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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2015 – 055
Number 55 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Tuesday 24-02-2015
News reports received from readers and Internet News articles copied from various news sites.
22-02-2015 : The STENA SUPERFAST X departing from Gdynia Photo : Jakub Bogucki ©
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EVENTS, INCIDENTS & OPERATIONS
The MAERSK ENFIELD inbound for Rotterdam-Europoort – Photo : Willem Koper ©
Reddingboot van de toekomst naar
Breskens
De NH 1816 ,het nieuwste type van de KNRM, voor proef op station Ameland (Ballumerbocht) samen met de Anna
Magaretha. Photo : GertJan Verbeek- Hollum-Ameland ©
De nieuwste reddingboot uit de KNRM vloot, de NH1816, is voor een midweek naar reddingstation Breskens. De
Breskense reddingbootbemanning zal de boot gaan testen. De KNRM is al jaren bezig aan de ontwikkeling van een
nieuw type reddingboot welke op termijn de grote reddingboten, zoals reddingboot Zeemanshoop, moet gaan
vervangen. Na jaren van ontwikkeling en bouwen is op 2 april 2014 reddingboot Nh1816 gedoopt. Dit eerste
prototype is daarna voor de KNRM een intensieve testfase in gegaan.Momenteel maakt de boot een reis langs de
reddingstations met een grote boot. Dit om de reddingbootbemanning kennis te laten maken met het schip en om
leerpunten van deze bemanningen weer mee te nemen. Deze week is reddingstation Breskens aan de beurt. Wilt u de
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reddingboot zien? Als alles volgens planning verloopt zal de NH1816tot vrijdag in de Vissershaven verblijven. Bron :
KNRM -Breskens
The MARIE MAERSK inbound at Rotterdam-Europoort – Photo : Dick Smit - www.schepenspotterxl.com ©
LNG Shipping Rates Nosedive
With LNG prices down as slowing demand combines with rising output, the cost to ship super-chilled natural gas has
also tumbled to the lowest level in more than four years and is forecast to fall further, reports Bloomberg According to
Andrew Buckland, a London-based analyst at Wood Mackenzie Ltd rates to transport liquefied natural gas have
declined to about $50,000 per day and will probably go lower before recovering. In 2012 it was more than $140,000 a
day.
That’s good news for buyers and sellers of the fuel. Lower rates can benefit traders that sign short-term contracts and
give LNG players flexibility in where they deliver the gas, said Hal Miller, president of consulting company Galway
Group in Houston. At the same time, ship owners will be hurt by falling rates. There has been reports that over a
dozen liquefied natural gas (LNG) tankers are parked, many idle, in and around Singapore - one of the world's biggest
trading hubs for the fuel - in a sign that the slowdown engulfing world gas markets may be worsening into a crisis.
LNG ships ordered three or four years ago have struggled to find work and compete with newer, larger and more fuelefficient vessels that have pushed rates to the lowest since late 2010, market analysts said.The market could stay
depressed until the middle of next year with rates potentially sinking to $40,000 a day with too many vessels, said
Tatsuo Osakabe, the Tokyo-based managing director of Fearnleys Japan, a shipping broker. The crash in demand in
Asia is so severe that some analysts say the future of the entire LNG industry may be impacted. "The weakness in
energy markets is threatening to derail LNG's emergence as the pre-eminent energy source," ANZ bank said this week
in a research note. Source : MarineLink
Turkey extends naval mission in Gulf of
Aden
Experts agree that Turkey's decision to extend its mandate in NATO's operation in the Gulf of Aden is strategically
important.Turkey's parliament approved on February 3rd a motion to extend the mandate of Turkish Naval Forces in
the Gulf of Aden for one more year. The recent extension, calling for the further participation of Turkish ships in
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NATO's international anti-piracy mission, Operation Ocean Shield (OOS), was first approved in 2009.OOS aims to
counter piracy in the Gulf of Aden and off the Somali coast while increasing the level of security for commercial
vessels.The North Atlantic Council extended its counter-piracy mission in 2014 for two more years, until the end of
2016.
Ahmet Hamdi Topal, a law professor at Istanbul Medipol University, said the region is critical for Turkey's foreign trade
activities.As the number of Turkish ships using the route increases, Ankara further co-operates with the international
community to contribute to the security of maritime trade channels and decrease the threat of piracy, Topal said."On
the other hand, this latest decision from the Turkish parliament to extend the mission's term is a necessity within the
current foreign policy that Turkey follows. It is consistent with Turkey's policy in adopting an active role regarding the
international problems that occur beyond its borders," Topal told SES Türkiye.
Topal also noted that the active participation of Turkey in OOS ensured that Turkish commercial ships face fewer
attacks during their navigation period through the region. "Turkish armed forces provide security for the international
humanitarian aid channelling to this region. In fact, during the famine in Somalia, the Turkish Navy provided security
for the Red Crescent aid ships," he added.Catherine Long, a Turkey-Africa relations and policy expert from Istanbul's
Kadir Has University, said Turkey's continued participation in NATO's Operation Ocean Shield is important because
vessels on the shipping lanes running through the Gulf of Aden to the Suez Canal remain at risk for attack."This risk is
universally felt given the importance of these particular shipping lanes that pass through the maritime chokepoint of
Bab el Mandeb into the internationally essential chokepoint of the Suez Canal," Long told SES Türkiye. "Piracy and
other forms of maritime attacks, theft, or kidnapping in the Horn of Africa represent the focus of international
interventions because the cost of adapting to a route around southern Africa adds unsustainable costs to trade-related
shipment routes."Long added that Turkey's continued presence in OOS represents the country's market-oriented
strategic interests. The combination of revived ports and improved maritime security will facilitate the imports of
Turkish goods by Somalia, Long said. The increased stability of Somali ports may also lead to the establishment of a
hub for trade logistics into the landlocked Eastern and Central African states.
"Turkey's deployment of a vessel to the Gulf just three days after Turkey's participation in OOC signals its continuing
willingness to serve as one of NATO's regional anchors," Long said.Fouad Farhaoui, an Africa expert from Ankarabased think tank USAK, said the extension of Turkey's participation in OOS is not only a move linked to its
commitments under NATO, but especially a strategic preference for Turkey.
"Turkey's naval forces carried out an Africa trip in March 2014 in regions neighbouring Somalia, while from January
31st to February 2nd, for the first time in history the Turkish Navy visited Jeddah port lying on the Red Sea coast of
Saudi Arabia," Farhaoui told SES Türkiye.The latest visit of President Recep Tayyip Erdogan to Ethiopia, Somalia and
Djibouti in late January also was a strong sign of Ankara's commitment to the region, Farhaoui said."Nowadays Turkey
has become a significant actor in naval strategies of the African continent," he said. "However, it should also pay
importance to deepening its relations with all the East African countries and preserve its presence in the region from
all possible challenges." Source : turkishweekly
The ANL EUROA IMO 9433066, 2010/18326gt Ex OS Samson till NOV 2012 Nobel Acrux till Jan 2015, out from
Swanson Dock off Newport, 21-2-2015. Photo : Andrew Mackinnon – www.aquamanships.com ©
South Africa – Stowaways
The Club has been advised by P&I Associates, a correspondent in South Africa, of a change in the approach taken by
the Department of Home Affairs in Cape Town to foreign nationals who are found, before a vessel has departed, to
have unlawfully boarded a vessel in Cape Town. Previously such persons were treated as “trespassers”, so that the
costs of repatriation did not fall on the vessel. However, the new approach means that foreign nationals found on
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board a vessel without the requisite permits will be treated as stowaways so that the cost of repatriation will fall on the
vessel. This change is effective immediately and is already being applied in Durban.The Correspondent advises that
Members should be vigilant to ensure that any person boarding a vessel in Cape Town or Durban, including
stevedores, agents, ship chandlers, cleaners, immigration, ship repairers, marine surveyors and contractors are in
possession of a Transnet National Port Authority (TNPA) permit. Absent a permit, the Correspondent further advises
that a person should be asked to leave the vessel and, if need be, taken to the bottom of the gangway and port
security notified. The port, as the landlord, will then have the person detained and charged as a trespasser on their
property.Members should be guided by the above advice from the Correspondent. This is, of course, in addition to
Members’ obligations to ensure that access to the vessel is controlled in accordance with the ISPS Code. Source:
London P&I Club
The 17000 tons GINA KROG jacket (the largest jacket ever built at Heerema Vlissingen ) under Construction for
Statoil Petroleum measures 60x50m at the bottom part and 40x30 at the top and is having a height of 142m hoog..
the sail away is scheduled for April 15th Photo : Wim Kosten – www.maritimephoto.com (c)
2014: The Big Secondhand Sales News
A record volume of tonnage is reported to have changed hands last year and reported secondhand sales rose by 29%
year-on-year to total 51.0m GT in 2014. Activity at the larger end of the oil tanker sector was particularly strong and
2014 saw a firm increase in the volume of containership tonnage sold year-on-year. This month we take a closer look
at the detail behind global sales activity in 2014.
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Selling And Buying Big
A total of 1,320 vessels of 51.0m GT were reported sold market in 2014, a record in terms of GT. This was driven by
strong interest in the oil tanker sector 2015-02-20_upload_2587491_WFMK_2015_02with a reported 309 tankers of
23.0m GT sold, 82% more tonnage y-o-y, and the sector accounted for the largest share of sales in GT terms (45%)
for the first time on record. In the general cargo sector, the volume of tonnage sold rose 48% y-o-y in 2014 and 275
units of 6.5m GT were reported to have changed hands. Containerships accounted for 93% of the general cargo units
reported sold in 2014 in terms of GT. Meanwhile, reported bulker sales fell 7% y-o-y to 16.9m GT in 2014 (411 ships)
though the sector still accounted for 33% of total sales in terms of GT.
The Big Sell On Vessels
Whilst the number of units that changed hands fell 8% y-o-y in 2014, greater interest in the larger size segments saw
the average size of ships sold rise 37% y-o-y to around 39,000 GT – the highest ever level. In the tanker sector, a
record 79 VLCCs of 12.7m GT were reported sold in 2014 (around a third of which were en-bloc deals) as well as 59
Aframaxes of 3.5m GT and 37 Suezmax tankers of 3.0m GT (up 118% y-o-y in terms of GT). Further, 60 Capesize
units of 5.4m GT and 12 boxships above 8,000 TEU of 1.1m GT were reported sold in 2014. Increased sales of these
larger units led to a big rise in the volume of GT sold.
The Big Buyers In 2014
In recent years, Greek owners have typically accounted for the largest proportion of secondhand purchases and their
share stood at 24% in 2014 (11.8m GT). Chinese owners are reported to have bought the second largest volume of
tonnage in 2014, 5.7m GT, with over half (56%) of units purchased from domestic owners. Elsewhere, US owners saw
sales activity rise 139% y-o-y in 2014 to 4.0m GT, with oil tankers accounting for 50% of the GT.
The Big Sellers In 2014
Japanese owners remained net sellers in 2014 with 7.0m GT reported sold. Bulkers accounted for 51% of Japanese
sales in terms of GT and 41% of units were reported sold to Greeks. German owners sold a reported 6.1m GT in 2014,
up 36% y-o-y, and they accounted for 56% of total boxship sales (5.9m GT). Meanwhile, Chinese owners also sold a
record 5.1m GT in 2014, a y-o-y rise of 58%.So, secondhand sales activity was strong in 2014 and the reported value
of sales totalled $26.1bn, up 26% y-o-y. There was interest in the larger sizes and the average size of ship sold
reached a record level. Greek and Japanese owners were the ‘top’ buyers and sellers respectively whilst Chinese
owners’ activity broke previous highs. There has been 3.0m GT reported sold in 2015 so far, but 2014’s total will be a
challenging target. Source: Clarksons
The CMA CGM THALASSA inbound fro Rotterdam-Europoort – Photo : Willem Koper ©
Chinese tanker owners venturing out in the
“open sea”
For a long time, among the chief notions revolving around China’s ambitions on sea trade, was that the financial
behemoth favored the transportation of its needed raw materials, especially crude oil, by Chinese-owned and more
importantly state-owned vessels, primarily crude oil tankers (VLCCs). The ambition was to be able to move 85% of its
crude imports on Chinese controlled ships and that a mega order of up to 80 VLCCs might materialise.
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According to shipbroker Gibson though, “fortunately for international shipowners this has not yet been the case with
the economic realities of tanker earnings discouraging investment. Chinese charterers were not prepared to pay in
excess of ‘market’ levels to support such a program. Currently the number of VLCCs on order from Chinese controlled
companies stands at around 30, with delivery spread between now and 2017 at around 10 units per annum.
These vessels were ordered by relatively few players such as Associated Maritime, China Shipping, Cosco Dalian,
Shandong Landbridge and Grand China”.
The London-based shipbroker noted that “the upcoming number of deliveries is well above those delivered in the
recent past. Just 5 were delivered in 2013 and 8 in 2014 with Brightoil Petroleum and Petrochina among the recipients
in addition to those already mentioned above.
Due to financial pressures, 2014 saw the amalgamation of the Nanjing Tankers and Associated Maritime Co’s fleets
under the umbrella of China Merchants creating a large fleet of some 42 VLCCs (once their 14 newbuildings are all
delivered) and 7 Aframaxes. Interestingly in the VLCC period fixing frenzy of January 2015 this owner is reported to
have committed 3 VLCCs out on t/c for two years to non-Chinese interests. China Shipping has also been busy fixing
out 3 VLCCs to Trafigura for 12 months t/c. Finally, Cosco has fixed out a VLCC to BP for 12 months”, Gibson said.
It added that “there seems to be a gradual relaxation of state control in some areas which perhaps explains the above
VLCCs being fixed out in the international market. It appears that there is a desire to expand their trading partners
rather than relying exclusively on Chinese charterers. This is also reflected in the refining sectors with licences being
granted to independent refiners allowing for the import of crude oil, with ChemChina being granted a licence to import
200,000 b/d. Politically, the new premier of China has made it clear that he supports private commercial initiatives.
There is also press speculation that that a merger may be on the cards between CNOOC and Sinochem, and CNPC and
Sinopsopec”.Gibson concluded by noting that “whilst it is interesting to see some limited diversification of the Chinese
shipping business model, there is no question that crude imports into the country will continue to increase, despite
slowing growth in domestic economic expansion. An expanding strategic petroleum reserve, more crude heading into
commercial inventories and rising refining capacity will significantly lift crude imports, at least in the near
term”.Meanwhile, in the crude tanker market this week, in the Middle East, there was “no pre-holiday rush to fix for
VLCCs to feast upon, and the week ticked along at a relatively slow pace accordingly. Rates more, or less, stagnated in
the high ws 50’s to the East, and low ws 30’s to the West, and could have moved lower, but the expectation/hope of a
much busier week to come has prevented Owners’ sentiment from puncturing. Suezmaxes ticked over at an average
130,000 by ws 50 West, and ws 90 to the East, but the second half of the week was dominated by only the
shortesthaul business, and a slightly weaker feel is in the air. Aframaxes slipped a little, as expected, to 80,000 by ws
110 to Singapore and will remain on the soft side until Eastern players return solidly into the marketplace”, Gibson
said.Similarly, in the Mediterranean, “too many ships, and not enough early delay, to giveAframax Owners any grip,
and rates fell off to 80,000 by ws 90 Cross Med as a result. They look set to stay there for a while yet. Suezmaxes
huffed and puffed, but again, there wasn’t quite enough demand to impact position lists sufficiently to allow rate
demands to be met above 140,000 by ws 80 from the Black Sea to European destinations. Things may, perhaps, get a
bit more interesting next week – perhaps”. Finally, in the North Sea, “Aframaxes fell off a touch to 80,000 by ws 97.5
cross UKC and to 100,000 by ws 87.5 from the Baltic on slimdemand, but forecasts of bad weather a comin’ mean that
there is some anticipation of animprovement from next week. Suemaxes got the odd knock, and there was reasonable
interest to the East where $3.9 million was paid for fuel from Rotterdam to Singapore. Charterers would have liked to
have taken VLCC cover also, or instead of, but tonnage is very tight on the fixing window, and ideas don’t match the
‘arb’ economics. In theory $6.25 million works. Rumours of crude oil from Houndpoint to South Korea being concluded
at $8.1 million swirled around, but nobody put their hands up to confirm the validity”. Gibson concluded. Source :
Nikos Roussanoglou, Hellenic Shipping News Worldwide
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The MSC MYKONOS enroute Antwerp – Photo : P., M. & Ph. van Luik www.shipsoffterneuzen.nl
Supertankers Speed Up as Oil Prices Fall
The world’s supertankers are sailing at the fastest speeds in 2 1/2 years as a collapse in crude oil prices spurs demand
for cargoes and drives up daily returns owners can make from deliveries.Very large crude carriers, each about 1,000feet long and able to transport 2 million barrels of oil, sailed at an average of 12.57 knots this month, according to
data from RS Platou Economic Research, an Oslo-based firm. The fleet, whose steel weight is about 27 million metric
tons, last moved that fast in August 2012.Tanker rates have surged amid signals that China accelerated purchases of
crude to fill its stockpiles after Brent crude, the global benchmark, collapsed last year. Prices plunged in part because
the Organization of Petroleum Exporting Countries pledged to keep pumping oil amid a global oversupply. The ships
earned an average of more than $71,000 a day since the start of January, the best start to a year in Baltic Exchange
data that begin in mid-2008. “Freight rates are high because there’s a lot of oil trade at the moment,” Frode
Moerkedal, an Oslo-based analyst at Platou Markets, an investment adviser linked to the research company, said by
phone on Thursday. “OPEC has refused to cut production so there’s more oil being shipped.”VLCC speeds from 14-to16 Feb. were 6.7 percent higher than 14-to-16 Nov., according to Platou. The speed for the ships when voyaging
without cargoes rose 10 percent over the same period to 13.31 knots.
The daily average rate to hire a VLCC on the benchmark Middle East-to-East Asia route was $71,772 so far in the first
quarter, compared with an average of $47,614 in the fourth quarter, according to Baltic Exchange data. VesselsValue
Ltd., a London-based firm that provides shipping data, also estimates VLCCs are sailing at the fastest since 2012. The
acceleration is in part because falling oil prices have cut fuel costs and made it more profitable for owners to transport
cargoes, said Kaizad Doctor, analytics director. Ship fuel is known as bunker.“This can be attributed to the
simultaneous decrease in the oil prices and the consequent reduction in bunker prices but also due to the increase
inrates caused by the Chinese re-stocking cut-price crude,” Doctor said. Source: Bloomberg
DUBAI CHARM arrival Geelong 22-2-15 in bound for the Geelong Refinery. Photo : Bill Barber ©
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Hazardous Occurrence Related to VHF
Communications and Port Operations
"This occurrence which I am reporting occurs frequently. I was the designated dock & channel pilot for the vessel “A”.
Whilst preparing to sail, another vessel “B” was also manoeuvring."The problem was that both ships were using the
same VHF channel for intership communication resulting in an order on one ship being received on the other, this
could have caused serious damage or injury. The order given on the “B” and received on “A” was to “Let go
everything”. I indicated to the master of “A” that I would prefer to give orders verbally without the use of the VHF and
for other internal communication the master reverted to speaking in his native language (Not sure why he didn't
change channel). I feel that the use of VHF when manoeuvring is becoming more problematic and an accident caused
either by two ships being on the same channel inadvertently, or by malicious intent from some third party is not far
away. "As vessels approach a port under pilotage the helm/engine/thruster controls can come thick and fast and when
all these orders are being relayed on an open public VHF channel I feel its asking for trouble. A 'wrong way' helm
order may not have time to be corrected on final approach to a lock or berth and an inappropriate engine order could
be catastrophic for the bow tug and its crew. If radio must be used to communicate internally then I think we should
be using a low power UHF set which is unlikely to invite public access. However personally, I think just shouting the
order is usually the most positive and effective."Both vessels were using VHF, though which channel they were using I
am not sure. It is not only the ships of these two companies which have similar bridge procedures. This is a very
common practice.
CHIRP Comment
This report has been forwarded to the UK Maritime and Coastguard Agency’s Port Marine Safety Code Steering Group.
The UK Maritime Pilots’ Association has also indicated that it will survey its Members in order to try and ascertain to
what extent others experience similar difficulties.
•Operational communications should be covered by a Competent Harbour Authority’s risk assessment.
•Ensuring radio communications are properly prefixed will limit the risks of misidentification.
•Using alternative communication methods should be considered e.g. “Talkback” systems.
Source: CHIRP
AMORGOS IMO 9646716, 2014/24247gt out from Geelong off Sorrento, 21-2-2015.
Photo : Andrew Mackinnon – www.aquamanships.com ©
see also : https://www.youtube.com/watch?v=1R4Hb0S7Ikc#t=101
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The MTS VICTORY arrived with the NP 440 in Rotterdam – Photo : R&F van der Hoek-LEKKO ©
Shipping Industry Faces Erroneous
Payment Risks
The shipping industry is at a high risk of unauthorised and/or erroneous payments due to the nature of the movement
of cash throughout the industry, according to UK-based consulting firm Moore Stephens. Shipping, being a cash-driven
business, and the combination of large, frequent and often short-notice receipts and payments does not sit well with
private equity firms when considering cash management, the consulting firm explains.
“Over the last two decades, the industry has moved from one populated by owner-managed businesses with cash
payments authorised by owners, to a corporate one with companies growing and turning to external sources for equity
funding. Despite the private equity industry taking a keen interest in the shipping space, significant cultural and
knowledge gaps are frequently only coming to light for both the investor and the shipping company once an
investment has been made,” Moore Stephens said. The firm attributes this to the fact that due diligence processes are
typically focused on the economics of the market, the individual track records of the management team and the ships
themselves from a technical specification and operational perspective.
As a result, the actual day-to-day operation of what is effectively the middle and back offices of shipping companies
ends up scrutinised to a much lesser degree.“An understanding of the cash flows associated with running a shipping
business is critical, receipts are often lumpy and irregular, payments inconsistent from month-to-month, widely spread
in terms of size, frequent and payable on presentation of pro-forma invoices as opposed to final invoices. In addition,
late settlement can cause vessels to be delayed or even detained,” Moore Stephens adds. Hence, it is essential for
shipping companies to have robust and routinely audited systems in place to ensure that risks are managed
appropriately. Source: Moore Stephens
North politicians strengthen calls for
emergency tugs
More politicians have joined the call to bring back emergency tugs to the west coast following the grounding of a large
cargo ship. The 423ft Lysblink Seaways vessel crashed into rocks at Ardnamurchan Point, Kilchoan, at around 2am
on Wednesday but floated clear at high tide just before 9pm on Thursday.The grounding reignited the row over the
removal of emergency tugs from the west coast.On Thursday environment secretary Richard Lochhead wrote to the
UK Government seeking early discussions and to ask for the funding of emergency towing vessels to be provided
beyond March 2016.
Western Isle MP Angus MacNeil said yesterday: “Once again we have seen how vulnerable we are without an
emergency tug.“Is the west coast of Scotland, the most westerly point of Britain, simply too far away from
Westminster to be a priority?“The lack of an emergency tug meant there was no quick response. We had a lucky
escape this time because of the cargo on board the ship, but next time it could be much more serious.“Despite the
sophisticated navigation equipment on board ships, accidents will happen and an emergency towing vessel is an
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insurance policy. We need to protect the environment and our fishing industry.“When parliament returns next week, I
will be raising the issue with the Department for Transport, calling for the reinstatement of the emergency tug vessel.”
Dave Thomposn SNP MSP for Skye, Lochaber and Badenoch, said: “Here is a classic case of a vessel grounded and
leaking oil in an area of outstanding natural beauty and an area important for marine ecology and economy. “We have
a valuable tourist industry and shell and fish farms at risk as well as the wider marine environment all of which is
worth billions of pounds to the Scottish and UK economies.“It couldn’t be clearer that there is a role for Government in
protecting the coastal communities and their economies and yet the UK Government want to save a few million
pounds by withdrawing this necessary protection.“I call on them to see sense and I welcome the Cabinet Secretary’s
action writing to seek early discussions on the withdrawal of funding and his call to the UK Government to extend
funding for emergency towing vessels beyond March 2016.” Source : pressandjournal
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
E-mail : [email protected]
Internet : www.marint.co.uk
The VOS PRECIOUS outbound from Ijmuiden – Photo : Ruud Coster ©
CORRECTION ON YESTERDAYS CLIPPINGS
In Yesterdays newsclippings a photo could be seen of the arrival of the new floating sheerlegs ASIAN HERCULES III
in Singapore, I typed by mistake a lifting capacity of 4000 ton , but this has to be 5000 ton  sorry for the typo the
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sheerlegs is built at , Keppel Nantong which is a wholly owned subsidiary of Singapore's Keppel Offshore & Marine Ltd.
Asian Lift is a 50/50 joint venture between Keppel Offshore & Marine and Smit Singapore Pte Ltd. The venture started
in 1985 with the pooling of sheerleg cranes
between both companies and with the timely
introduction of the 1,600 t Asian Hercules. Asian
Lift owns and operates a fleet that has grown
from three sheerlegs to five, excluding Asian
Hercules III. This includes the 1,600 t Asian
Hercules and the 3,200 t Asian Hercules II. Its
fleet has a total combined capacity of up to
6,600 t for multiple crane lift operations. Mr. Lee
Tai Kwee, President of Keppel Nantong said,
"Keppel and Asian Lift have a winning
partnership that has been instrumental to the
success of both companies. We are proud to
continue this mutual growth with the
construction of the world's largest sheerleg
crane. Such cranes are essential equipment for
the efficient operation of our shipbuilding and
offshore construction work. The Asian Hercules
III's first assignment will be in Singapore. It will
serve the offshore oil and gas as well as marine markets in Southeast Asia. "We believe that Asian Hercules III will
play an important role in serving the industry where heavy lift activities are essential," said Mr. John Chua, General
Manager of Asian Lift. "South East Asia is an important market, especially with the high volume of offshore and marine
projects being contracted here. With the weight of modules and other components increasing, Asian Hercules III will
be well placed to meet the needs of the market for greater lifting capacity." Photo : Capt. Jelle de Vries –
Sunshine Offshore service ©
The GREAT BLESS leaving the Ijmuiden locks bound for Santa Cruz – Photo : Simon Wolf ©
ABB advisory selected to boost fuel efficiency
of Pioneer Marine’s new bulk carriers
Newbuilds will feature OCTOPUS-Onboard fuel monitoring system to support the crew’s decisionmaking.
Amarcon, an ABB Group company, announced that the company will deliver SEEMP-compliant OCTOPUS-Onboard
fuel monitoring systems for 12 Handysize bulk carriers that will be built by YangZhou GuoYu Shipbuilding Co., Ltd and
delivered to the Singapore based owner Pioneer Marine Inc. in 2015 and 2016. The Ship Energy Efficiency
Management Plan (SEEMP) is an operational measure that establishes a mechanism to improve the energy efficiency
of a ship in a cost-effective manner. It has been mandatory on all vessels since 2013. ABB’s SEEMP-compliant
OCTOPUS-Onboard fuel monitoring set-up consists of Coriolis flow sensors, a Torductor torque measurement system
and a software solution. By sending the sensor-measured data to the software, the OCTOPUS-Onboard system makes
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important fuel consumption indicators available to the vessel crew and the onshore operations department. This way
the system supports the crew in decision-making and enables them to optimize the fuel efficiency of the vessel. The
data collected from the sensors can also be analyzed later using the OCTOPUS-Online portal.
ABB’s advisory solution allows Pioneer to take the fuel efficiency of the new vessels one step further: the vessels are of
Green Dolphin design, which was created to reduce fuel consumption and to meet both current and future expected
air and water emissions regulations.“Safety of our people and protection of the environment are our top priorities. The
OCTOPUS-Onboard advisory system compliments the Green Dolphin newbuild design and introduces a new dimension
to ensuring optimal fuel efficiency. Accurate advice based on the sensor-measured information enables the crew to
operate the vessel in the most fuel efficient manner, thus reducing our carbon footprint,” says Pankaj Khanna,
President and CEO of Pioneer Marine.“Fuel consumption is the highest operational expenditure for each and every
vessel of the global fleet, and one of the biggest environmental concerns. Our OCTOPUS-Onboard system helps ship
operators to efficiently optimize the fuel consumption of their fleet while they also reduce their emissions,” says Heikki
Soljama, Managing Director for ABB’s Marine and Ports business.
MSC ATLANTA in the Pass of Bath on her way to Antwerp. The former name was APL ATLANTA as you can clearly
see on the red funnel marking.The vessel is owned by the Swiss Hanseatic Lloyd and registered in St Johns (Antigua
flag). Photo : Adri de Schipper ©
ISIS Seen as Threat to Cruise Ships on the
Mediterranean
by Thomas D. Williams, Ph.D.
Self-relegated to Iraq and Syria, just months ago ISIS seemed a distant threat to Italians and other Europeans. Having
set up Libyan strongholds along the Mediterranean coast, however, ISIS is now on Europe’s doorstep. The latest threat
is to Mediterranean cruise ships– those, forinstance, that go from Sicily up the Italian coast to the south of France, or
bop from one Greek island to another. The Italian Ministry of Defense has outlined various grim scenarios whereby
ISIS would engage in Somali-style piracy on the Mediterranean,menacing shipping companies and cruise ships. The
24-02-2015
Page 13
report states: “Having gained control of some ports and of vessels of various descriptions and with the possibility of
taking advantage ofthe experience accumulated by the people traffickers working the migratory routes for years, ISIS
could repeat the scenario that has dominated the maritime region between Somalia and Aden for the last ten
years.” The report details what how this might play out: “Speed boats could attack fishing boats, cruise ships, small
merchant ships, as well as coast guard in this case more to capture prisoners to exhibit in orange jumpsuits and a
knife to the neck (and to ask for lucrative ransoms for them).”Various representatives of cruise lines have stepped
forward to downplay the predictions of the Italian ministry, underscoring the safety of their routes, security policies
and staff. There has been no talk as yet about changing or eliminating routes, and there is no public discussion of
bringing armed soldiers aboard, in part because the ships are already endowed with private security teams, often
made up of former law enforcement officers.The Cruise Lines International Association (CLIA), for example– whose
members include, among others, Costa Cruises, MSC Cruises and Royal Caribbean– is doing its best to put a good face
on the situation.
In a brief statement, the CLIA said that though they cannot reveal the details of the security measures employed by
individual cruise lines“we can ensure that they remain in constant contact with the national and international
authorities with regard to safety. On board there aresecurity professionals full-time, who are committed only to ensure
the safety of passengers and crew.”
The CLIA also said that the various cruise companies “work closely with authorities around the world and have strict
procedures to ensure the safety of passengers and crew.” These include the scanning of documents and “specific
systems able to confirm the identity of the passengers in the early stages of embarkation and disembarkation.”
Gianno Onorato, the CEO of MSC Cruises, explained that the company has no ships that pass close to Libya and
moreover is “in close contact with the Foreign Ministry and with international organizations.” He also said that ports
“are under strict surveillance” and that the ships at sea“are followed by a special system that allows the authorities to
monitor the routes.” Another cruise company, Costa Crociere, with 12 of its 15 ships in the Mediterranean, declared
that it “considers the safety of guests and crew as the top priority and is closely monitoring the international
situation.” It also stated that the company “is in constant contact with the relevant authorities to ensure the safety of
their operations andactivities” and is constantly monitoring “the evolution of the situation.” Company representatives
also noted that there are no plans for any oftheir cruise ships to have stopovers in Libya. Source : breitbart
Hull Vane nominated for ‘Vernufteling’
creates hydrodynamic lift, which is partially oriented forward.
This results in a reduction in of the ship’s resistance. The
performance of the Hull Vane depends on the ship’s length,
speed and hull shape in the aft sections, and ranges from 5 to
15% for suitable ships. In specific cases, savings up to 20%
are possible. The Hull Vane was invented by Dr. Ir. Pieter van
Oossanen and is protected by patents in all major shipbuilding
countries. Van Oossanen naval architects invites you to vote
for the Hullvane. You can leave your vote from February 18th
via this link:
http://www.dagvandeingenieur.nl/9-finalistenvernufteling-zijn-bekend/
24-02-2015
With the Hull Vane, Van Oossanen Naval
Architects is amongst the nine finalists
hoping to lay claim on the top spot for the
‘Vernufteling’. This award for “ingenuity” is
given yearly to the engineering company
with the most compelling innovation. The
election is organized by the KIVI, the Dutch
Royal Organisation of Engineers. On the
‘Day of the Engineer’, the 18th of March
2015, the award will be granted. The Hull
Vane is a fuel saving device in the form of a
fixed foil, located below the stern of a ship.
It influences the stern wave pattern and
Page 14
The FAIRWAY operating in Kuwait – Photo : crew HAM 318 ©
Fuel-Siphoning Attack on Thai Tanker
Highlights Spike in Piracy Around Asia
Rates of theft around Asia have risen precipitously in recent years, making the region the pirate capital of the world.
Last year it was home to 75 percent of all piracy operations — 183 of the 245 instances of actual and attempted piracy
reported worldwide were in Asian waters, a 22 percent increase over 2013.
The stealing of oil from a tanker on Friday shows just how bold the region’s pirates have become. Pirates boarded the
Thai tanker Lapin in Malaysian waters and siphoned off its cargo of 2,000 metric tons of bunker oil and five metric tons
of diesel before leaving an improvised explosive package onboard and escaping.
Investigators for the Regional Cooperation Agreement on Combating Piracy and Armed Robbery Against Ships in Asia
(ReCAAP) confirmed the attack on Tuesday. The ship was passing through the Strait of Malacca that separates
Indonesia from Malaysia, Singapore, and Thailand.
The attack was carried out by up to eight pirates suspected of being Indonesian. They boarded the Lapin from a small
boat armed with guns and blades, gathered the 15 crewmembers, tied them up, and took control of the tanker. A
larger vessel approached alongside onto which the oil and diesel were siphoned.
Before leaving the tanker early on Saturday morning, the men destroyed the ship’s communication devices collected
the crew’s belongings. They then told the crew that they’d planted a bomb aboard the tanker.
The crew freed themselves and sailed the Lapin into Thai waters where, with the help of a passing fishing boat, they
notified authorities of the attack. The Royal Thai Navy reached the tanker on Sunday and dispatched a bomb disposal
unit, which determined that there was no explosive or detonator attached to the “bomb.” None of the crew were
harmed.
The ReCAAP Information Services Center (ISC) Deputy Director Nicholas Teo told VICE News that fuel-siphoning piracy
is an ongoing problem. The Lapin attack was the first successful siphoning incident reported in 2015, but the
frequency of these attacks has escalated significantly in recent years. Last year there were 15 such attacks, 12 of them
successful — a dramatic increase on the previous three years when a total of only eight cases were reported.
“Illegal siphoning of fuel/oil has become a lucrative business owing to the market price and taxes imposed on fuel,”a
recent ReCAAP ISC report said. “With continued demand for fuel/oil in underground markets, siphoning incidents are
here to stay.” Most attacks occurred in the South China Sea or Strait of Malacca. The region offers much opportunity
for this kind of piracy: over a third of all shipping passes through the Strait of Malacca, including 15.2 million barrels of
crude oil and petroleum transported every day.
“The general trend is that the crew report that people come onboard and lock all but one or two of them in a cabin
while the others are left on the bridge,” Teo said. “An unknown boat then comes alongside takes the cargo and leaves.
But in most of these cases we find that these stories don’t gel.” Rather inconsistencies usually render the crew’s
version of events implausible and suggest the perpetrators acted with insider knowledge, Teo explained.
There is a required level of knowledge to successfully execute an attack, such as the one carried out onLapin, where
fuel is siphoned from one vessel to another. ReCAAP ISC’s report into siphoning said that perpetrators “would need to
have good knowledge or insider information” of the type of manifest onboard, the tanker’s route, and the type of
siphoning equipment it carried onboard.“In some cases we have a particular company or vessel hit multiple times,”
said Teo. “There’s one company that was hit six times and another four. We approached these companies and told
them that these must be inside jobs.”
The perpetrators need to consider a location to conduct siphoning to avoid detection by authorities, coordinate a
vessel to carry the stolen fuel, and have a location where it can be stored for potential buyers. The perpetrators also
need to understand market demand, including the type and grade of fuel and the going price for siphoned fuel.
24-02-2015
Page 15
“We cannot conclusively point the finger and say that this group and this company is involved in the incident, but it’s
clear that this is being conducted with insider information,” Teo added. Many perpetrators are connected or belong to
well-organized syndicates that, with local and perhaps even transnational networks, have channels to sell on the stolen
oil. ReCAAP ISC considers there to be at least three major groups conducting syphoning attacks in the region.
The stolen fuel is distributed to illegitimate petrol stations selling cheap fuel across the continent and eventually finds
its way into the thousands of boats in South East Asia’s many rivers and around its islands.“We have come across
tugboats and fishing boats that have been modified as fuel tankers, but these can generally only take around 5 tons,”
Teo said.This makes the 2,000 metric tons siphoned from the Lapin seem like quite the load, but Teo noted that it’s all
relative. “Some tankers carry around 30,000 tons,” he said.Notwithstanding the threat of violence, the lack of harm to
the crew on the Lapin is typical. The perpetrators of these incidents are generally only interested in the cargo, and
rarely have intended to hijack the vessel and kidnap those onboard. Source: VICE
The AAL SHANGHAI inbound for Melbourne – Photo : Dale E. Crsip ©
S.Korea's Daebo International Shipping in
court receivership
A third dry cargo shipper has filed for bankruptcy this month following a collapse in freight rates to historic lows in
what shippers call the worst market conditions since the 1980s. South Korea's Daebo International Shipping Co Ltd
filed a court receivership, a form of corporate bankruptcy, on Feb. 11, mainly due to poor dry bulk market conditions,
a company official said on Monday. It is the third known bulk shipper bankruptcy this month.
Weaker demand from China and an oversupply of ships has led to the industry downturn, pushing the Baltic dry index
.BADI - the industry benchmark for freight rates - to an all-time low this month. The index has slumped by nearly twothirds in the past 15 months. "The dry bulk market is in a really bad shape, which has hit us hard," the Daebo
International official told Reuters by phone. He declined to be identified as he was not authorized to speak to media.
"We did our best but we cannot help it." He said the court ordered Daebo's assets to be frozen on Feb. 13. Daebo
International mainly provides panamax-sized dry bulk shipping services such as iron ore, coal, grains and steel
products, according to its website. South Korea is the latest major shipping country to be hit by a bankruptcy in the
sector. China's Winland Ocean Shipping Corp WLOL.PK filed for Chapter 11 bankruptcy protection in the United States
24-02-2015
Page 16
on Feb. 12, court documents show, also citing difficult market conditions In Denmark, privately owned Copenship filed
for bankruptcy earlier in February after losses in the dry bulk market.The combination of lower steel demand in China
and the huge volume of new tonnage coming on line is what is causing panic and making this the worst bulk market
since the mid-1980s," Hsu Chih-chien, chairman of Hong Kong and Singapore-listed dry bulk shipper Courage Marine
said this month. China's imports tumbled 19.9 percent in January from a year earlier as its economy grows at its
slowest rate in 24 years. Dry-bulkers are not the only shippers in trouble. Over 10 percent of the global liquefied
natural gas (LNG) tanker fleet is currently estimated to be idled after Asian LNG prices fell almost two-thirds since
February 2014.Source : Reuters (Additional reporting by Jonathan Saul in LONDON; Editing by Richard
Pullin)
DAMEN STAN TENDER 1504 BARRACUDA I
LOADED ONBOARD THE CMA CGM AQUILA
Last week the brandnew Damen Stan
Tender 1504 – BARRACUDA I built
for Specialised Marine Services in Jeddah (Saudi Arabia), was loaded for delivery onboard the CMA CGM AQUILA, in
Rotteram The BARRACUDA I willl be used for pilot duties in King Abdullah Port. King Abdullah Port is the Kingdom of
Saudi Arabia’s newest port facility, located in King Abdullah Economic City. It is a full-service commercial port with a
highly strategic location. The first privately owned and funded port in the Kingdom of Saudi Arabia, the port is
overseen by a single regulator. Earlier In 2013 Damen delivered already three tugs to Specialized Marine Services
for terminal operations, two ASD 3213 tugs and one ASD 2310 tug. Photo’s : Rimmert Berlijn ©
24-02-2015
Page 17
Vessels for the future
In recognition of the need to reinforce targeted R&D and innovation efforts, interests across the European maritime
industry have joined forces in the Vessels for the Future initiative. Launched in late 2014, the Public Private Partnership
(PPP) is overseen by the European Research Association and involves 50 companies, research institutes, academic
organisations and interested associations.
Europort’s focus on complex specialised vessels is given support with a new European maritime industry initiative. The
initiative aims to encourage synergies already existing within Europe’s maritime business cluster, stimulating
integration among shipbuilders, equipment suppliers, research bodies and classification societies. The Public Private
Partnership (PPP) is overseen by the European Research Association and involves 50 companies, research institutes,
academic organisations and interested associations. Europe’s highly skilled workforce and its investment in R&D,
position it as the leader in the development of high-tech, safe and efficient ships. The Vessels of the Future project has
been conceived to ensure European-built ships remain at the industry’s cutting edge, in pursuit of new markets and
new opportunities for business.
The initiative strikes a direct accord with the themes and principles underpinning Europort 2015, the exhibition for
maritime technology, and coincides with the Europort-organised conference ‘Vessels of the Future’ which will run in
conjunction with the exhibition. Europort Exhibition Manager, Raymond Siliakus commented that “Europort strongly
believes that the solutions and tools needed to stay ahead in today’s challenging environment will come from
innovation in technology. It will be the leaders in this area that drive the industry forward as a whole. Europort is
focused on supporting maritime and offshore leadership by facilitating the development and distribution of groundbreaking technology.”
Secretary General of SEA Europe and Europort Advisory Board Member, Douwe Cunningham, said: “The recognition
that Europe should be a world leader in maritime research and innovation of new technologies strikes a particular
chord with the European technology manufacturing industry. The solutions for overcoming many of the environmental,
safety and societal challenges stem from the European manufacturers’ innovative evolution of the smallest equipment
to integrated systems and complex specialised vessels”. Advanced technologies, continuous investment in research,
development and innovation of products and production methods are a key driver to enhance the European maritime
technology industries’ competitiveness. The PPP approach will support a range of demonstration projects, and is
considered to be the most effective way of transferring research results to the market via industrial partners in terms
of cost/benefit and performance. Dr. Pierre C. Sames (DNV GL), Chairman of the European Research Association,
added: “With the establishment of ‘Vessels for the Future’ as a Research Association we are demonstrating that our
goal is receiving widespread support from the wider maritime community. We look forward to working with the
European Commission to conclude the exchanges and bring the initiative into action.”
Europort will take place at Ahoy Rotterdam on 3-6 November 2015 and is expected to attract visitor numbers in excess
of 30,000. The visitor profile includes leading technology pioneers, decision makers and professional representatives
from shipping companies, yards and owners with over 84 countries represented. It is a must attend for anyone
wanting to stay ahead in the international maritime market, with all sectors of the maritime chain present under one
roof.
Hutchison's Barcelona box shop docks
port's biggest, 16,600-TEU MSC London
HUTCHISON's Barcelona Europe South Terminal (BEST) handled the largest containership ever to call at the Port of
Barcelona, the 16,600 TEU MSC LONDON.The arrival also set a new productivity record by discharging 618
containers and loading 1,035, in less than eight hours: a rate of 212.58 moves per hour, said the Hong Kong company
statement. Individual cranes operated at rates of up to 45 moves per hour, one of the best rates in Europe, Hutchison
declared" We achieved this record using seven cranes at the peak supported by our fleet of 36 automatic stacking
cranes," said BEST general manager Guillermo Belcastro. "BEST is the only semi-automated terminal in Spain and the
only one in the Mediterranean to be equipped with 11 ship-to-shore gantry cranes large enough to handle the latest
generation of mega-vessel," he said.With state-of-the-art operating systems, including HPH's proprietary terminal
operating system, nGen, BEST offers shipping lines and shippers the most efficient way of accessing markets in Spain
and southern France," said the company statement.The MSC LONDON.is one of the largest ships operated by
Mediterranean Shipping Company (MSC). Built in 2014, the vessel is 399 metres in length with a breadth of 54 metres
and a draft of 16 metres. With a gross tonnage of 176,490 tonnes the call was the last at the port from the MSC
24-02-2015
Page 18
Dragon Express service. The MSC LONDON.was followed on 11 February 2015 by a call from the 10,300 TEU SUSAN
MAERSK, the first call at BEST by the new 2M alliance between MSC and Maersk. Barcelona Europe South Terminal,
owned by Hong Kong's Hutchison Port Holdings Limited (HPH) is capable of serving multiple mega-ships
simultaneously and has an eight-track rail facility, the biggest on-dock railway terminal of any port in the
Mediterranean connecting it to traffic coming from, and destined for, Southern Europe. Source : Schednet
CASUALTY REPORTING
48 dead after Bangladesh ferry carrying up
to 140 passengers sinks
A river ferry carrying up to 140 passengers capsized in central Bangladesh on Sunday after being hit by a cargo vessel,
killing at least 48 people, officials said. A rescue operation was underway, but it was not clear how many people were
missing.The ferry was struck by the cargo vessel at the Daulatdia-Paturia crossing on the Padma River on Sunday
afternoon, said fire department official Shahzadi Begum. Rescue teams were deployed and passing boats were helping
in the operation, she said.
The site is 25 miles northwest of Dhaka, the capital. Ferry accidents are common in Bangladesh, an impoverished
South Asian nation that is crisscrossed by more than 130 rivers.
The ferry, the M.L. Mosta, was submerged at a depth of up to 20 feet, said Inspector Zihad Mia, who is overseeing
the rescue operation.By Sunday evening, at least 48 bodies had been recovered, Mia said.He said officials had yet to
determine how many passengers were missing. Ferries in Bangladesh usually do not maintain formal passenger
lists."We don't have a clear picture about how many were exactly in the ferry when it sank," Mia said. "But I think
many have survived."Jewel Mia, an official from the Bangladesh Inland Water Transport Authority, told reporters at the
scene that up to 140 people were on board when the ferry sank.A passenger who survived said many people got
trapped inside when the ferry sank. "The passengers who were on the deck have survived, but many who were inside
got trapped," Hafizur Rahman Sheikh was quoted as saying by the Prothom Alo newspaper.Sheikh said the cargo
vessel hit the middle of the ferry.Authorities ordered an investigation into the accident and a five-member committee
has been asked to submit a report within 15 days, the Ministry of Shipping said in a statement.The Padma is one of
the largest rivers in Bangladesh, where overcrowding and poor safety standards are often blamed for ferry
disasters.Last August, a ferry with a capacity of 85 passengers was found to be carrying more than 200 when it
capsized on the Padma near Dhaka, leaving more than 100 people dead or missing. The ferry's owner was arrested
after weeks in hiding on charges of culpable homicide, unauthorized operation and overloading. At least five people
were killed earlier this month when a ferry sank in southern Bangladesh. source : FoxNews
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24-02-2015
Page 19
NAVY NEWS
Seen from the Queen Elizabeth on the 11/1/2015 FGS Spessart A1442 in an 8 metre swell with a 50kt headwind.
Spessart is a Rhon Class Tanker of the german navy, She was originally built for civilian service as Okene for Libya,
but is now named after a mountain range in Germany. Built by Kroper of Rendsburg in 1974. On 5th Sept 1977 she
was commissioned into the Deutsche marine and based at Kiel. 14,169 displ, 16kts, Comp 44. Photo : Iain Forsyth
©
France, Germany, Japan in running for
Australian submarine deal
Australia on Friday said France, Germany and Japan were potential partners to design and build its next generation of
submarines, in what will be its biggest ever defense procurement program.As Canberra seeks to replace its ageing
Collins Class fleet, Defense Minister Kevin Andrews said all three countries had proven military design and build
capabilities and were currently producing submarines.
"France, Germany and Japan have emerged as potential international partners," he said, adding that any future
system's ability to work in sync with US military technology a "fundamental consideration." The current diesel and
electric-powered Collins Class submarines are set to be retired from about 2026 onwards, with the project to replace
them worth about Aus$50 billion (US$39 billion). The Australian military confirmed last month that it was in talks with
Japan and others but this is the first time it has narrowed down the countries it would invite to bid on the
project.Prime Minister Tony Abbott told reporters building a submarine was "a very complex business," explaining why
a joint venture with an international partner was preferred.
"It's not all that different from building a space probe, it really is that difficult and that sophisticated," he said. Abbott
said besides Germany, France and Japan, there was also Russia and China "but for various reasons we don't normally
choose to partner with Russia or China for defense equipment".The government said it would seek proposals from the
trio of countries with options for designing and building the submarines overseas, in Australia or a combination of
both. There are concerns the domestic ship-building industry will be fatally hurt by Canberra choosing off-the-shelf
submarines from Japan or another international supplier.But Andrews said he expected significant work to be
undertaken in Australia during the build phase, with at least 500 new high-skill jobs to be created, including in combat
system integration, design assurance and land-based testing.The competitive evaluation process is expected to take 10
months, after which one international partner will be chosen.Besides matching the range and endurance of the Collins
Class, the new generation of subs are expected to offer superior sensor performance and stealth capabilities. The
government's preferred combat system and main armament is the heavyweight torpedo jointly developed between the
United States and Australia. Source : thejakartapost
Nigeria: Jonathan Lauds China, U.S. Navy
Partnerships
PRESIDENT Goodluck Jonathan has expressed confidence in the continued cooperation between Nigeria, the United
States of America and China in the area of maritime security.The President stated this at the commission four new
24-02-2015
Page 20
Navy Ship in Lagos."I am delighted to be here to commission four new platforms that were recently added to the
Nigerian Navy Fleet," he said.
The fleet consists of the Nigerian Navy Ship Okpabana, a High Endurance Cutter acquired from the US, Nigerian Navy
Ship Prosperity, a former Irish Navy fishery patrol boat, acquired purposely for use as a training ship; and Nigerian
Navy Ship Centenary, one of the two offshore patrol vessels procured from China and Nigerian Navy Ship Sagbama,
which was donated by the Peoples Republic of China."The four ships being commissioned are part of a total of six
ships expected to be commissioned into the Nigerian Navy Fleet in 2015. I am confident that this event represents a
furtherance of continued cooperation between Nigeria, the United States of America and China in the area of maritime
security," Jonathan said.He thanks the friends of Nigeria and the Nigerian Navy for making this occasion a
reality."Permit me to use this occasion to express the desire of this administration to see more progress in our
cooperation, to the mutual benefit of our respective countries," Jonathan said.He used the opportunity to reaffirm
confidence in the competence and commitment of officers, ratings and civilian staff of the Nigerian Navy."Our
administration will not waiver in its support to the on-going capacity building effort of the Navy," - he added. Source :
allafrica
Navy submarine INS Sindhughosh collides with
fishing boat, suffers periscope damage
In yet another accident in the Navy, a Russian-origin Kilo-class submarine INS Sindhughosh suffered some damage
when a fishing boat hit its periscope during a special operation off the western coast late on Thursday night.The
3,000-tonne submarine INS Sindhughosh, which was participating in the major naval exercise Tropex (Theatre
Readiness Operational Level Exercise) in the Arabian Sea, was at "periscope depth" when the incident took place in the
intervening night of Thursday-Friday."The submarine was practicing 'special boat section' operation during which
divers swim out of its torpedo tubes with a Gemini boat to carry out a covert land operation on land. It was pitch-dark
when the operation was being carried out close to the coastline, south of Mumbai," said an official.
"The fishing boat hit the submarine's periscope without any warning. The submarine surfaced and then made its way
to the naval dockyard at Mumbai, where its damaged periscope will be repaired. It's an occupational hazard but such
exercises have to be carried out," he added. While this seems to be more of an inadvertent mishap, around 40 naval
officers are in the dock — most of them facing court martial — for the string of warship mishaps in just the last couple
of years, as reported earlier by TOI.The captain of another Kilo-class submarine INS Sindhuratna, for instance, is
now facing a general court martial (GCM) for the mishap on board his submarine, which killed two officers, injured
several sailors and proved to be the final trigger for Admiral DK Joshi to resign as Navy chief in February last year.
While INS Sindhuratna Commander Sandeep Sinha will undergo disciplinary action, six other officers have been
awarded "severe displeasure" — a black-mark in their records preventing any promotion, foreign posting, course and
the like for them for two years. They include Commodore commanding submarines of Western Naval Command, SR
Kapoor, and two of his officers.They were on board INS Sindhuratna for "Task-II trials" to clear the 26-year-old
submarine for operational deployment — after a refit for Rs 200 crore at Mumbai naval dockyard — when disaster
struck on February 26. The probe showed a cable fire over the battery pit in the submarine's third compartment led to
the thick toxic smoke on board the vessel, as was first reported by TOI.Defence minister Manohar Parrikar also wants
accountability to be firmly fixed for submarine INS Sindhurakshak's sinking at the Mumbai dockyard after internal
explosions in August 2013, which killed three officers and 15 sailors. But the Navy is yet to finalize the inquiry report
into this accident.The INS Sindhuratna case brings out how several factors are increasingly coming together to
create a crisis in the blue-water force, tasked with guarding India's huge strategic interests in the region stretching
from the Persian Gulf to the Malacca Strait. Politico-bureaucratic apathy in clearing new projects and emergency
purchases, for instance, is making the Navy flog ageing warships well beyond their operational lives. Submarines, for
instance, have a design life of only 25 years. India is down to just 13 ageing diesel-electric submarines, only half of
them being operational at any given time. The four Shishumar-class submarines of German-origin were inducted
between 1986 and 1994. The nine Kilo-class submarines of Russian origin, in turn, were inducted between 1986 and
1991. Source : indiatimes
France deploys aircraft carrier in Gulf for IS
fight
France deployed an aircraft carrier in the Gulf as part of the US-led military campaign against the Islamic State jihadist
group in Iraq, a defence ministry official said. "The integration of the Charles de Gaulle in the operation... (in Iraq)
24-02-2015
Page 21
began last Monday," a member of Defence Minister Jean-Yves Le Drian's staff told AFP as his entourage made its way
to the carrier.The first Rafale fighter jet took off in the morning from the Charles de Gaulle as it sailed about 200
kilometres (120 miles) off the coast north of Bahrain in the direction of Iraq.The warship's deployment will cut in half
the time it takes for the planes to reach Iraq for strikes against IS from their base in the United Arab Emirates.France
launched Operation Chammal in support of the US-led coalition against IS in September.It has nine Rafale and six
Mirage fighters operating in Iraq from bases in Jordan and the UAE, along with a maritime patrol and a refuelling
aircraft. Source : siasat
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Tony Abbott ‘wrong on sub-par Swedes’:
industry
TONY Abbott was wrong to suggest Swedish shipbuilder Saab Kockums lacked recent submarine-building experience
when excluding it from the government’s $50 billion design and build partnership for the next fleet, defence industry
leaders say. South Australian Defence Teaming Centre chief executive Chris Burns said that, contrary to government
assertions, Saab had delivered six submarines since 1996 and was well advanced in the design and delivery of
Sweden’s next generation of submarines.
The Prime Minister said on Friday that firms from Japan, Germany and France would be involved in a 10-month
process to bid for the design and construction of eight submarines, but Sweden had been ruled out because the last
Swedish submarine came off the production line in 1996.Defence Industry Minister Martin Hamilton-Smith said the
South Australian government would appeal for Saab Kockums, which has partnered with the ASC to build the Collinsclass fleet, to be included in the process. “We are extremely concerned that the Swedish model, without adequate
explanation, has been excluded,’’ he said. “This all goes to creating the perception that this entire process is not truly
competitive, is not truly open and is somehow rigged.“Why has the Swedish option been excluded when we have, in
the water now, six of the most lethal submarines on the planet ... you can’t claim to be having an open process when
you rule people out before they’ve even had the chance to reach the start line.’’ South Australia’s economic modelling
was also at odds with Mr Abbott’s claims that two-thirds of project benefits would be in sustainment of the fleet, Mr
Hamilton-Smith said.“Let me completely dispel the myth that two-thirds of (the) project (will be) spent on sustainment.
That’s, I suspect, completely incorrect,’’ he said.“The model that’s been put forward from Japan has a life of 17-18
years, it is maintained completely differently to Collins, it has no mid-cycle docking like the Collins. Those jobs simply
won’t be there.”The submarine project had the potential to provide 10,000 jobs, and he called on the federal
government to show its economic modelling on benefits of both an offshore and local build. The South Australian
government has come out fighting since Friday’s announcement, with Premier Jay Weatherill announcing a jointly
funded advertising campaign with Victoria to maximise defence work in Australia.The campaign would lobby the
federal government and opposition to promote the “long-term security for an advanced manufacturing sector in this
nation’’, Mr Weatherill said.South Australian Liberal senator Simon Birmingham said shipbuilders from Japan, Germany
and France had been selected for their “continuous, constant and capable” submarine design and building expertise
based on the best advice from defence chiefs and the Chief of Navy. “I’m not hearing anybody saying that Sweden has
that current involvement in building subs,’’ he said.He also called on the Premier to focus on how the state could work
with the nations named on Friday to maximise local defence jobs. Source : the Australian
24-02-2015
Page 22
SHIPYARD NEWS
Van Oord’s NEXUS fitting out at Damen Shiprepair in Vlissingen
Photo : Wim Kosten – www.maritimephoto.com (c)
Buy new ships and help local shipbuilders
There is enormous scope to help local shipbuilders grow
Questions are rightly being asked about the government’s decision to borrow $184m last month to purchase six oil
carrying ships with an average age over 30 years old for the Bangladesh Shipping Corporation. Common sense dictates
that if BSC has not added to its fleet since 1991 and needs more vessels, it ought to be buying newer craft.The
government’s own rules restrict vessels over 25 years old from using Bangladeshi ports for safety reasons
.International regulations and insurance requirements mean that even if the government were to relax certain
requirements, it is certain the vessels being procured will have great difficulties securing insurance and clearance for
using foreign ports.The government has to be more far-sighted and prudent when committing taxpayer funds.We
believe the government has also overlooked a major opportunity to boost Bangladesh’s emerging shipbuilding industry,
as it could have at least opened tenders to build such ships here. Even if for some reason, this were not technically
possible for this particular order, the government still has enormous scope to help local shipbuilders. As a nation with
thousands of aging and unsafe river vessels plying both passenger and cargo routes, it should be better at enforcing
rules to pressure transport owners to modernise their fleets.Local shipbuilders have a natural advantage in supplying
and fitting out such vessels. Encouraging new orders of this type can not only improve river safety but provide the
platform shipbuilding companies need to create more jobs and to grow further and compete better in export markets.
Source : dhakatribune
24-02-2015
Page 23
At the Ferus-Smit-Shipyard in Leer the „NORDANA SKY“ was launched CLICK on the photo to see the movie of
the launch Photo / Movie : Andreas Busecke, Leer/Ostfriesland ©
Grand Bahama Shipyard Chosen by
Crowley for 23-Vessel Dry Dock,
Maintenance and Upgrade Agreement
By Sarah Kirkby
Grand Bahama Shipyard Chosen by Crowley for 23-Vessel Dry Dock, Maintenance and Upgrade Agreement - The
Crowley Tug Achievement and
Barge 650-08 is currently in dock
three at the Grand Bahama
Shipyard which is part of the 23
vessel
contract.
The
Tug
Achievement had its 2 shafts
pulled and the 2 rudders dismantled
- refitted after class inspection. The
Barge 650-08 had major pipe
work on the fuel and cargo lines
done. On both units 100 % hull
treatment of the top side, flat
bottom, vertical sides as well as
both super structures. All deep well
pumps were lifted out and
completely overhauled including the
E-motors. All cable trays on deck of
the barge were renewed. There are other works to this vessel as part of this docking project. Freeport, Bahamas –
One of the largest exclusive ship repair fleet agreements in Caribbean history, worth over $10 Million dollars, has been
signed between the Grand Bahama Shipyard (GBS) and Crowley which will extend through 2017. GBS, the ship repair
and refurbishment yard in Freeport has signed a ship repair fleet agreement with Crowley Maritime Corporation for an
extensive maintenance program for twenty three (23) vessels over the next twelve months. The agreement, worth
more than $10 million dollars, will see GBS dock and upgrade these vessels exclusively at the Shipyard.Graham
Couser, Senior Vice President of GBS, said “The agreement will allow GBS to work with Crowley as partners to prepare,
plan and collaborate in advance of each docking to maximize efficiency and success. Not only is Crowley getting
excellent value through advance commitment, but by removing the time consuming individual tendering process for
each ship, we can provide priority dock space, superior scope planning, and leading turnaround times.”“Grand
Bahama Shipyard’s variety of facilities and excellent track record positions them well to be a long-term partner in
24-02-2015
Page 24
ensuring our fleet’s stringent maintenance needs are met for the foreseeable future,” said Rob Grune, Senior Vice
President and General Manager, Petroleum Services. “The benefits of an exclusive fleet agreement with a single yard
are clear. Rolling over experience from one vessel to the next will create exponential rewards and efficiencies over
reselecting a Yard each time. Also, the doubts and uncertainties that arise from individual bids are eradicated. It’s a
win-win situation.”GBS’s Chief Executive Officer, Carl-Gustav Rotkirch disclosed that throughout 2015, Crowley has
committed the following units; 1 oil product tanker, 12 product barges and 10 tugs from the company’s articulated
tug-barge (ATB) fleet for regular dry dock maintenance and upgrade work at GBSY.Rotkirch pointed out that the
agreement was signed in December 2014 and is effective immediately, with the first vessel having arrived at GBS this
past January. Source : thebahamasweekly
ROUTE, PORTS & SERVICES
Farstad Shipping Secures LoI with Technip
for Sleipner Vessel
Farstad Shipping ASA has signed a Letter of Intent with Technip regarding utilization of the subsea vessel Far tbn
Sleipner (2015, Vard 3 07) which is under construction at Vard Langsten. The Agreement secures the subsea vessel a
utilization of 11 months, divided into two fixed periods. Including mobilization and demobilization, Technip can use the
vessel for up to 16 months. Delivery of the vessel from the yard is expected to take place in March/April 2015, and
preparations for the contract will then start immediately.The contract is based on market terms. The commercial terms
of the agreement with Technip will be kept private and confidential between the parties. For more information, please
visit: https://www.farstad.com/
MMA Offshore improves H1 results, warns
of tough market outlook
By Lee Hong Liang from Singapore
MMA Offshore, a merger of the businesess of Mermaid Marine Australia and Jaya Holdings, has posted a strong
increase in earnings in the first half ended 31 December 2014 but is anticipating a more challenging second half.Net
profit for the six-month period was recorded at $37.7m, an increase of 55.8% from $24.2m in the previous
corresponding period.Revenue also jumped 80% year-on-year to $456.3m backed by strong contributions from a
number of key Australian vessel projects.MMA Offshore said its first half results include the full impact of the Jaya
business and are in line with expectations.Following Mermaid Marine Australia’s purchase of 100% of the subsidiaries
of Jaya Holdings in June 2014, the company has united the two businesses under a single global brand named MMA
Offshore.At present, the rebranded MMA Offshore has a fleet of over 60 modern OSVs and four onshore facilities in
Southeast Asia and Australia.Looking ahead, MMA Offshore expects activity in the second half to be weaker than the
first half as a result of reduced Australian project activity as Gorgon construction completes, combined with the impact
of lower oil prices. The company also expects further downward pressure on rates as clients continue to focus on cost
reductions.“The recent plunge in the oil price has had a dramatic impact on the sector globally with oil and gas majors
reacting by curbing capital expenditure and seeking to reduce their operating costs,” said Tony Howarth, chairman of
24-02-2015
Page 25
MMA Offshore.“The Australian construction market is less impacted in that most of the current offshore support work
relates to the construction of large LNG projects which have already been sanctioned and are well into the construction
phase,” Howarth commented.“The international market is expected to be challenging in the current environment with
pressure on rates and utilisation across all vessel segments,” he added.Meanwhile, MMA Offshore said its newbuild
programme is on track with five new vessels currently under construction, including two ROV support vessels to be
delivered in 2016 and two PSVs in 2017. Source : Seatrade Global
22-02-2015 : Heavy Load Carrier “PAPENBURG” (ex Condock II, built 1986) with a part (width 40m) of the new
NORWEGIAN ESCAPE on way to Meyer Werft, Papenburg (DE) @Kiel Canal Photo : Tony Zech www.zechphoto.de ©
With slump in bunker prices, box ships
lose cargo to bulk reefers
THE sharp decline in bunker fuel prices is making bulk reefer ships more competitive than conventional containerships
for perishables.According to unidentified ship brokers, a number of freight programmes by fruit shippers has been
moved back from container shipping lines to specialised reefer ships in the early stages of the southern hemisphere
peak season, reported Newark's Journal of Commerce.Ecuadorian banana producer Bonita, with its shipping subsidiary
Ecuadorian Line, is reported to have reactivated all of its five reefer ships after idling some tonnage last year following
a service agreement with container line MSC, brokers say.Fellow banana supplier Banex is believed to have been
awarded extra volumes from Polish importer Citronex for the Ecuador-North Europe run that Banex operates with
charter tonnage from Siem/Star Reefers. Elsewhere, specialist reefer tonnage has been chartered in to haul citrus
products from North America to Japan, with Stockholm-based reefer ship operator Cool Carriers reportedly fixing a ship
for a voyage ex-Hueneme, California.Freight and charter rate levels are down 10 to 15 per cent compared to 12
months ago on the west coast of South America, brokers said.Many market participants were also anxious that spot
freights might be pushed even further given the reduced import demand from Russian buyers struggling with a weak
rouble and wide-ranging trade sanctions. Source : Schednet
Hong Kong needs marine upgrades to lure
luxury yachts, expert warns
By : Bryan Harris
The arrival of the world's largest sailing yacht in Hong Kong has sparked fresh calls for the city to increase its
investment in marine infrastructure. Measuring almost 100 metres long and worth more than US$150 million, EOS
called in for repairs after having trouble with its bow thruster while touring Southeast Asia.
24-02-2015
Page 26
The EOS, a three-masted Bermuda-rigged schooner, is repaired
at Hongkong United Dockyards. Yacht owners have long
complained about the lack of moorings. Photo: Alan Loynd Branscombe Marine Consultants ©
The three-masted Bermuda-rigged schooner - owned by US
media mogul Barry Diller - found room to berth at Hongkong
United Dockyards (HUD) in Tsing Yi after failing to find
suitable maintenance facilities for a boat of its size in the
Philippines.
Left : The EOS spotted in Puerto Princesa City – Palawan –
Philippines – last December Photo : Allan Mollenido ©
A former chairman of US media house Fox and worth about
US$2.4 billion, Diller is married to fashion designer Diane Von
Furstenberg. Todd Jeffery, general manager of special projects
at HUD, said Hong Kong needed additional investment to attract
more vessels of that size ."The problem is Hong Kong doesn't
offer a lot of services or facilities for yachts of that size," Jeffrey
said."There is no marina that could accommodate a boat that
size … If a yacht owner can't find the facilities, there is no
reason for them to come [to Hong Kong]."Hong Kong's yacht
owners and enthusiasts have long complained about a lack of
berthing spots for their vessels. The city is estimated to only
have about 5,000 mooring spaces for its 15,000 fishing and
leisure boats. Jeffrey emphasised that there were benefits to the
wider population - and not just the wealthy elite - from investing
in marine infrastructure.
"It keeps jobs here. It improves the image of Hong Kong. These
boats take on provisions and require repair work," he said."It
brings a tremendous number of positives that aren't realised by
the general public."A spokesperson for the Marine Department
said the government had granted permission for nearly 1,900
new moorings in 41 designated areas at the end of last year.The
1,500-tonne EOS, arrived earlier this month, and is due to set
sail again today.Source : South China Morning Post
24-02-2015
Page 27
Confusion as imported LNG due next month
ISLAMABAD: With the loading of the first shipment of liquefied natural gas (LNG) beginning on Feb 28, the country’s
two gas utilities are under extreme pressure to enter into a series of agreements. The companies have objected to the
agreements in writing because of what they say their long-term adverse financial implications.At the heart of the
problem is the inability of the ministries of water and power and petroleum and natural resources to finalise
agreements with independent power producers (IPPs) on the sale/purchase and supply of the commodity and for
utilisation of the allocated LNG quantities even though decisions had been taken in this regard by the Economic
Coordination Committee (ECC) back in the last quarter of 2012.As a consequence, the gas utilities, particularly the Sui
Northern Gas Pipelines Ltd (SNGPL), are being made to take all sorts of risks on behalf of the suppliers, purchasers,
facilitators and consumers and that too just before delivery of the first LNG consignment, expected in early March,
according to an official of the petroleum ministry.The SNGPL is already in the red and is required under court orders to
return around Rs15 billion to retail consumers for overcharging them in the past.As things stand now, the imported
LNG is more likely to be released into the utilities’ distribution networks, which have system losses of 10-15 per cent,
to take the fuel to the CNG (compressed natural gas) stations. This is not in line with the ECC decisions.
The utilities are already struggling to absorb losses on account of local gas priced at $4 or less per MMBTU (Million
British Thermal Units) and now they will have to take care of imported LNG having end price of $9-10 per MMBTU.
The SNGPL has been warning about the “impending crisis”. “Any further delay in finalisation of back-to-back
agreements with the IPPs may eventually result in supply of LNG to the retail sector, thus leading to sharp increase in
gas prices for the public. The ECC of the cabinet had, however, envisioned that such LNG sale will only be made to
bulk consumers while protecting the domestic sector,” SNGPL Managing Director Arif Hameed wrote to the authorities
about a month ago. In case of non-utilisation of LNG terminal due to deficiencies in the supply chain, the government
or its nominated companies might end up paying $272,000 per day from April 1 onwards, he added.His fears appear to
be materialising as agreements with the IPPs, which are supposed to be the main users of imported LNG, have yet to
be finalised because they are not ready to assume any additional liability beyond their existing agreements unless they
are protected under fresh power purchase agreements to be approved by the lenders and shareholders and passed on
to consumers after approval by the National Power Regulatory Authority.Sources said the three major governmentowned companies in the supply chain — the Pakistan State Oil (PSO), Sui Southern Gas Company (SSGCL) and the
SNGPL — had not been given a clear commitment by the finance ministry regarding full payments for the imported
LNG even though it was indicating diversion of power sector subsidies for advance payments against LNG.
The PSO is responsible for the import of LNG, even though this is not its core business, and for injecting the fuel into
the SSGCL network through the Engro’s re-gasification terminal at Port Qasim. The SSGCL is then required to transfer
it to the SNGPL at the Zamzama-Sawan gas establishment.The SSGCL has absolved itself of any financial implication
for the short term by informing the petroleum ministry that it does not need additional gas at least for the first year of
import.The SSGCL, sources in the petroleum ministry said, would share one-third of the imported LNG from March next
year but is not yet ready to enter into any long-term agreement.As a result, a recent meeting presided over by
Petroleum Minister Shahid Khaqan Abbasi directed the SNGPL to be responsible for the entire 325MMCFD (million cubic
feet per day) of contracted LNG from next month and 400MMCFD from October in the first year. The petroleum
ministry told the stakeholders recently that during the period in which the IPPs would not be able to utilise the new
fuel, the surplus LNG should be diverted to CNG stations which would act as a buffer to absorb it. The first shipment
for commissioning of the Floating Storage and Re-gasification Terminal would be used by the CNG sector in Punjab
because of the absence of agreements with the IPPs. For this to happen, however, the Oil and Gas Regulatory
Authority (Ogra) has to approve an LNG price notification. Before the notification, the ECC has to amend a decision
taken by it in 2012 to allow LNG consumption in the CNG sector The previous decision allocated LNG to bulk
consumers, particularly the IPPs, and did not involve CNG stations which are not on bulk supply lines but on
distribution lines.The gas companies are required to work out tariff and seek policy guidelines for change in the Third
Party Access Rules after incorporating system losses. These require approval by another regulator, the Securities and
Exchange Commission, for additional liabilities on the PSO, SSGCL and SNGPL, which are listed companies.To top it all,
the tariff increases approved by Ogra recently have been blocked by the prime minister. As if that is not enough, Ogra
is currently operating on an “acting charge basis” in the absence of full-time members and chairman. Moreover, the
PSO officials finalising LNG imports and pricing for 20 years are working on a contract of three months. Source :
Dawn
…. PHOTO OF THE DAY …..
24-02-2015
Page 28
Hurtigruten's M/V "RICHARD WITH" in Hammerfest – Photo : Gunnar Haug ©
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through this free service and does not guarantee the completeness or accuracy of the information
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