average once in 4,000 years. The project was awarded to Van Oord because of the attention that will
be given to the surrounding community during the execution of the project. Kees Stam, Hollands Noorderkwartier
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Regional Water Board: ‘I am delighted that after years of thorough preparation Van Oord is going to realize the project
for us.’ Van Oord deploys crane vessels, barges and dry earth moving equipment. Source: Portnews
Marine helpt Haiti
Het stationsschip van de
Koninklijke Marine in het
Caribische
Gebied,
Zr.Ms. HOLLAND, is
vanuit Curacao naar Haïti
vertrokken om noodhulp
te leveren nadat orkaan Matthew over
het eiland is geraasd en enorme schade
heeft aangericht. Dat hebben ministers
Hennis-Plasschaert
(Defensie)
en
Ploumen (Buitenlandse Handel en
Ontwikkelingssamenwerking)
besloten
na een hulpvraag van de Haïtiaanse
autoriteiten. Deze hulp wordt geleverd
door de eenheden van Defensie in het
Caribische Gebied. Aan boord van het
marineschip zijn, naast de vaste bemanning
van 75 man, verschillende eenheden
opgestapt voor deze noodhulp. Zo is er een
hydrografisch team aan boord dat de
vaarwegen en de bodem van de havens in
kaart kan brengen om zeker te stellen dat
schepen met hulpgoederen kunnen afmeren.
Ook zijn er extra medici aan boord gestapt,
zowel militaire verpleegkundigen als artsen.
Er is een team genisten van de landmacht
aan boord, dat gespecialiseerd is in het in
kaart brengen van de geleden schade en in
constructiewerkzaamheden. Ook zijn er
specialisten
van
het
Rode
Kruis
geëmbarkeerd. "Zes jaar geleden stonden we klaar om Haïti te helpen en ook daarna heeft Defensie meer
dan eens bewezen snel en krachtig hulp te kunnen bieden bij rampen. Zowel in het Caribisch gebied als
daarbuiten, denk bijvoorbeeld aan de ebola-crisis. Als een beroep op ons wordt gedaan, zijn onze
manschappen hierop voorbereid,’’ aldus
minister Hennis-Plasschaert
Naast extra bemanningsleden, zijn er ook
diverse extra goederen aan boord
gebracht. Het stationsschip beschikt over
een
noodhulppakket
met
daarin
constructiematerieel om huizen of wegen
vrij te maken van puin. Maar er is ook een
container
aan
boord
gegaan met
shelterboxen. Hierin zit materieel om een
klein gezin gedurende een korte periode te
voorzien van een dak boven hun hoofd.
Daarnaast neemt het schip grote
voorraden water en eenvoudige voeding
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mee om uit te delen. Ook zijn er extra vaartuigen aan boord gehesen om de hulp vanaf zee naar het land te
brengen, mocht het marineschip nergens kunnen afmeren. Minister Ploumen: ‘Haïti is nauwelijks nog
bekomen van de zware aardbeving van 2010. Tienduizenden mensen leefden nog in tenten en tijdelijke
woningen en waren extra kwetsbaar voor de verwoestende kracht van deze orkaan. En nu zijn weer enorm
veel mensen dakloos geworden of gewond geraakt. Door nu snel aanwezig te zijn kunnen we verdere
verslechtering van hun situatie tegengaan.' Het marineschip zal de eerste lading mensen en goederen naar
Haïti brengen. Vanaf Curaçao is het ongeveer anderhalve dag varen naar Haïti. Ondertussen wordt het
strategische transportschip Zr.Ms. PELIKAAN op Curaçao beladen met extra goederen en mensen. Dit
schip zal ook zo snel mogelijk naar Haïti vertrekken. Het personeel van Defensie in het Caribische Gebied zal
voornamelijk noodhulp leveren in het zuidwesten van het eiland waar de verwoestende orkaan het meeste
schade en slachtoffers heeft gemaakt. Het leveren van noodhulp na de passage van een orkaan is een van
de hoofdtaken van Defensie in het Caribische Gebied. De laatste keer dat de eenheden werden ingezet, was
op het eiland Dominica na de passage van tropische storm Erika in september 2015. De Pelikaan en de
Holland worden in EU-verband ingezet voor de hulpverlening aan Haïti en zullen in ieder geval een week
daar blijven. Ter plaatse zullen de VN en de EU de noodhulp coördineren. De kosten van deze humanitaire
missie komen voor rekening van het noodhulpbudget van minister Ploumen. Deze bijdrage komt bovenop
de 750.000 euro die Nederland al via het Rode Kruis heeft bijgedragen aan de noodhulp op Haïti. Ook is
een Nederlandse waterexpert ter plaatse.
Kiel posts best cruise shipping season ever. Record
147 ship visits. More than 485,000 passengers
This year’s cruise shipping season ended in Kiel on Saturday (October 8th) with a call by the “AIDAVITA”. Overall,
the port of Kiel was visited 147 times this year by 26 different cruise ships of more than 9.3 million GT, compared to
133 cruise ship visits in 2015. That was an increase in tonnage of 8.1 % over last year. More than 485,000 passengers
boarded or disembarked at the port’s various terminals – 5.8 % more than in 2015. Dr Dirk Claus, Managing Director
of the PORT OF KIEL (SEEHAFEN KIEL GmbH & Co. KG) said: “We can look back on Kiel’s best cruise shipping season
to date. The number of calls by ships, as well as passenger volumes and also overall tonnage, were all at record levels
for the port and came as the Ostseekai Terminal marked its tenth year of operation. The investment of €35 million
made in the terminal has been a sound one”. This year’s success has been made possible by the fact that, for the first
time ever, two cruise shipping companies – AIDA Cruises and TUI Cruises – have each made Kiel the base port for
three of their ships. Along with AIDA and TUI, the most frequent visitors have been MSC, Holland America Line and
Costa with together more than 100 visits. On no fewer than twelve occasions three and even four cruise ships were
berthed in the port at the same time. The highlight of the season, from a numbers point of view, was the opening
Saturday of the Kieler Woche sailing regatta on June 18th when a record five ocean-going and two river cruise ships
were berthed in the port at the same time in addition to the regular big ferries. Other highlights of the 2016 cruise
shipping season in Kiel included the maiden voyage of “MEIN SHIFF 5” and the first visits by the Holland America
Line flagship “KONINGSDAM” and P&O’s “ARCADIA”. The port welcomed back “THE WORLD” and also Cunard’s
“QUEEN ELIZABETH” – a ship notable for being the 2,500th cruise vessel ever to call at Kiel. Among the shipping
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Page 4
companies which have been visiting the port for decades are Hapag-Lloyd and also Costa. The latter marked its 40th
Kiel anniversary with a reception on board the cruise ship “COSTA PACIFICA”.
The 26. June was a historical day for the Cruise campany TUI CRUISES. For the first time since founding 2008 two
ships was on one day together in Germany. The "MEIN SCHIFF 1" and the "MEIN SCHIFF 4" was handeled in Port
of Kiel. Both ships used the port for turnarround. More than 9000 passengers was going in and out of these two ships
on the Sunday. Photo : Frank Behling (c)
Kiel can boast a good geographic location, port infrastructures and a pallet of services. In addition the port enjoys
close partnership ties with its customers which have cemented business relations over many years. This port service
pallet is being expanded in future to allow larger volumes of waste water to be brought ashore. For this purpose a
pressure pipeline is being built next year which will quadruple current 30 m³ per hour handling capacity. The existing
service is already regularly used by the shipping companies AIDA, TUI Cruises and Phoenix Seereisen. As of this
moment, 131 ship visits to the port have been booked for the coming season and they involve 26 different cruise
ships. The new season will begin on April 9th when the “AIDACARA” arrives in Kiel. During 2017 and for the first time
the shipping company MSC will base a cruise ship of the MSC-Fantasia Class in the port. Onlookers in Kiel will be able
to admire the 333 m long class leader “MSC FANTASIA” from April 29th on the Kiel Fiord. When she arrives, the
137,936 GT ship with 1,637 cabins will be the biggest ever to offer cruises starting and ending in the Port of
Kiel.Commented Dirk Claus: “With our very efficient passenger terminals at the Ostseekai and in the Ostuferhafen, we
in Kiel are well equipped to handle ships of this class with their 4,000 passengers”.
cruise shipping market. The most frequent guests will be the ships of AIDA Cruises and TUI Cruises, followed by those
of MSC. In addition Kiel will also be visited regularly by ships carrying passengers from abroad undertaking day
excursions into our region from Kiel. In this category the port expects newcomers “LE SOLEAL” from the Ponant
shipping company as well as the “BALMORAL” of Fred Olsen Cruises. According to current bookings, the 2017 cruise
shipping season will last until October 25th and will thus be the longest so far, apart from the winter cruises. Source :
(Port of Kiel)
Last Sunday the VLCC MANAH spotted outbound from Rotterdam bound for Sidi Kerir. Photo: Luuk Silvius (c)
Bomin starts operation of 4 bunker barges in
Singapore marine market
By Roslan Khasawneh
The Bomin Group said on Tuesday it added four bunker barges to its operations in Singapore this month, ahead of
regulations that go into effect in January 2017 that will require the adoption of mass flow meters for shipping fuel
deliveries."The investment in developing our physical operations in Singapore comes at an important time for Bomin,
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as the bunkering sector is experiencing significant change," said Thomas Roller, managing director of Bomin Group, in
a press release on Tuesday Since the start of October, Bomin has deployed four mass flow meter (MFM) double-hulled
bunker barges in Singapore that have been approved by the Maritime and Port Authority of Singapore (MPA), the
company said. Bomin did not reveal the investment cost in the release, and company representatives in Germany were
not immediately available for more information. Bomin, a Hamburg-based independent supplier and trader of bunker
fuels, has been an MPA-approved shipping fuel supplier in Singapore, the world's largest bunkering hub, since 1988. It
was ranked 28th in 2014 and 25th in 2015 on the port authority's list of bunker fuel suppliers by volume. Singapore's
bunker companies have less than three months to go before the mandatory implementation of mass flow meters for
marine fuel deliveries at the beginning of next year. It is expected that some companies may have to drop out, unable
to adapt to the new business model The MPA, which first announced the coming change in April 2014, said last week
the regulation is on track for implementation, with 110 bunker tankers already approved to perform such marine fuel
deliveries in the port of Singapore MFM systems are intended to ensure fair and accurate measurements in the delivery
of bunker fuels, enhancing productivity and mitigating corrupt practices. Source: Reuters (Reporting by Roslan
Khasawneh; Editing by Tom Hogue)
Date MOCE 2017 announced
The date of the eleventh edition of the Navingo Maritime & Offshore Career Event (MOCE) has been announced.
On Wednesday, April 19th 2017, WTC Rotterdam will be the location of the largest and most complete career event of
the maritime and offshore industry in Europe. The organiser Navingo BV expects to welcome (inter)national visitors
and interesting names among the exhibitors. Along with more than 100 exhibitors and over 4.000 visitors from across
Europe, MOCE celebrated her 10th anniversary in 2016. In 2017, MOCE will once again be the career and education
platform within the maritime and offshore industry, showcasing companies from the entire supply chain and different
schools and training institutes. The maritime and offshore industry is in a transitional phase. The developments
concerning the oil price ask for a different approach to the market and in addition, renewables are becoming
increasingly important. The transition to this ‘new’ market situation creates new opportunities for students, starters
and (young) professionals. MOCE responds to this development and creates more depth during the event. Besides the
well-known exhibition, company presentations and workshops, MOCE will provide a substantive programme in which
relevant topics are highlighted and where there is room for discussion. The programme will also be expanded by
including master classes with masters of
industry who share their knowledge and experience and are open to exchange ideas with the public. As of January
2017 the website www.MOCE.biz will be up-to-date again with information about participating and more additional
information for the visitors. Furthermore, schools and training institutes will be approached with information about
MOCE. The registration for companies who want to join MOCE will also start as of January 2017.
UK's Red Arrows aerobatic team flypast over
Singapore postponed to Oct 15 !!
The flypast of the Red Arrows, the aerobatic team of Britain's Royal Air Force, over Singapore has been
postponed to Saturday (Oct 15) after unexpected weather in the South Asian region. It was originally scheduled to
take place on Thursday (Oct 13). The flypast over Marina Bay, Gardens by the Bay and Sentosa will now take
place from around 12.30pm to about 1pm on Saturday. The Singapore stop is part of the team's visit to the
Middle East and Asia in a campaign to showcase the best of Britain. Source: Straitstimes
13-10-2016
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The Bulgarian Naval Academy acquired VSTEP
simulators for its new simulation centre
The
Nikola
Vaptsarov
Naval
Academy (NVNA) in Varna has
opened a new simulation centre, The
Centre for Integrated Management and
Monitoring of the Coastal Zone, and
has contracted VSTEP for the supply
and delivery of several NAUTIS
simulators.
On the 6th of August 2016, the official
opening ceremony for The Centre for
Integrated
Management
and
Monitoring of the Coastal Zone was
inaugurated by Mr. Boyko Borisov, the
Prime Minister of Bulgaria. At the
opening ceremony were present the
Rector of the Academy, Commodore Prof. DSc Boyan Mednikarov and Deputy Chief of Educational and Scientific
Activities, Captain Prof. Dr Kalin Kalinov. Among the official guests
were parliament members from the Bulgarian government,
representatives of other Bulgarian authorities, members of the
military, ambassadors and representatives of the maritime
industry. Following the delivery of a NAUTIS Class A Full Mission
Bridge Simulator and a RescueSim Incident Command Simulator
in 2014, the Nikola Vaptsarov Naval Academy has selected VSTEP
again to deliver and install a Liquid Cargo Handling Simulator with
Instructor Station, a NAUTIS DNV Class A Full Mission Bridge
Simulator (FMBS) with 240 FOV and a NI Accredited NAUTIS DP
Class A FMBS
with 180 FOV
including instructor stations at the new simulation centre. In
addition to the DP and Full Mission Bridge Simulators, two NAUTIS
DNV Class C Desktop Simulators and two NAUTIS Class C DP
Simulators were purchased for training of its Naval and Merchant
Marine students. Apart from the simulators, VSTEP also developed
an innovative tool called Live Data Module (LDM) to visualize the
movements of real ships taken from an AIS system or any other
objects such as oil spill, Man Over Board (MOB)
or real weather sensor delivered conditions inside
the simulator. It has been successfully
implemented and works well in and around the
port of Varna and the coast of Bulgaria in 3D in
the simulators. With this tool, operators can take
place on the bridge of each real ship virtually,
and thanks to the realistic 3D modelling of the
port and the coast, have a view in the simulator
which closely matches the view on the real ship,
converting the simulator into a powerful
operation centre. An extra advantage is that
while in reality outside there could be dense fog, in the simulator the weather can be made clear. This virtual bridge
13-10-2016
Page 7
view in the simulator can assist the Vessel Traffic Monitoring operators to better assist ships that approach the port, or
ships that may be on a collision course with other ships. Pjotr van Schothorst, CEO of VSTEP: “It was a delight to see
this brand new high-tech simulation centre with some of our latest products inside the beautiful old building of the
Naval Academy of Varna. It shows the clear vision and dedication of the Commodore and Vice-Commodore in the area
of modern Coastal Zone Monitoring Operations and Maritime Training.” Commodore Prof. DSc Boyan Kirilov
Mednikarov, Rector of Nikola Vaptsarov Naval Academy: “Nowadays we provide education and training to national and
international students, naval cadets, and we provide post-graduate training abroad too. We are very satisfied with the
latest delivery of cutting edge NAUTIS simulators and our existing partnership with VSTEP B.V. This allows us to
implement in our education and training the latest technologies in maritime simulation. With this cooperation and the
recently delivered simulation complex we are about to sign a framework agreement for establishing a “Joint Developer
Centre” at NVNA. Both parties will jointly develop front end technologies like next generation marine simulators with
augmented reality training, CIC interfaces, maritime drone control and training, etc. We expect this cooperation to
boost both NVNA and VSTEP to jump into the next generation of education and training of maritime specialists.”The
Nikola Vaptsarov Naval Academy (NVNA) is a well-known historic technical and maritime educational institution in
Bulgaria, established in 1881. With its illustrious history and traditions in training sea specialists, it is one of the
symbols of Varna and Bulgaria in the world maritime community. At present, the Academy trains specialists for both
Navy and merchant marine in all areas of maritime life. For more information about the Nikola Vaptsarov Naval
Academy, visit www.naval-acad.bg
The CELESTYAL NEFELI outbound Kusadasi - Turkey Tuesday afternoon
Photo : Cees Kloppenburg Maritime Photo Maassluis www.photomaassluis.com © CLICK ! at photo
Carnival Fuel Consumption Flat, Bunker Bill
Falls by a Third
Carnival says it achieved record third quarter earnings during 2016 Q3.
For the first nine months of 2016, Carnival Corporation & plc (Carnival) has reported mostly flat bunker consumption
but a significant fall in the price it has paid for fuel. For the nine months ended August 31, 2016 Carnival said it
consumed 2,417,000 metric tonnes (mt) of fuel, and paid an average price of $268/mt. This compares with 2,379,000
mt burned at an average cost of $418/mt for the same period in 2015. The fall in bunker price resulted in the
13-10-2016
Page 8
company's fuel bill falling by a third, down from $996 million for the period in 2015 to $648 million in 2016, for savings
of $348 million year-on-year. For full year 2016, Carnival projects consumption of 3,250,000 mt at an average cost of
$285/mt, and overall the cruse giant is expecting a strong year. "We are well on track to deliver nearly 25 percent
earnings growth in 2016. With cash from operations expected to reach a record $5 billion this year, we continue to
fund our growth and return cash to shareholders," said Arnold Donald, Carnival President and CEO."Looking forward,
we are well positioned for continued earnings growth given the current strength of our booking and pricing trends in
2017."In August, Carnival announced that the company had reduced it's carbon intensity rate by 2.8 percent during
the 2015 year, translating to a 23.4 percent overall CO2 emissions reduction against the 2005 baseline.
Ship & Bunker News Team
Shipbuilder Sustainability Knowledge Base
presented to Dutch member of parliament and
ministry director
The Shipbuilder Sustainability Knowledge
Base has been presented on sustainability
day (10-10) to Salima Belha (member of the
Dutch parliament) and Brigit Gijsbers
(director of maritime affaires at Ministry of
Infrastructure and the Environment). The
Dutch trade association Netherlands Maritime
Technology (NMT) collected over 175
sustainable maritime solutions and selected
10 examples to spotlight in a sustainability
maritime
brochure.
Among
this
10
highlighted
examples
the
Shipbuilder
Sustainability Knowledge Base can be found.
Geert Schouten, director at Shipbuilder: “Our
vision is that knowledge is key to the success
for a sustainable operating chain of builders, suppliers and owners. Therefore we have enabled a Sustainability
Knowledge Base in our software. We’re excited that our Sustainability Knowledge Base now can be found in NMT’s
sustainability BROCHURE and ONLINE.”
Shipbuilder Sustainability Knowledge Base
Shipbuilder makes sustainable design, construction, maintenance and ultimate scrapping of a ship easy and within
reach. Shipbuilder has taken the next step in the field of maritime sustainability with the implementation of a
Knowledge Base for sustainability requirements in the software. In the Sustainability Knowledge Base, Shipbuilder
users can easily enter or import the sustainability requirements for the design, construction or refit of a ship in order to
achieve a sustainable passport. The software checks whether the ship continues to comply with the sustainability
requirements – from a proposal to a design, and from a design to the construction. Click HERE to read more.
Sustainable Maritime Solutions powered by the Dutch
The annual theme of Netherlands Maritime Technology for 2016 is ‘sustainability’. During sustainability day (10-10) the
association spotlighted the sustainable potential of the maritime sector. At www.sustainable-maritime-solutions.nl the
association gathered over 175 of eco-friendly products and services, designed by Dutch maritime technology
companies to address all types of challenges. Netherlands Maritime Technology published a maritime sustainability
brochure with 10 highlighted solutions. Shipbuilders Sustainability Knowledge Base is one of these outstanding
examples. Click HERE for the brochure
Royal Caribbean Orders Pair of Icon-Class LNG
and Fuel Cell Powered Ships
Royal Caribbean Cruises has ordered new ships that will be powered by liquefied natural gas (LNG) and introduce the
use of fuel cell technology, the company said in a statement. The ships will join the fleet of Royal Caribbean
International. The company said it signed a memorandum of understanding with shipbuilder Meyer Turku for the new
class of vessel under the project name "Icon." The vessels will be delivered in the second quarters of 2022 and
13-10-2016
Page 9
2024.The company also said it will begin testing fuel cell technology on an existing Oasis-class ship in 2017, and will
also run progressively larger fuel cell projects on new Quantum-class vessels being built in the next several years.
"With Icon class, we move further in the journey to take the smoke out of our smokestacks," said Richard Fain,
chairman and chief executive officer of Royal Caribbean Cruises, Ltd. "We are dedicated to innovation, continuous
improvement, and environmental responsibility, and Icon gives us the opportunity to deliver against all three of these
pillars." The ships will be 5,000 passengers. Fain said the new ships are in line with company's strategy of moderate
capacity growth. "Our guests expect us to push every envelope we can," said Michael Bayley, president and chief
executive officer of Royal Caribbean International. "And on this new class of ship, we began by challenging ourselves
to find a new approach to power and propulsion that is safe, reliable, and more energy-efficient than ever before."
"Our partnership with RCL has created a number of groundbreaking ship classes, such as Oasis, Celebrity Solstice,
Quantum, and Mein Schiff, and we are grateful that Royal Caribbean is again giving us the opportunity to partner with
them on a new class of ships," said Jan Meyer, the CEO of Meyer Turku."We believe fuel cells offer very interesting
design possibilities," said Harri Kulovaara, RCL's chief of ship design. "As the technology becomes smaller and more
efficient, fuel cells become more viable in a significant way to power the ship's hotel functions. We will begin testing
those possibilities as soon as we can, and look to maximize their use when Icon class debuts. Source: Cruise
Industry News
6.000 Harbour Runners beleven zonnige
Harbour Run
Met maar liefst 6.000 enthousiaste Harbour Runners op een
nieuwe start- en finishlocatie en een nieuw parcours kijkt de
organisatie tevreden terug op de Harbour Run 2016. De
vierde editie van de Harbour Run ging ook in 2016 dwars over
haventerreinen, over de kades, langs de schepen, kranen,
containers en door een aantal havenloodsen van de
Rotterdamse Waalhaven. Deze terreinen zijn normaal gesproken
afgesloten voor publiek, maar worden speciaal voor de Harbour
Run lopers opengesteld. Na het startschot van Corinne van
Iersel namens Port of Rotterdam en Nelli Cooman namens de
Brandwonden Stichting vertrokken de 6.000 Harbour Runners
vanaf de RDM Campus in de Rotterdamse Waalhaven.
Vervolgens ging het parcours over de terreinen van Waalhaven
Group, UWT, Caru, Klevenberg Shipping, Ship Spares Logistics /
Burando en Uniport. Na 10 km was de finish in de RDM
Onderzeebootloods op de RDM Campus. Niet alleen de setting
van de Harbour Run is uniek. De deelnemers werden tijdens de Harbour Run uitgedaagd om in totaal maar liefst 35
obstakels te bedwingen. Na een optreden van Lee Towers werd bekend gemaakt dat er mimimaal 15.000 euro is
13-10-2016
Page 10
opgehaald voor het goede doel van de Harbour Run, de Nederlandse Brandwondenstichting. In 2017 organiseren
SportVibes en WSM Events de vijfde editie van de Harbour Run op zondag 8 oktober 2017.
Independent Consultants and Brokers in the International Tug and Supply Vessel market
(offices in London and Singapore)
Telephone : +44 (0) 20 8398 9833
Facsimile : + 44 (0) 20 8398 1618
Singapore : +65 62263084 [email protected]
E-mail : [email protected]
Internet : www.marint.co.uk
The 2014 built CYP flag and owned Ulstein X-Bow Design DPII Multi Purpose Support Vessel EDT HERCULES entering
Valletta, Malta for the first time on Tuesday 11th October, 2016.
Photo: Capt. Lawrence Dalli - www.maltashipphotos.com
Iberdrola awards Navantia new substation for
UK offshore wind farm
By: Michelle Froes
East Anglia One is being developed by Iberdrola 85 kilometers off the U.K. coast in the North Sea. The 714-MW East
Anglia One is being developed by Iberdrola 85 km off the U.K. coast in the North Sea, and is expected to be one of the
world’s largest offshore wind farms once complete in 2020. Iberdrola has awarded Navantia Puerto Real contract
worth almost €65 million to build a substation for the East Anglia One offshore wind farm, which the electric utility is
currently developing in English water. The 714-MW East Anglia One will be one of the largest offshore wind farms in
the world when it is commissioned in the year 2020.According to the terms of the contract, Navantia’s shipbuilding
facilities in Puerto Real will be in charge of building the various components that make up the new substation, which
will weigh over 7.7 tonnes when complete. It will provide jobs for 350 professionals, with upwards of 600 jobs during
busy times, over the next two years.Ignacio Galán, Chairman of Iberdrola, said: “Given the consolidation of this new
line of production at Navantia, it may go on to receive subsequent orders for our upcoming offshore wind farm
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Page 11
projects in the UK, France, and Germany.”This award is the fourth to be made to Navantia by Iberdrola over a twoyear period for the supply of various items of infrastructure belonging to the offshore wind-power projects that are
currently being undertaken by the company in European waters. For example, the company built the offshore
substation for the Wikinger wind farm that Iberdrola is building in the Baltic Sea off Germany, which was delivered last
August and has since been installed on site. Source: windpowerengineering
Koninklijke Nederlandse Redding Maatschappij
Door: Henk Pauw
De PCOB afd. Bodegraven-Reeuwijk nodigt u uit voor de contactbijeenkomst op dinsdag 18 oktober 2016 om
14.30 uur in de Grote zaal van Rijngaarde in Bodegraven. Dhr. Berkouwer gaat vertellen over de Koninklijke
Nederlandse Redding Maatschappij (KNRM). Ook kunt u een film zien over het werk van de KNRM.De KNRM is een
particuliere stichting voor het verlenen van hulp aan in nood verkerende schepen langs de Nederlandse kustDe KNRM
steunt volledig op giften van donateurs, nalatenschappen, sponsoring, subsidies en de inzet van ruim 1.300 vrijwillige
bemanningen en medewerkersAanvankelijk lag de nadruk van het werk op reddingsactiviteiten ten behoeve van de
beroepsvaart, doch in de loop der tijd wordt steeds meer hulp verleend aan watersporters. Schepen van de KNRM
kwamen in 2015 2.332 keer in actie, waarbij 3.630 mensen gered en/of geholpen werden en 99 dieren. U bent van
harte welkom deze middag bij te wonen.
New contracts to be awarded to the oilfield service
industry following Petrobras' business plan
An economic recession and political corruption over the past two years has not set the best stage for the oil and gas
industry in Brazil. A low oil price and large investment cuts have added to the challenges facing the country's oilfield
service industry. The service companies are fighting for new contract awards, and with a recovering market towards
2020, there are some interesting projects in the pipeline. Petrobras recently revised down its 2017-2021 business plan,
when compared to their latest review in January, as a response to the low oil prices and the domestic market
environment challenges. In the current business plan, Petrobras has an investment target of $74.1 billion, which is a
25% reduction from the previous plan. By prioritizing the deepwater field developments, Petrobras still expects their
liquids production to grow steadily into the next decade with a targeted production of 2.77 million bbl/d 2021. This is
in line with what they have communicated for a while, and it means that they want to keep production numbers
unchanged while they increase their focus on reduced spending and financial discipline in order to improve cash flows.
Based on fundamentals and market observations, we expect oilfield service revenue from field investments by the
deepwater giant to face a yearly decline of 9% from 2014 to 2018 as shown in the figure below. The seismic and EPCI
segments are the ones declining the most, 11% and 12% respectively in the same period. If Petrobras is going to
deliver on their stated production targets, we expect 2018 to mark the trough with a yearly increase in oilfield service
purchases of 7% towards 2021. The drilling and subsea contractors represent the service segments expected to grow
the most, with a strong 10% as new fields are being developed towards the end of this period. In order to move
forward according to their business plan, Petrobras also needs to make some progress on their tendering activity for
the new floating production units. The Libra Pilot and Sepia tenders, where local content requirements have
contributed to delays in the award of contracts, now seem to have picked up speed with a second round-bid process.
Even Sepia, which is fully owned by Petrobras, is moving forward due to relaxations with local content requirements.
According to Petrobras, 2020 will be the first year of oil from Buzios-5 and the Marlim revitalization. There has been
speculation that new tenders for these FPSOs will come out by the end of the year, however, it is likely that these will
follow after completion of the Libra and Sepia awards in early 2017. These contracts will bring a lot of value to the
service chain, and since Petrobras is the sole owner of these fields it will be interesting to see if the tenders will have
some relief from local requirements to better facilitate the international players. If Petrobras also assumes the risk
related to these deviations from current regulation, we might see a faster process in awarding contracts as more
competitive players enter the stage. At length, this might also lead to a change on the regulator side, which will add
another catalyst to the bidding processes.In the current business plan, there are also new project entries when
compared with the previous plan. Petrobras has now introduced the Libra 2 and Itapu units, scheduled to start
production in 2021. This is good news for the industry and these are the next tenders that the industry should expect
coming out from Petrobras. If Petrobras is going to keep on track, according to timeline and at the same time allowing
for some delays, we might see these tenders coming out in late 2017. If Petrobras also want to continue their growth
in liquids production in the next decade, it is essential that they sanction and develop the above-mentioned fields;
otherwise, we expect to see numbers declining after 2021 source: oilvoice
13-10-2016
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Cargotec Received Verdict of damages of $13
mln from US Jury
By Joseph R. Fonseca
Cargotec has received a USD 13 million verdict in a local jury trial in Hempstead, USA. The verdict is subject to the
local judge's confirmation. Verdict is related to business acquisition negotiations Cargotec USA had in 2010 and 2011.
The negotiations were closed without results. The claim is based on Cargotec having breached confidentiality
obligations related to the negotiations. Cargotec disputes the claim and will appeal to the Court of Appeals. Cargotec
estimates that the verdict does not have an impact on the 2016 result. Source: maritimeprofessional
Anchor handlers win work repositioning
Transocean platform
By: Holly Birkett
Three anchor handling supply (AHTS) vessels have won spot employment from ConocoPhillips UK in repositioning a
platform owned by Transocean, according to reports from broker Westshore. The platform, SEDCO 712, recently won
a contract with the oil major for plugging and abandonment (P&A) of offshore oil wells in British waters of the North
Sea, which will at least 12 months to complete. Havila Shipping’s AHTS vessel HAVILA VENUS (25,432 bhp) was
today reported fixed at a daily rate of £8,500 for 14 days work, including remotely operated vehicle (ROV) provision.
The reported rate is a little below the average spot rate Westshore has recorded this month for AHTSs of over 18,000
bhp. Another AHTS, STRIL CHALLENGER (17,250 bhp), which is owned by Simon Møkster Shipping, was reportedly
fixed at the same rate for the fortnight. Swire Pacific Offshore’s AHTS PACIFIC CHAMPION (16,314 bhp) was fixed
at £7,000 daily for the 14-day period, which is a little below Westshore’s average spot rate recorded during October so
far for AHTSs of between 15,000 to 17,999 bhp source : Splash 24/7
LOC Boosts London Team
By Joseph R. Fonseca
Leading international marine and engineering consultancy LOC Group, has moved one of its top performers from Asia
back to London to focus on growing the company’s shipping services in London and around the world. Nick Haslam,
Group Director of Shipping Services, joined LOC almost 20 years ago and has been based in Singapore for the last nine
years. He has returned to London to focus on business development and intends to further grow the expert team over
the next 12-18 months. A Class 1 Master Mariner, he has more than 20 years of sea going experience on bulk carriers,
LPG, container vessels, reefers, salvage tugs and AHTS, including command. Nick is also a Special Casualty
Representative (Member of the Lloyds’ SCR Panel) and was one of the initial people invited to join the panel by the
SCOPIC committee more than 16 years ago.
He has been involved in numerous high profile salvage and wreck removal operations around the world and is one of
the most active SCRs on the panel.
“I am delighted to be back in London”, says Nick Haslam. “LOC has offices all around the world, and as Group
Director I have leadership of the shipping business line to ensure growth and excellence within the sector, but I am
glad to be able to focus on London as the leading global location for this industry.” “LOC has a long respected history
and despite the growth in maritime services elsewhere, nothing touches London as the home of shipping services. The
P&I Clubs still have their headquarters here as does the Lloyds’ market, so do the maritime lawyers and the High Court
13-10-2016
Page 13
and the arbitration system go back hundreds of years. The system is utterly tried, tested and trusted, there’s nowhere
else like it for specialist knowledge and expertise,” he concludes. The well-established London team will be providing
services ranging from problem analysis, cargo damage and liquefaction to cargo claims and disputes, condition
surveys, fixed object damage, hull and machinery, marine casualties, personal injury, pollution, to ports, risks and
safety, salvage, technical support, voyage and wreck removal. Source: maritimeprofessional
Hapag-Lloyd: First Two Newbuildings Leave
Dock in South Korea
Question: So, if you’re going to undock a
containership, you absolutely need a tugboat to
get behind it and push. But what do you if you
have a 333-meter-long ship that simply doesn’t
leave enough room on its sides to let a tugboat
slide by and reach the stern in its typical
fashion?
Answer: Well, without further ado, you use a
gantry crane to hoist the tugboat up, up and
up until you finally get it over the more the 50meter-high ship – and then you plop it back
down in the water at the stern. After that, the
little powerhouse of a boat can shove the big
containership right out of the dock.
The gantry crane hoisted the tugboat up and
plopped it back down in the water at the stern.
That’s exactly what happened on Saturday in
South Korea, where five new ships are being
built for Hapag-Lloyd. As amazing as it sounds,
if truth be told, this ship-hopping feat was
simply a matter of routine in the impressively
large shipyard. Last year in April, Hapag-Lloyd
ordered the new “Valparaíso Express”-class
ships, each with a capacity of 10,500 TEU,
from Hyundai Samho Heavy Industries. Since
February of this year, a team led by Norbert
Zelck has been working on-site in the HSHI
shipyard to supervise the construction process
on behalf of Hapag-Lloyd.
Following the first steel cuttings and keel layings, the “VALPARAISO EXPRESS” and the “CALLAO EXPRESS” have
now been undocked – and, at least on the outside, they look almost finished. On Friday, during a brief ceremony held
at the propeller under the stern of the first two ships, a bottle of soju (a strong Korean liquor) was shattered and those
present signed their names onto the hull for perpetuity. During the night, water was allowed to fill the huge dock. And
then, on Saturday, tugboats pulled the two ships out of the dock to a nearby outfitting pier, where the final
construction phases will be completed – in particular, the interiors, the engines and the superstructures. Then, at the
beginning of the current week, the keel will be laid for the third and fourth newbuildings of the series after the same
dock has been emptied of water. The five ships will be delivered to Hapag-Lloyd between this coming November and
the spring of 2017, and plans call for them to be deployed on routes between the west coast of South America and
Europe – thereby also sailing through the expanded locks of the Panama Canal. This schedule means that the
newbuildings will go to sea right in time for the beginning of the harvest season in South America. With 2,100 reefer
plugs each, the ships can be put to optimal use. This will entail a maximum use of 40% of the total capacity of vessels
with reefers. The “Valparaíso Express” is scheduled to be christened in early December – in Chilean port city of
Valparaíso, of course, which is home to the headquarters of Hapag-Lloyd’s Region South America. Source: HapagLloyd
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13-10-2016
Page 14
The Polish tug CYKLOP inbound for Rotterdam – Photo: Peter Andriessen www.tughunter.nl (c)
Maersk settles in at the world's ship graveyard
By Alex Whiteman
13-10-2016
A black spot among the ocean-going
community, Gujarat’s shipping graveyard
in Alang, is often barred from the view of
journalists, NGOs and anyone else that
may take offence at the scrapping hub’s
working practices. Despite this nearuniversal ban, ShippingWatch has
managed to gain access to the beach
where – since 1983 – ships have gone to
die… and be recycled by poorly cared-for
workersHowever, it seems the hub is
plotting a course towards a more ethical
working practice. It has, ShippingWatch
claims,
applied
for
Hong
Kong
certification. If granted, this would see
the much maligned yard granted IMO
Page 15
standards for responsible ship-recycling practices.It seems this about-turn has also resulted in a change of mind by
Maersk, which has announced that it too will be sending its terminal vessels to the shipbreakers of Gujarat. Source:
The loadstar
Making the case for hybrid propulsion
Kawasaki Heavy Industries believes that its hybrid propulsion solution for offshore vessels offers value to owners even
with fuel prices at low levels. Stevie Knight reports. A few years ago hybridised offshore support craft were popular,
driven by the powerful winds of high oil prices. But now the picture has changed and fuel efficiency is no longer
enough. So, what can these designs offer the industry now? “Everyone wants to save on operating costs, but we think
these days you have to do more than that – you have to save on capex too,” says Tatsu Ohno of Kawasaki Heavy
Industries (KHI). He points out that while hybrid systems are known for their ability to raise efficiency, most people
believe this technology is associated with a higher initial investment. And, he admits that with the oil price so low until
recently, “we were having a harder time convincing customers to buy on the basis of lower opex alone”.
Therefore KHI set to work on a solution to this conundrum, and found it in the form of an efficient, rugged AHTS
propulsion package with a lower price tag than a conventional system. This turns on its head the age-old idea that
new technology only comes in at a premium. In fact, most fleet owners are used to a sliding scale where more
investment up front (with luck) results in lower running costs and if a system is cheap, then by its very nature it’s less
efficient and more expensive to run. So, how has it been done? Tatsu Ohno explains that since “real data” can’t be
beaten, the company’s calculation tool was used to dig into customers’ AHTS operating profiles to unearth potential
gains. He explains that three sizes of DP2 class vessel were winnowed out for a detailed look: one big AHTS with 160
tonnes of bollard pull, one of 90 tonnes, and a smaller vessel with a 60-tonne capability. He explains this last is
important to KHI: “Although the Asian market hasn’t got so many large-scale AHTS vessels, there is a far greater
number of this type of smaller vessel than you’d find in the North Sea”.
While it might have been guessed that the high power operations were outweighed by the rest, the year-long analysis
clearly showed that none of these vessels spent more than 6% of their time on anchor handling operations. The same
went for high bollard pull work. In fact, it was the low-DP standby or transit modes took the lion’s share.
Operational realities
The results, he says, underlined the central issue: while AHTS’s engines are “very powerful and dominate the
investment cost” in reality these vessels spend the greater proportion of their time on low propeller loads. Therefore
standby or manoeuvring would be best carried out using gensets; after all, low loading the engines and thrashing the
water with propellers at almost zero pitch doesn’t do much for emissions, fuel efficiency or maintenance. On the other
hand, Ohno explains that the overriding concern during DP operation is continuity of the propeller thrust and the feed
has to be seamless – which, by itself, necessitates capable gensets.
Given both these elements, the obvious solution is to drop the scale of the main engines and when extra grunt is
needed, divert the energy flow from the gensets and shunt it to the propellers instead. Of course, it’s easier said than
done and necessitates KHI’s hybrid controller to balance the propulsion and power management systems.
It does make a convincing argument. When the figures are interrogated, they show it’s possible to lose 444kW each
(888kW in total) from the main engines of a 60-tonne AHTS, and although it means swapping the shaft motors for a
more expensive bidirectional motor-generators, their size is reduced by two-thirds.
On the larger, 160-tonne bollard pull AHTS the potential savings are even more dramatic: the engine sizes drop from
4,500kW to 3,030kW and while the genset increases by 615kW, the motor-generator is half the original size.
“This way you reduce the running costs by 20% to 25%,” says Ohno. Further, when it comes to the combined
capex/opex picture after five years, the difference is even clearer: the hybrid propulsion package comes in at 79% of
the cost of the conventional mechanical AHTS.
However, he says there are other issues to overcome. “You have to realise, these vessels often work in very harsh
conditions and sometimes the propellers or side thrusters rise out of the water; as a result, they end up racing.The
fluctuating loads can propagate back through the system - even causing a blackout.” The usual method of dealing with
these surge-and-fall patterns is to make sure the genset is scaled up to absorb it all. But this brings consequences of
its own: “You end up with a genset that’s sized for the extremes... so most of the time it’s running at nothing more
than half load.” Not ideal, and a long way from the 85% optimum for which these steady-rpm units are designed.
According to Ohno, putting in a battery would offer the additional benefit of stabilising the power. It doesn’t have to
be huge, just big enough to blunt the edge of the wild fluctuations that result from heavy seas. Given that the oil price
is unlikely to reach the dizzy heights it occupied back in 2014 any time soon - as well as the oil majors’ continued
crimping of costs and the falling price of batteries - this solution might even grow in attractiveness. Source: The
Motorship
13-10-2016
Page 16
The BOW PIONEER assisted by the Port Towage Amsterdam operated tugs VENUS at the bow and the THETIS
at the stern photo: Xander van Holk (c)
Cunard Celebrates World Space Week
Cunard’s QUEEN MARY 2, will offer a special transatlantic crossing to coincide with International World Space Week
in October 2017. To celebrate this international event, Cunard has curated a bespoke voyage which will take guests on
an exceptional journey across the Atlantic, featuring a range of space themed experiences including talks from
renowned space exploration experts including: Dr Jeffrey Hoffman, NASA Astronaut, Scientist and former Shuttle Pilot;
Charles Barclay from the Royal Astronomical Society; Stephen Attenborough, Commercial Director of Virgin Galactic;
and Ken MacTaggart, NASA Historian . To enhance this unique at sea experience, Cunard is also offering Queen Mary
2’s guests a VIP pre-voyage tour of the Hayden Planetarium and the Rose Center for Space at the American Museum
of Natural History followed by a VIP tour of the Intrepid Museum of Air, Sea and Space in New York. Upon arrival into
the UK, there is a tailor-made package available including a two-night stay and a tour of the Royal Observatory in
Greenwich. Source: travelpress
13-10-2016
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Royal Caribbean, Hapag-Lloyd Join Cruise
Spending Spree
Royal Caribbean has signed a memorandum of understanding with shipbuilder Meyer Turku to build a new class of
cruise ships that will be powered by LNG. The new cruise ships will join Royal Caribbean's fleet under the project name
Icon. The vessels will be delivered in the second quarters of 2022 and 2024. In the meantime, the company said, it
will begin testing fuel cell technology on an existing Oasis-class ship in 2017, and will also run progressively larger fuel
cell projects on new Quantum class vessels being built in the next several years.
In the latest of a string of cruise ship orders
globally, Hapag-Lloyd Cruises has confirmed
its order for two luxury expedition cruise ships
with shipbuilder Vard. Both vessels are
specially designed for cruises in polar regions
in the Arctic and Antarctica, but are also
prepared for operations in warm water
destinations such as the Amazon river. The
vessels will be approximately 16,100 gross
tons, about 138 meters long and 22 meters
wide. Each vessel has seven passenger decks,
with accommodation for 230 passengers in
120 cabins and suites. The hulls of the
vessels will be built by Vard’s shipyard in Tulcea, Romania, and delivery is scheduled from Vard Langsten in Norway in
the first quarter and fourth quarter of 2019 respectively. Earlier this year, Vard announced an agreement with French
luxury cruise company Ponant for the construction of four luxury, ice-class expedition cruise vessels, for delivery in
2018 and 2019. The vessels will be based on a series of ships Ponant ordered from Fincantieri between 2010 and
2015. Among other features, they will have an underwater observation lounge and a transparent-sided, stern-facing
swimming pool. All passenger cabins will have ocean views and private balconies. The news of the Hapag-Lloyd
Cruises order confirmation coincides with rumors that Norwegian Cruise line is negotiating a six cruise ship order with
Fincantieri. The Italian press reported that the 130,000 gross ton ships would cost about $700 million each and the
first is expected to be delivered in 2022. Norwegian Cruise Line placed an order with Fincantieri earlier this year for the
construction a sister ship to Seven Seas Explorer for its Regent Seven Seas Cruises business scheduled for delivery in
2020. The first steel was cut for Holland America Line’s NIEUW STATENDAM in July. The vessel is due for delivery
from Fincantieri’s Palermo yard in Italy in November 2018. The 99,500 gross ton vessel - the 15th in the fleet - is the
second Pinnacle Class vessel for Holland America Line, joining sister-ship KONINGSDAM that sailed its first cruise in
April 2016. As its sister ship, NIEUW STATENDAM will be almost 300 meters long, with accommodation for up to
2,650 passengers in more than 1,300 cabins. Fincantieri and China State Shipbuilding Corporation (CSSC), China’s
largest shipbuilding conglomerate, signed a joint venture agreement in May for the design and construction of cruise
ships exclusively intended for the Asian market. In September, Carnival Corporation signed a memorandum of
agreement with Meyer Werft and Meyer Turku for three additional next-generation cruise ships. Carnival said two of
the new 180,000 gross ton LNG-powered ships are designated for the world's most popular cruise brand, Carnival
Cruise Line, and will be built by Meyer Turku at its shipyard in Turku, Finland, with delivery dates expected in 2020
and 2022. The new ship for P&O Cruises U.K. will be built by Meyer Werft at its shipyard in Papenburg, Germany, with
an expected delivery date in 2020. Source: MAREX
Telecommunications order for Maersk offshore
assets
by Martyn Wingrove
Semco Maritime has won a multi-million dollar contract to deliver communications systems and infrastructure for new
Maersk Oil production platforms. These systems will be installed on Maersk Oil’s Culzean platforms in the UK sector of
the North Sea. Singapore-based fabrication yard Sembcorp Marine Offshore Platform awarded a contract to Semco
Maritime for integrated telecommunications and operations support systems. These will be installed on the Culzean
complex that consists of a central processing platform, a wellhead platform, a living quarter platform and two
connecting bridges. The scope of the contract includes the integration and delivery of line-of-sight radio to and from
13-10-2016
Page 18
the complex to a floating storage and offloading vessel, and satellite communications for the platforms. Semco
Maritime is also delivering fibre optic lines, telephony, public address and general alarm systems as well as closed
circuit television, access controls, meteorological sensors, radios, radar and communications monitoring
systems.Semco Maritime is also supporting electrical and safety systems on Maersk Drilling’s jack-up rig Maersk
Highlander, which will be conducting development drilling on the Culzean field. The drilling rig was shipped from
Singapore to the Invergordon Service Base on the Cromarty Firth in Scotland during the third quarter of this year.
Semco Maritime is also upgrading another jack-up rig, Maersk Reacher, at this facility. Source: Marinelectronics
Norwegian yards seek salvation in expedition
cruising
A collapse in offshore vessel building is encouraging Norwegian shipyards to seek new markets. But the anticipated
strong growth in expedition cruising will come from a
small base and is no panacea.The collapse in oil prices
over the past two years has hit the owners of offshore
vessels hard. Across Norway, more than 100 offshore
vessels are currently laid up (as of September) as a
result of reduced chartering from oil companies, with
owners projecting that they will not see a market for
out of use platform supply vessels until beyond
2020.The slowdown has inevitably hit Norwegian yards
previously focused on supplying offshore vessels. “We
haven’t taken an oil & gas order in the past year,”
admits Holger Dilling, executive vice president, investor
relations and business development Asia at Vard although the company has taken two oil & gas related
orders, winning a contract to build 15 module carriers
for Topaz Energy and Marine in May and securing the contract option on two further vessels in September.It’s a similar
situation at rival Havyard, where just one of five deliveries last year was an offshore vessel. That ship, the ice-breaking
Havyard 843 anchor handling tug supply/platform support vessel Aleut, almost threatened to bankrupt the yard when
Russian owner Femco struggled to complete financing for the vessel due to a combination of the collapsing rouble and
the depressed oil market. It has since been delivered and is on charter with Gasprom. Local competitors Ulstein and
(to a lesser extent) Kleven are also being hit and - like Vard and Havyard - have begun diversifying into other markets.
One such market is offshore wind farms. Ulstein for example, has recently delivered service operation vessels (SOVs)
for Siem Offshore (the 74m loa Siem Moxie) and Bernhard Schulte Offshore (the 88m loa WINDEA LA COUR, with
sister ship WINDEA LEIBNIZ scheduled for delivery early next year). Meanwhile Havyard last year delivered the
second pair of four Havyard 832 SOVs to Esvagt, destined for a contract with Siemens. It is a sign of how far the
offshore wind industry has come that there appears to be a greater appetite for newbuild SOVs than for converted
PSVs, even at a time when PSVs are laying idle. This is a result of both the typically high cost of conversion, and a
market structure where big wind energy providers can take their pick from vessel providers desperate for business. “It
is cut-throat market dominated by a few big players,” says Håvard Ulstein, managing director of Island Offshore
13-10-2016
Page 19
(owner of a large PSV fleet). “And of course you need money for conversions. For us the wind market has been a
tremendous disappointment this year.” On the cost of conversion, Lars Conradi Andersen, sales director at Havyard,
adds: “We are talking to shipowners, but it seems like there is a gap between what they realistically want to spend
and what it will cost. SOVs are quite sophisticated vessels with higher demands for noise and vibrations, one-man
cabins, so it’s a huge rebuild. It would probably cost about NOK100 million to be able to build a conversion like the
Esvagt vessels. So we are keen on these jobs but it depends on how the ship owner values the vessel.” Ulstein Ship
Design has been addressing the high cost of converting PSVs for the wind market. The philosophy, according to chief
designer Øyvind Gjerde Kamsvåg, is to minimise structural work and focus on top-side installations including cranes,
helidecks and walk-to-work apparatus. “The cost depends on the amount of work,” explains Kamsvåg, “but there is a
relatively low threshold for entering the construction market if you are just talking about adding a crane. We are trying
to offer low-key, top-side conversions to avoid any difficulties with financing.” Offshore wind is providing some relief
for hard hit yards, as is the booming fishing and aquaculture market. But as Havyard’s Andersen notes: “You never
earn money on fishery vessels. It’s a bread and butter thing, we always want to build those vessels, but you cannot
survive on fisheries alone.” While Norwegian yards have long been builders of many of these vessel types, one
relatively new niche is emerging. The past few months have seen orders for a total of eight expedition cruise vessels.
These vessels - small (500 or so passenger) ships designed for usually luxurious travel to little visited places such as
the polar regions - have offered a much-needed financial boost for two yard groups: Kleven, which will build two
ferry/polar cruise ships for Norwegian operator Hurtigruten; and Vard, which has won contracts with French cruiseline
Ponant (four ships) and Hapag-Lloyd Cruises (two ships).
Expedition opportunity
Despite being a new vessel type for these yards, perhaps the orders are not all that surprising. While Hurtigruten
scouted several international ship builders for its vessels, it has eventually opted for a company that will be able to see
the ships operating past its office windows. And Vard was inevitably helped in securing its contracts by the ties with its
main shareholder, cruise ship building specialist Fincantieri - as well as by the fact that with a record cruise order book,
Fincantieri has limited (if any) capacity for new orders for the next several years. The glut of orders at conventional
cruise ship builders partially explains why Norway’s yards are exploring the segment. But there are also synergies with
their hitherto staple diet of offshore vessels, as Steven Sawhill, principal consultant, Arctic operations & technology,
DNV GL explains: “The expedition cruise market certainly fits in well with the evolution from fishing vessels through to
offshore vessels in this region. The size of the vessels is quite comparable. They are similarly sophisticated vessels,
albeit in a different way. So there are some new things to learn but it fits in well with their profile. The polar aspect
also fits uniquely into their abilities.” Recent developments at some Norwegian yards point towards a willingness to
adapt to capture this new market. In preparation for its newbuilding contracts Vard, for example, has increased its ship
design workforce based in Aalesund. Its team has been boosted by around 30% to 80 staff. The company has also reorganised its Norwegian yards to deliver on the new contracts, while hull blocks for the vessels will be delivered from
its Romanian yard. Preparations are underway elsewhere too. Ulstein is at an earlier stage than Vard, having yet to
win any orders. But its design team are now marketing expedition cruise concepts. Among them are the 165m loa
Ulstein 183 ‘Discovery’. Ulstein’s Kamsvåg notes the crossover between offshore and small cruise vessels, but also
highlights the areas in which the company has had to bolster its capabilities. One area is the high level of interior
design required for what will be luxurious passenger vessels. To this end Ulstein is collaborating with several high-end
interior designers for its concepts.
Reality check
Not all the region’s yards are targeting the expedition cruise sector. Havyard, which has spent the last three years
prototyping new vessels in a variety of segments, has discounted the idea of pushing into the cruise market. It is,
according to Andersen, simply too small a niche to accommodate all the players currently interested. That raises the
critical question about the potential size of the market. If it really is going to be just under a decade before
newbuilding of offshore vessels reaches any significant volume, will there be enough expedition cruise orders to keep
Norway’s yards busy? It seems unlikely. Although figures are hard to find, Kamsvåg believes there are just 40-50
vessels globally. Assuming the growth he projects of up to 20% a year, that is still only a maximum of 20 vessels a
year - hardly a major market. That may not be the end of the story though, says DNV GL’s Sawmill: “The existing
market is generally very old vessels, so once you start bringing in some very new ones, what does that do to the old
ones, their ability to continue to draw passengers? If you have US$30,000 to spend would you go on a new vessel or
an old one? I think there’s some expectation that the new entrants will lead to some renewal of the fleet.” But even
with that renewal, there is unlikely to be enough work for all the yards circling the sector. The early winners principally Vard and Kleven - have a head start which the likes of Ulstein and others must now chase down. But for the
majority, the route through the depression in offshore orders is likely to be found in that same adaptability and
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versatility with which Norway’s shipbuilders moved from fishing vessels to OSVs more than thirty years ago. Source:
The Motorship
Porto Central takes step forward with Van
Oord dredging deal
By: Donal Scully
Van Oord’s CSD ARTEMIS – Photo : Michiel Haegens ©
An agreement has been signed between Brazilian and European parties on the development and construction of a new
port in Brazil’s southeastern state of Espirito SantoThe main mover behind the project is the joint venture Porto Central
JV which comprises the Port of Rotterdam in the Netherlands and TPK (Terminal Presidente Kennedy) Logistica, which
is owned by a group of Brazilian companies with mining, construction and offshore interests. Porto Central is the name
of the proposed port. Under the new agreement Porto Central JV has signed a deal with Dutch dredging firm Van Oord
Dredging and Marine Contractors. The aim is to build a deep-water port with multiple terminals that will be able to
receive the largest bulk carriers and tankers up to VLCCs. Source: Splash 24/7
WFW advises Sovcomflot on the unwinding of its
joint venture with Swire Pacific Offshore (SPO) and
the acquisition of two specialist supply vessels
International law firm Watson Farley & Williams LLP (“WFW”) has advised Russia’s largest shipping company,
Sovcomflot (“SCF Group”), on the of its joint venture with SPO (“JV”) and the purchase of SPO’s two multi-purpose
icebreaking platform supply vessels “PACIFIC ENDEAVOUR” and “PACIFIC ENTERPRISE”. These two vessels
represented SPO’s contribution to the JV’s fleet of three vessels, all of which were previously under the management
13-10-2016
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and operations of the JV since 2006. The third vessel managed by the JV, “PACIFIC ENDURANCE”, was already fully
owned by the SCF Group. Starting from 11 October 2016, SCF Group will solely own, operate and manage the above 3
vessels.WFW also advised the SCF Group on the restructuring of the JV’s charter and management arrangements, as
well as the implementation of the new management and charter structures for the three vessels outside the JV.
All the three platform supply vessels will now be operated by the SCF Group under long-term time charter contracts
with Sakhalin Energy in relation to its Sakhalin-2 project, one of the largest oil and gas projects worldwide. Under the
signed agreements, the vessels will continue to be used for year-round delivery of supplies and consumables to three
production platforms in the Sea of Okhotsk. As part of Sakhalin-2, the SCF Group also operates three Aframax shuttle
tankers (“Zaliv Aniva”, “Sakhalin Island” and “Governor Farkhutdinov”) and, in partnership with the Japanese NYK Line,
two LNG tankers, each with a capacity of 145,000 cubic metres (“Grand Aniva” and “Grand Elena”). All these vessels
are on long-term time charter contracts with Sakhalin Energy and are used to transport hydrocarbons from the port of
Prigorodnoye to Asia-Pacific countries. Sovcomflot specialises in the transportation of crude oil, petroleum products,
and liquefied gas, as well as servicing offshore upstream oil and gas installations and equipment. Registered in St.
Petersburg and with offices across Russia as well as in London, Limassol and Dubai, its fleet comprises 153 vessels
with a total deadweight of over 13 million tonnes. The WFW team that advised Sovcomflot was led by maritime
partner Toby Royal, assisted by senior associate Sandy Apostolatou. Partner Christina Howard advised on the
corporate aspects of the deal, assisted by senior associate Rhiannon McArdle. Toby commented: “I’m delighted to
have advised such a longstanding, valued and important client of WFW as Sovcomflot on a complex and multi-faceted
matter that will enable them to maximise their cooperation with Sakhalin Energy and increase their participation in the
Sakhalin-2 project”.Source: Watson Farley & Williams
The PTI NILE inbound for Amsterdam on a cold day – Photo : Ruud Coster (c)
Moody’s: German ship lenders will require
further provisioning due to large exposures
German ship lenders are facing increasing risks from the prolonged global shipping industry crisis, with their exposure
to the industry remaining significantly higher than that of their European and many global peers, says Moody’s
Investors Service in a report published today. Moody’s report, entitled “German Ship Lenders — Peer Comparison:
Large exposure to the shipping sector will require further provisioning,” is available on www.moodys.com. Moody’s
subscribers can access this report via the link provided at the end of this press release. Please note that this report
does not constitute a rating action.“We believe that Bremer Landesbank Kreditanstalt Oldenburg GZ (BremerLB), DVB
Bank S.E. (DVB), HSH Nordbank AG (HSH), KFW IPEX-BANK GmbH (KfW IPEX) and Norddeutsche Landesbank GZ
(NORD/LB) are the five German banks most vulnerable to a prolonged shipping downturn,” says Swen Metzler, Vice
President — Senior Analyst at Moody’s. “These banks face the risk of persistently high loan-loss provisioning,
downward pressure on their profitability, and their ability to build capital.”
Shipping exposures at these five German ship lenders still accounted for 350% of their Tier 1 capital at the end of
2015, up from 328% in 2012 and the aggregate problem loan ratio from shipping exposure for this group of banks
rose to 30% in 2015 from 20% in 2012, about 3.5 times higher than their overall problem loan ratios.
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Ship leverage has also increased since 2012 — measured as shipping exposure relative to Tier 1 capital — except for
HSH, notes Moody’s. “DVB’s exposure is now more than 12 times its Tier 1 capital, up from 9.4 times three years ago,
with BremerLB at 4.7 times, up from 4.5 times,” explains Mr. Metzler. “For KfW IPEX and NORD/LB, leverage has risen
to 2.7 and 2.3 times their capital.” Although HSH cut its shipping loan book and reduced its leverage, its exposure
remained at €23.9 billion as of year-end 2015, the highest in volume terms amongst German banks and 3.9 times its
capital, according to the rating agency. In contrast, Commerzbank AG’s, UniCredit Bank AG’s, DekaBank Deutsche
Girozentrale’s, and Landesbank Hessen-Thueringen GZ’s ship exposure, is less than their Tier 1 capital, and in
aggregate, they have reduced their shipping exposure by around 45% between 2012 and 2015, says Moody’s.
Source: Moody’s
Something very odd is being hidden in the
middle of the Atlantic ocean and Gulf of Mexico
Hundreds of oil tankers are being forced to turn back to their point of origin or simply park in the middle of the sea
because of a shortage in fuel storage facilities across the US and Europe, creating a logjam of vessels in some of the
world’s busiest shipping channels. Maritime tracking maps show concentrations of oil and chemical tankers effectively
sitting stationary from the US to China. Analysis by Express.co.uk of the Gulf of Mexico and the waters surrounding
Singapore show dozens of vessels idling as they wait to unload their cargo. It comes less than a year after three
37,000-tonne tankers made U-turns in the Atlantic ocean after the oil industry declared European storage nearly full.
One of the ships – Vendome Street – was more than three quarters of the way to Europe from the US when it turned
around just 800 miles off the coast of Portugal. Historically low oil prices have led to a glut in global oil stocks and
contributed to a larger amount of at-sea oil. Analysts say the amount of oil at sea at any one time is now double the
level it was in 2014. The total stock of oil estimated to be in tankers is equivalent to more than a day’s worth of the
world’s total oil consumption. Millions of barrels of crude oil are sitting in tankers around the world and experts believe
the low price is encouraging traders to store the product at sea while they seek out a better price. Some tankers are
even being asked to travel at slower speeds to reduce the amount being offloaded each month. The issue of a global
oil glut at sea rose to prominence late last year when analysts said more than 100million barrels of oil were languishing
on tankers. David Wech, managing director of JBC Energy, told the FT at the time: “Onshore storage is not quite full
but it is at historically high levels globally. “As we move closer to capacity that is creating more infrastructure hiccups
and delays in the oil market, leading to more oil being backed out on to the water.” Source: Express
Ferry crashes into pier in Sydney, Australia
Four people in Australia have been taken to hospital after a ferry crashed into a Sydney pier, leaving 18 people
injured, one seriously. Multiple ambulances were called to the scene after the crash at Circular Quay, which happened
at around 4.15pm on Tuesday. It is understood the supercat smashed into a wooden backboard on one of the piers at
Circular Quay after it got into trouble reversing. A NSW Ambulance spokesman said 18 people were assessed by
paramedics after they fell during the crash. Most had minor injuries, but one patient is believed to have spinal
injuries.Helicopter footage from the scene showed one man being carried off the ferry on a spinal board by officers
from Police Rescue, as he breathed in from a green pain relief whistle. One woman, interviewed by news crews as she
was pushed in a wheelchair, said she was hurt "straight across the chest". Another, an American tourist being pushed
on an ambulance stretcher, said the ferry came to "a huge, abrupt stop" "It's like we hit something and I went flying
forward," she said. "Hit my chest against a steel bar, knocked back, someone fell on me." A third passenger said she
banged her hip and was left with minor injuries, but saw others who had broken skin and were holding their arms.Two
patients were taken by ambulance to Sydney Hospital on nearby Macquarie Street, while another two were transported
to St Vincent's Hospital. The ferry involved was operating the 3.45pm Watsons Bay to Circular Quay service. Nine
News reported the ferry made a previous stop at Garden Island as normal. However, passengers said when it arrived
at Circular Quay, it didn't slow down. Police said the catamaran "impacted with a barrier", throwing passengers to the
ground. It is not known how fast it was travelling at the time of impact. Transport for NSW confirmed that the
Supercat came into contact with the far eastern pontoon at Circular Quay Wharf as it was berthing. It will be moved
back to Harbour City Ferries' maintenance facility at Balmain. The Transport Management Centre said two ferry
services were cancelled following the crash: the 5.45pm Circular Quay to Taronga Zoo service, and the 6.01pm
Taronga Zoo to Circular Quay ferry. Source: Sydney Morning Herald
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Spar Shipping’ – The Court of Appeal confirms
that payment of hire is not a condition
The Court of Appeal has confirmed the High Court’s decision in Spar Shipping [2015] EWHC 718 (Comm) that the
obligation to pay hire under a time charterparty is an innominate term, not a condition of the contract. This web alert
should be read in conjunction with the club’s earlier publications: Payment of Hire: is it a condition? dated March 2015
and April 2015. In 2013, the judge in The Astra [2013] EWHC 865 (Comm), Mr Justice Flaux, controversially defined a
charterer’s obligation to make punctual hire payments under a time charter as a condition of the contact. Prior to this
decision, the obligation to pay hire punctually under a time charter had only been considered as an innominate term.
A condition in a contract is defined as a promise or undertaking that is fundamental to the contract, any breach of
which entitles the innocent party to terminate the contract, in addition to their right to damages. Conversely, a breach
of an innominate term gives the innocent party the right to terminate only if the breach is so serious that it deprives
the innocent party of substantially the whole benefit he was intended to obtain from the contract. The innocent party
may still recover damages for the breach, but may not have the right to terminate.
In 2015, the question came before the High Court again in Spar Shipping and Mr Justice Popplewell disagreed with the
decision in The Astra that the payment obligation was a condition. The case was appealed.
The Facts
In 2010, the claimant owner let three Supramax bulk carriers to the defendant charterer using long-term time
charters, on amended NYPE 1993 forms. In April 2011, the charterer fell behind on hire payments and, despite its
consistent apologies, the situation did not improve for the next six months. The owner sent regular anti‑technicality
notices until September 2011, when it gave notice of withdrawal with immediate effect. Under guarantees obtained
from both the parent company of the defendant and the defendant itself, the owner made two claims:
The balance of hire due under the three charters prior to termination. This is a standard contractual claim and was not
controversial.‘Loss of bargain’ damages for the remainder of the charter term. The recovery of future losses emerges
either upon the breach of a condition or the repudiatory breach of an innominate term.
The Court of Appeal Decision
Following a detailed review of the decision in Spar Shipping the Court of Appeal affirmed the view of Mr Justice
Poppelwell that punctual payment of hire is not a condition. As a matter of construction, payment of hire will only be
construed as a condition if there are express wordings to that effect (see for example the NYPE 2015). In particular,
the Court concluded that the inclusion of an express right for the owners to withdraw the vessel does not indicate that
the obligation to pay punctual hire is a condition, but only provides the owners with an option to cancel the charter
should the charterers fail to pay hire on time (i.e. there would be no right to damages for loss of a bargain).
Unfortunately for charterers, the Court nevertheless held that charterers were in both repudiatory breach of their
obligation to pay hire and had renounced the charter by their repeated failure of punctual payment of hire. Therefore
owners were entitled to damages for loss of a bargain in this instance. This judgment confirms the previously accepted
view that punctual payment of hire is not a condition and lays the decision in The Astra to rest. In order to recover
future losses following a withdrawal therefore, an owner must be able to demonstrate a default of sufficient
seriousness amounting to repudiation by the charterer. A failure to pay is not the same as a refusal to pay and can be
effectively remedied by an owner’s prompt withdrawal and the ship’s rehire to a new charterer. It is not disputed that
an owner is authorised to recover outstanding (earned) hire up to withdrawal. This article intends to provide general
guidance on the issues arising as a matter of English law. It is not intended to provide legal advice in relation to any
specific query. Members requiring further information on this topic should direct their enquiries to either their usual
contact at the club, or to the authors of this article.Defence cover is, by its very nature, discretionary in that the club
must be satisfied as to the merits and quantum of the claim in question and the likelihood of achieving a successful
outcome, if it is to lend support. Source: The Standard Club
The compiler of the news clippings disclaim all liability for any loss, damage or expense however caused, arising from
the sending, receipt, or use of this e-mail communication and on any reliance placed upon the information provided
through this free service and does not guarantee the completeness or accuracy of the information
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13-10-2016
Page 24
SHIPYARD NEWS
Gibdock delivers for Seatruck with Clipper
service
Gibdock has extended its extensive track record in the
passenger and freight ferry market by redelivering the Seatruck
Ferries container/ro-ro vessel on-time, after a fast turnaround
11-day renewal project for the Clipper Group-owned operator.
The ship has subsequently been introduced to Seatrucks’ Irish
Sea operations. Returning Gibdock customer Seatruck scheduled
Clipper Point (5,193dwt) to arrive in the yard on September
18th. The 142m length (23m beam) freight ferry left the yard
after the job’s completion on September 30. “Location and the
quality of work proved pivotal in attracting Seatruck back to the
yard, after CLIPPER POINT came off charter in the
Mediterranean,” said Richard Beards, Gibdock Managing
Director. “We were delighted to be Seatruck’s yard of choice as
part of CLIPPER POINT’s redeployment to UK-Ireland services.
The project has been a welcome addition to the substantial ferry
workload Gibdock carries out every year, in a market that
demands flexibility, as well as high quality workmanship and
timely redelivery.”The scope of the project included completion
of her statutory classification surveys involving inspections of the
hull, deck machinery and rudders, steering gear overhauls and
hull cleaning plus the application of Hempel antifouling coatings.
It also involved the removal, smoothing and polishing of Clipper
Point’s twin Wärtsilä 4CF13AH controllable pitch propeller blades
in a team effort with Portuguese contractor Repropel Propulsion
Services, as well as overhauling the ship’s Wärtsilä CT200 bow
thrusters. The CLIPPER POINT repair was also notable for
bringing Gibdock Ship Manager Juan Pinero Perez and Seatruck
Senior Superintendent Mark Baynham together again - the team that worked successfully on the repair project
entrusted to Gibdock by Sea Trucks, Clipper Arrow in 2014. “We had a good experience at Gibdock with CLIPPER
ARROW and the timing of the CLIPPER POINT ransfer made a return to the yard very convenient,” said Mr
Baynham. “Having completed this project on time and to the high standards Seatruck set, and we will certainly
consider going back to Gibdock in the future.” “Once again, Gibdock worked closely with Mark to address all of the
owner’s requirements, and resolve any issues as they arose,” said Mr Pinero Perez. “Since CLIPPER ARROW was
in the yard, Gibdock has also moved over to its new AX quotation and project management software, making it much
easier for the ship manager to concentrate on the project, rather than chasing loose ends.”Designed by Knud E.
Hansen A/S, CLIPPER POINT is one of four ‘P Series’ ro-ro freight ferries built for Clipper Group subsidiary Sea
Trucks by Spanish shipyard Astilleros de Huelva whose dimensions were conceived as the maximum possible
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permissible for the UK port of Heysham. The three-deck ‘Heysham max’ ferries have capacity for 105 trailers (1800
lane metres) and are classed 1A1 RoRo/Container vessels by DNVGL.
Horizon Shipbuilding flips first of four
McAllister tug hulls
By
Ken Hocke
Horizon Shipbuilding Inc., Bayou La Batre, Ala.,
this week flipped the hull of the 100’x40′ tug
CAPT BRIAN A McALLISTER the first of four
tugs for New York-based McAllister Towing. The
tug is now set on the shipbuilding ways. While
the hull was upside down, a considerable amount
of work was performed, including installation of
all major pipe runs and manifolds, fabrication
and installation of the cable trays and bulkhead
penetrations and fender installation. With the hull
set, Horizon will be able to set the pre-fabricated
and outfitted superstructure. “We have built a
lot of boat so far in a relatively short amount of
time,” Horizon’s Jesse Dunn, project manager
said in a prepared statement. “With the hull
flipped a lot of work opens up. We have the
superstructure and the stacks ready to go and look forward to setting them in the next couple of weeks.” The new
tugs will be powered by a pair of Caterpillar 3516E Tier 4 engines with Schottel SRP4000 FP azimuth thrusters. The
package will produce a total of 6,770 hp and 80 metric tons of bollard pull. The tugs will be classified ABS Maltese
Cross A-1 Towing, Escort Service, FiFi 1 and Maltese Cross AMS. The hull design from Jensen Maritime is for enhanced
shipdocking in addition to direct and indirect escorting. Towing machinery will include a Markey asymmetric renderrecover winch on the bow and a Markey tow winch with a spool capacity of 2,500′ of 2¼” wire on the stern. Horizon is
using the management software, Gordhead, which its owner and president, Travis Short, developed. With Gordhead,
the entire boatbuilding team sees where resources need to be focused to stay on schedule. Owner’s also see real-time
delivery dates that change as progress is made on the different tasks. “Gordhead allows everyone involved in the
process, from the owner to the front line supervisor, a say in how problems are solved,” said Short. “At Horizon, we
don’t say ‘two heads are better than one’; we say ‘All heads are better than one.’” The Capt. Brian A. McAllister is
scheduled for a spring 2017 delivery. Source: workboat
MacGregor signs joint venture contract with
CSSC Nanjing Luzhou Machine Co Ltd to
strengthen its presence in China
MacGregor, part of Cargotec, and China State Shipbuilding Corporation's (CSSC) Nanjing Luzhou Machine Co Ltd (LMC)
signed a joint venture contract on 15 September 2016 to form CSSC Luzhou MacGregor Machine Co Ltd. Subject to all
relevant authority approvals, expected within this year, LMC will own 51 percent and MacGregor 49 percent of the new
joint venture company. As a first step, the joint venture will cover the transfer of Hatlapa marine air compressor
technology over a two-year period. CSSC Luzhou MacGregor Machine Co Ltd will be located in Nanjing and will have
exclusive sales rights for the air compressors in China. Outside China, service, spare parts and new sales will be
undertaken by MacGregor's established network. Source: portnews
GAC Bunker Fuels Partners with REV LNG and
REV LNG Marine
The partnership between REV and GAC will provide LNG bunkering services to the North American
market.
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GAC Bunker Fuels Ltd. (GBFL) Monday announced that it has partnered with REV LNG, LLC (REV LNG) and REV LNG
Marine to provide liquefied natural gas (LNG) bunkering services to vessels operating in North America. "As demand
for LNG-fuelled vessels has increased, so has demand for practical, cost effective and efficient LNG bunkering," said
Nicholas Browne, Global Director of GAC Bunker Fuels. "Having already handled over 10,000 LNG port calls over the
past decade, GAC is uniquely qualified to facilitate the logistics associated with LNG bunkering options. Our alliance
with REV LNG places us even better to meet the needs of the market." GBFL is noted to already provide bunkering
services through 17 port offices in the U.S. "Through this unique partnership, our direct goal is to recognise and
overcome the multiple challenges associated with the widespread adoption of LNG as a bunkering fuel, including
guaranteeing security of supply at multiple ports, and overcoming uncertainties associated with fluctuating energy
prices," said Bob Bandos, GAC North America’s Managing Director of Shipping. The partnership between REV and GAC
is said to enable the provision of competitively priced LNG bunkering services to the North American market. "As
specialists in bundling LNG infrastructure, processes, and technological innovations which optimise the complete LNG
bunker value chain, the REV team brings a quick to market turnkey supply solution to the REV-GAC Alliance, as well as
customised marine services that meet the specific needs of individual ship owners and operators," David Kailbourne,
CEO of REV LNG. In July, GAC Brazil announced the opening of a seventh office offering bunkering, and other shipping
and marine logistics services source : Ship & Bunker News Team
France Vows to Keep Stake in Struggling STX
Shipyard
The French government said on Monday it was not planning to take a majority stake in the French subsidiary of
struggling South Korean shipyard group STX Corp but that it would retain its minority blocking stake and expected a
say in any ownership change. The government’s position on STX France was spelled out in a statement by the finance
ministry after the Liberation newspaper said the government might take a majority stake. The French state holds a 33
percent minority stake in STX France, which runs naval shipyards in Saint-Nazaire on the west coast. Loss-making STX
Corp is in administration. One issue of importance from France’s point of view is the shipyard in Saint-Nazaire, which is
a big local employer with a healthy order-book for building of cruise liners. “The government’s objective is not to
become majority holder in STX France but rather to influence the decision on who takes over the Saint-Nazaire yard so
that it can count on a solid industrial shareholder structure to accompany is long-term development,” the finance
ministry statement said. Dutch group Damen shipyards and Italian group Fincantieri are among potential buyers that
have emerged for STX France. Local officials however recently said they opposed Fincantieri’s candidacy as they feared
it might transfer to Italy part of STX’s workload. Source : Reuters (Reporting By Brian Love, Dominique
Vidalon; Editing by Ingrid Melander)
Meyer Turku wins two new large cruise ship
orders from Royal Caribbean
Miami-based cruise line operator Royal Caribbean Cruises Ltd. and Meyer Turku shipyard signed a memorandum of
agreement for two next generation cruise ship orders to be delivered in 2022 and 2024, the company said in its press
release. The around 200,000 gross ton large cruise ships under the project name “Icon” will mark the beginning of a
new generation of LNG powered cruise ships with a number of innovations such as an application of fuel cells for
power generation. Fuel cells are a very energy efficient and clean way to generate electrical energy. With the new
orders, Meyer Turku shipyard will increase its output until 2024 substantially beyond Turku yard’s all-time-high work
load during Oasis/Allure times in 2007 – 2009. These new orders further lengthen the order book until 2024 and thus
provide an unprecedented level of stability and allow for a smooth production ramp-up. The eight year long horizon
creates a unique opportunity for Turku shipyard and the entire Finnish maritime cluster to invest and develop their
capabilities with a long-term strategy and achieve new leaps in technology. Meyer Turku has so far announced 75m€
of investments in Turku yard and further investments are on the drawing board. In addition to the machinery and IT
systems of the yard, the family owned company is also investing heavily in people and is on a good way to increase
the number of employees from around 1300 in 2014 to 1800 in the future. The total employment effect including the
many specialized subcontractors is estimated to be larger than 15,000. Meyer Turku Oy employs 1,500 persons and
specializes in building highly complex, innovative and environmentally friendly cruise ships, car-passenger ferries and
special vessels. Together with two sister shipyards in Germany, Meyer Werft in Papenburg and Neptun Werft in
Rostock, Meyer Turku is one of the world’s leading cruise ship builders. The successful shipbuilding tradition in Turku
has been continuing since 1737. The company is currently building cruise ships for TUI Cruises and a fast ferry for
13-10-2016
Page 27
Tallink. The company will also build two cruise ships for Costa Crociere. The design and construction of the ships are
supported by the subsidiaries of Meyer Turku: Piikkio Works Oy, which is a Cabin Factory in Piikkiö, Shipbuilding
Completion Oy, which provides turnkey solutions to public spaces in ships, and ENG´nD Oy, which is an engineering
company offering services for shipbuilding and offshore. Source: portnews
Ares shipyard expands commercial offerings
By Dag Pike
Located in Turkey in the Antalya Free Zone, Ares Shipyard has been focussing its new construction work mainly in the
military sector with designs up to 100 metres in length. Now the yard is developing a range of designs using
established design teams to expand its offerings into the commercial sector.
These new designs can meet the requirements of pilot boats, fireboats, survey and a variety of harbour craft roles.
Ares has developed its experience and a high level of skills in the design and building of military and para-military
patrol vessels which have been delivered to a selection of navies, coast guard and maritime enforcement agencies
around the world. The yard has been active in the commercial sector and the new designs on offer are focussed on
expanding work in this sector.
The shipyard is unusual in offering construction in aluminium, steel and composites. The latest deliveries from the yard
are a series of 17 Hercules 75 patrol boats for Qatar The yard was founded in 2006 and currently extends to 15000
square metres of undercover construction halls. This is being extended to 25,000 square metres complemented by wet
berths and a full range of workshops. The yard has worked with a range of design teams including BMT Nigel Gee,
Rolls-Royce Design, Gloss Design and KND Kobus Naval Design with other designs developed in-house. Among the
new designs is a 28.8 metre pilot boat to a design by Carmac for aluminium construction.
Even larger is a 48.6 metre design also in aluminium that is focussed on search and rescue activities with the capability
of coping with oil spills and other pollution operations. Another large aluminium design is 34 metre crew boat capable
of carrying 76 passengers. Speeds range from 25 to 35 knots and the crew boat is one of several designs on offer for
this role. On a smaller scale the yard is offering its first RIB design, a 10.5 metre concept that can be constructed with
an aluminium or composite hull. Powered by triple outboards this design has a speed potential of 62 knots.High speed
is also offered on a first response fire boat that can reach 50 knots with inboard diesel power. This 13.37 metre deep
vee hull is designed for aluminium construction and features three fire monitors, one forward and two aft. Designed
for both military and civilian operations is a landing craft design capable of speeds up to 40 knots when powered by a
pair of large outboards. This aluminium design has a length of 12.80 metres and has been design following experience
with larger landing craft concepts. source: maritimejournal
Deloitte Anjin under prosecution probe for
aiding DSME accounting fraud
By Lee Hyun-jung and Chung Joo-won
Deloitte Anjin LLC is under prosecution probe on charges of conspiring with Daewoo Shipbuilding &Marine Engineering
(DSME) in accounting fraud to hide near $5 billion losses from 2010 to 2015 and cause massive damages to investors,
thus neglecting its legal duty as outside auditor. According to sources on Monday, prosecutors investigating DSME and
state-owned Korea Development Bank (KDB) in charge of the shipbuilder for breach of trust and other illegalities plan
to summon and question a high-ranking executive of the accounting firm as early as next week for turning a blind eye
to the misconduct. Since the executive’s title is partner manager of the company, his decision should be considered as
an act made at a corporate level. Prosecutors already investigated some 10 accountants involved in the auditing of
13-10-2016
Page 28
DSME and could stretch the questioning to former incumbent chief executives of Deloitte Anjin. Prosecutors have
reportedly focused investigations on charges that the accounting firm aided the shipbuilder in fraudulent accounting
based on evidence seized after raids into the executive’s office in June. The prosecution will investigate to determine
whether the executive’s auditing without confirming and analyzing the shipbuilder’s major accounting data was
conducted at the request of the shipbuilder, whether the executive intentionally ignored the window-dressing
irregularities and whether he issued an unqualified opinion on the shipbuilder’s financial statements on expectations of
extension of auditing contracts and additional consulting orders, sources said. According to officials familiar with the
case, Anjin’s outside auditors requested DSME to submit details of evidence for calculation of total expected costs
during auditing in 2014, but the shipbuilder did not follow the instruction citing lack of data. The auditing team should
have pressed for the data but did not follow up on the procedure. Some auditors protested the shipbuilder’s practice
but the executive, then the top decision maker, reportedly let them complete auditing with the issue left unresolved.
The accounting company immediately declined the charges, arguing there was no tolerance at a corporate level for
illegal activities. Suspicion arises in the local accounting industry that Anjin condoned DSME’s accounting schemes in
return for high-priced fees or more consulting contracts. DSME has been suspected of changing its independent
auditing company from Samjong KPMG LLC to Deloitte Anjin in 2010 under the instruction of Min Yoo-sung, then-CEO
of KDB. Anjin was selected as an independent auditor for DSME for 2010-2012 period and again 2013-2015 period,
receiving a total of 6 billion won ($5.35 million) worth auditing and consulting orders from DSME for six years. If Anjin
is found to have aided or condoned DSME’s accounting fraud at a corporate level, financial authorities can slap the
maximum penalty on the company or go far as suspending operation or revoking business license under the domestic
Certified Accountant Law. Source: pulse
ROUTE, PORTS & SERVICES
Mermaid gets lower rates for subsea deal in
Middle East
Mermaid Maritime’s joint venture company, Zamil Mermaid Offshore Services Company LLC (ZMOS), has retained its
long-term offshore inspection, repair, and maintenance (IRM) services contract with a client in the Middle East.
However, Mermaid said on Tuesday, the rendering service dayrates have been reduced. The company explained that
this reduction in rates was part of a cost reduction initiative driven by the unnamed client, given the challenging
business environment.The contract, which was awarded in the fourth quarter of 2012, is for a five-year period and is
scheduled to continue until the fourth quarter of 2017. In this contract, Mermaid provides a suite of diving services
using one of its DP2 dive support vessels along with remotely operated vehicles, specialized diving equipment, and
divers. Mermaid’s joint venture partner, an offshore and marine services company, provides other offshore vessels,
services, and logistics. Mermaid’s portion of the revised contract value for the remainder of the term is estimated to be
not less than approximately $70 million. The contract also has a two-year extension option embedded which, if
exercised by the client, could see the contract further extended until the fourth quarter of 2019.To mitigate the
reduction in rates, Mermaid has also initiated a second round of cost efficiencies, centralization, and consolidation of its
business in order to improve its cost base. Source : offshoreenergytoday
Click HERE for the LIVE STREAM WEBCAM in Hoek van Holland
Berghaven
13-10-2016
Page 29
Aberdeen Harbour remains on track for
expansion plans
Aberdeen Harbour Board has reinforced its ongoing commitment to expansion plans at Nigg Bay it was announced
today, but a final decision on the project still awaits the necessary planning consents. At its October meeting the Board
maintained clear support for the project to continue, but recognised that a final decision would be subject to the
outcome of applications for a Harbour Revision Order and two Marine Licences, which are currently under review by
the Scottish Government. Chief executive of Aberdeen Harbour, Colin Parker said: “Our Board remains committed to
the proposed expansion of Aberdeen Harbour into Nigg Bay, but it is only right that we defer making a final decision
until we have all the relevant information, and all necessary funding streams have been fully formalised”. Aberdeen
Harbour is one of the UK’s busiest ports and the centre of activity for the energy industry’s marine operations in Northwest Europe. With trading links to more than 39 countries across the world, the port is a key regional resource and a
vital part of Northern Scotland’s infrastructure. With a wide range of industry sectors contributing to record annual
traffic figures, Aberdeen Harbour handles over 27 million tonnes of shipping and over 4 million tonnes of cargo.
Activity at the port generates over £1.5 billion to the region’s economy each year and helps sustain around 12,000 fulltime equivalent jobs.
…. PHOTO OF THE DAY …..
the freshly painted OMEGA TRADER, leaving dry dock at Keppel Yard in Singapore, Photo : Arnold Niessen ©
PLEASE MAINTAIN YOUR MAILBOX, DUE TO NEW POLICY OF THE
PROVIDER, YOUR ADDRESS WILL BE “DEACTIVATED”
AUTOMATICALLY IF THE MAIL IS BOUNCED BACK TO OUR SERVER
If this happens to you please send me a mail at [email protected] to reactivate
your address again
You can also read the latest newsletter daily online via the link :
http://newsletter.maasmondmaritime.com/ShippingNewsPdf/magazine.pdf
13-10-2016
Page 30

daily collection of maritime press clippings

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