DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2014 – 043 Distribution : daily to 28450+ active addresses 12-02-2014 Page 1 Number 043 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Wednesday 12-02-2014 News reports received from readers and Internet News articles copied from various news sites. View from the BALDER during sunset at Gulf of Mexico at the Tubular Bells location. Photo : Fred Mos o/b DCV Balder (c) Your feedback is important to me so please drop me an email if you have any photos or articles that may be of interest to the maritime interested people at sea and ashore PLEASE SEND ALL PHOTOS / ARTICLES TO : [email protected]If you don't like to receive this bulletin anymore : To unsubscribe click here (English version) or visit the subscription page on our website. http://www.maasmondmaritime.com/uitschrijven.aspx?lan=en-US
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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2014 – 043
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Number 043 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Wednesday 12-02-2014
News reports received from readers and Internet News articles copied from various news sites.
View from the BALDER during sunset at Gulf of Mexico at the Tubular Bells location.
Photo : Fred Mos o/b DCV Balder (c)
Your feedback is important to me so please drop me an email if you have any photos or articles that may be of interest to the maritime interested people at sea and ashore
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EVENTS, INCIDENTS & OPERATIONS
Imtech Marine to refit bridge systems of three Holland America Line cruise ships –
ms Westerdam, ms Noordam and ms Oosterdam
Holland America Line commissioned Imtech Marine USA to refit the bridges of three Holland America Line cruise ships – ms Westerdam, ms Noordam, and ms Oosterdam. The equipment consists of FCR-28x9 X-band radars, FAR-2837 S-band radars, FMD 3300 ECDIS, FAP 2000/3000 Track control and GP150D GPS systems, all Furuno equipment.
Imtech Marine represents Furuno in the United States. Holland America Line has partnered with Imtech Marine on this series of refits to provide
engineering, installation, training, and service through Imtech’s worldwide service network. The first of the three ships will be refit during a 10-day dry dock period in April of 2014.
Eric Clarke, Managing Director of Imtech Marine USA, says: “We have been a partner with Holland America Line for a number of years, delivering service and spare parts or equipment whenever necessary for their cruise ships. We are delighted that we are now invited to install new bridge systems on board of three of their famous cruise ships. Furuno has been selected for its robust design and flexibility, specifically the interconnecting qualities, as well as being known as reliable, solid equipment. We see a trend in the industry, showing an increased need for flexibility and redundancies. Prime focus in this respect is of course safety. With our worldwide service network and remote monitoring facilities, we focus on helping ship owners achieve uninterrupted, safe operations."
Italy Scorns Indian Decision To Try Marines With Anti-Piracy Law
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Rome harshly criticised an Indian decision to try two Italian marines accused of killing two fisherman under an anti-piracy and anti-terrorism act, in a case that has strained relations between the two countries.
Massimiliano Latorre and Salvatore Girone, part of a military security team protecting a cargo ship off the coast of the southern state of Kerala, say they thought the fishermen were pirates and fired shots to warn them off in February 2012. The case has become a sensitive political issue in both countries. In India, supporters of harsh penalties for the marines have marched on the streets, while in Rome the lights illuminating the Colosseum were turned off last year in a protest demanding the two be allowed to return home. On Friday, India's attorney general said the Italians would be tried under an anti-piracy and anti-terrorism act that provides for capital punishment, but that death sentences would be excluded as a possible penalty.
Italy's justice minister responded by saying the Rome government would fight the use of the law in all ways possible.
"Certain indications that come from New Delhi about the legal proceedings against our marines leave me dumbfounded and outraged," Foreign Minister Emma Bonino said in a statement, adding that a decision to use the treaty would be fought in court "in the strongest manner". "Our commitment to bring home Massimiliano Lattore and Salvatore Girone is stronger than ever." Charges have yet to be filed against the two, partly due to confusion as to what law the men should be prosecuted under. They are on bail but cannot leave India. Source: Reuters
AVRA's Tug SOUTHWIND Departing from Rio de Janeiro with the Tanker VARÈ (ex AVRÈ) for scrap to Alang. At the Bunker stop at Namibia Walvis Bay, the NORTHWIND will join the tow to pass Cape of Good Hope, and stay connected till Port Louis Mauritius. SOUTHWIND is under command of Capt Ronald Witteveen, joining the Tow on the NORTHWIND will be mastered by Capt. Radboud Polee Photo : Sjoerd van Balen, - Warranty Surveyor Vogtschmitdt b.v. (c)
Unique System LLC (USA) Gears Up for Underwater Intervention 2014 to
Showcase UniFlex Unique System LLC (USA), a Unique Maritime Group company, which is one of the world’s leading integrated turnkey subsea and offshore solution providers, is proud to announce its participation at Underwater Intervention 2014 to be held at Morial Convention Center,New Orleans, USA from February 11th to 13th, 2014. (Booth number 121, Hall B)
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Underwater Intervention is an industry conference and exhibition, jointly owned by the Association of Diving Contractors International (ADCI) and the ROV Committee of the Marine Technology Society. The exhibition is the
world's premier event for commercial diving contractors, remotely operated vehicles, manned submersibles and all other aspects of the underwater operations industry. Unique System LLC (USA) is based in New Iberia, Louisiana and Houston, Texas. The company has achieved significant success over the years specializing in the supply of equipment for sale and rental to the diving and offshore industries in the Gulf of Mexico region. From New Iberia, Louisiana, the company offers diving equipment rentals and sales, saturation systems, new builds, refurbishments, project management and mining & construction tunnel boring machine airlocks. From Houston, Texas, our specialization embraces hydrographic survey rentals and sales. During the exhibition, Unique System LLC (USA) will showcase an array of products and services that represent each of the companies within the Unique Maritime Group. A few of these include the Unique Seaflex range of Buoyancy Products (Air Lift Bags, Water-filled Ballast Bags and Mono Buoyancy Units), Hydrographic Survey Gear, Diving Gear (Hot Water Unit, ICU, Scrubber, Fire Extinguisher, Sat System Model, LARS Model) and Unique Wellube range of services which include Hot Tapping & Line Stopping, On-Site Machining, Pipeline Rehabilitation, Under Pressure Leak
Sealing, Pipeline Repair Clamps, Online Safety Valve Testing among many others. A prominent feature that will be showcased in our display of equipment is our range of UniFlex Air Lift Bags specifically designed for the US market. The UniFlex range covers the most commonly used sizes of air lift bags in the offshore industry (500kg, 1t, 2t, 3t and 5t) and have been specifically designed to meet the rigorous safety requirements of the now widely recognised IMCA Guidance D016.UniFlex Air Lift Bags have not only been designed with a 5 times working load limit safety factor built in, but each size has been physically overloaded by water filled drop test to verify that the minimum requirement is not only met but exceeded. Independent type test certificates are available for all sizes of UniFlex Air Lift Bags.They are also fitted with a robust inverter line attachment point which again has been function tested during full scale under water trials. No other manufacturer worldwide has gone to such lengths to ensure their products are fit for purpose, safe in use, made of the highest quality materials whilst maintaining a competitive price tag. Commenting on our participation, Arjun Ramchandani, CEO @ Unique System LLC (USA)said, “We are proud to be participating in our ninthUnderwater Intervention. During the course of the exhibition, we plan to meet our existing and prospective clients and also interact with our local US service providers and continue to have discussions about what we as a Group are capable of doing and promote new ideas for our industry.As a product-based marketing strategy this year, we plan to extensively promote our UniFlex ALBin the market as a leading product for underwater use. We are also looking at gradually establishing Unique Wellube as a renowned brand for pipeline-related services in the region.”
Assessment Of Damages For Breach Of Contract Of Affreightment
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It is a fundamental principle of English law that, when assessing damages for breach of contract, any damages awarded should compensate the innocent party for the loss of its contractual bargain. In other words, the innocent party should be put in the same position that
it would have enjoyed had the contract been performed.
The Commercial Court has now clarified that, when assessing damages for repudiatory breach of contract, it is necessary for the innocent party to prove its damages by showing that, had the other party performed its obligations, the innocent party would have been able and willing to perform its side of the bargain. An innocent party, who at the time of the repudiatory breach would have been unable to perform its side of the bargain – and therefore would have been unable to earn the contract price – is not entitled to be placed in a better position by an award of damages than it would have been in if the contract had not been repudiated.
Background
The parties agreed, under a contract of affreightment (“COA”), that the Owners would carry cargoes of coal between 2009 and 2011. The Charterers failed to provide laycans for some of the shipments and the Owners accepted the breach as a repudiatory breach, terminated the COA and sought damages from the Charterers in arbitration proceedings.
The Charterers submitted that the Owners were only entitled to substantial damages if the Owners could prove that, had the Charterers declared any of the laycans in question, the Owners would have been able to perform the corresponding voyages by going out into the market and chartering in a vessel at the relevant time. They argued that, as a result of the market's collapse in 2008, the financial position of the Owners had so deteriorated that, had the Charterers declared the laycans, the Owners would not have been able to provide the required vessels.
The arbitration panel rejected Charterers' submission and awarded Owners damages of over USD 5 million (the quantum being so great due to the sudden collapse of the freight market in 2008 which caused an exceptional difference between the COA and market rates).
Commercial Court Decision
The Court held that the arbitration panel had been wrong in law and that, when assessing the level of damages for anticipatory breach (the acceptance of which had terminated the contract), it was necessary for the innocent party to prove damage by demonstrating that, had there been no repudiation, it would have been able to perform its obligations under the contract.
The reasoning behind the decision is that an assessment of loss requires an assessment of what would have happened but for the repudiation. If the Court assumes that an innocent party would have been able to perform, the Court might put the innocent party in a better position than it would have been in had the contract been performed. This would be a breach of the compensatory principle that underlies the assessment of damages.
In so finding, the Court had regard to the importance the majority of the House of Lords attributed to the compensatory principle in the Golden Victory (which was not binding on the facts of this case). The background facts of the Golden Victory meant that, if damages were assessed at the date of breach, the Owners would have lost a charterparty that would be quantified as having slightly less than four years to run. If damages were assessed at the date of the subsequent arbitration hearing, the loss would be quantified as being considerably less because at that stage war, a specified event under the charterparty, had broken out, pursuant to which the Charterers would have been entitled to terminate. The majority of the House of Lords considered that what was known at the date of the hearing of the arbitration had to be taken into account. In other words, where a contract gives the party in breach the right to cancel the contract on the occurrence of a specified event, and such an event occurs even after the innocent party has accepted a repudiatory breach as terminating the contract, then the possibility that the party in breach would have exercised his right to cancel can be taken into account when assessing the damages caused by the repudiatory breach. In that case, Lord Scott referred to the compensatory principle as follows: “The lodestar is that damages should represent the value of the contractual benefits of which the claimant had been deprived by the breach of contract, no less but also no more”.
Comment
The Court's decision in Flame SA v. Glory Wealth is a reflection of the English law compensatory approach to the assessment of damages. In practical terms, it means that in circumstances where a party is assessing whether or not to accept a repudiatory breach and terminate a contract, that party will have to consider whether, but for its acceptance of the repudiatory breach, it would be able to perform its obligations under the contract. Source: INCE&Co
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The trawler STARFISH 10 discharging fish into the reefer " NOVA CALEDONIA" off Walvis Bay (Namibia).
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Annual growth of VLCC tanker fleet could be negative over the next few
years claims shipbroker A total of 52 VLCCs were ordered in shipyards last year, the highest number since 2010, a trend which has "spilled over" into 2014, with already 6 new VLCC orders placed during the month of January. According to the latest weekly report from London-based shipbroker Gibson, "about half of this investment in VLCCs is coming from the Asian shipowners to secure tonnage for domestic crude shipments and/or fleet replacement programs. The remainder of orders placed were by “Western” interests, with many backed up by funding from international investors".
Besides VLCCs, a strong interest was also evident in the MR and LR2 product tanker ordering business over the course of last year, with investment in new tonnage mainly focused on these two types. "Orders in each of these categories reached their highest level since 2007. Shipowners’ confidence in product tankers was supported by in creasing trade and the anticipated further growth in demand amid expanding refining capacity in the Middle East and India".
The shipbroker noted that "at first glance, greater interest in VLCCs is surprising. The sector is clearly overtonnaged, following 5-7% p.a. growth in fleet size over the past four years. The problem of oversupply is not expected to be resolved anytime soon, as there are pressures on demand such as declining US crude import requirements and less crude coming out of the Middle East following the start-up of export orientated refineries".
"However, asset prices are telling a different story. The price for a newbuild VLCC declined to a low of $89.5 million in mid-2013, downby a staggering 44% from their level in early 2008. Although VLCC values have moved up over the past seven/eight months, with current indications of around $98-99 million, current levels are still well below the peak. In the longer run, there are also some promising signs in terms of the VLCC fundamentals. New ordering has been very limited during the 2009 -12 period (with exception of 2010) and so deliveries over the next three/four years will be well below those witnessed since 2008. Moreover, trading conditions for the first generation of double hull VLCCs (15 years+) are becoming increasingly more challenging, meaning that there will be greater pressure to send these ships for demolition. If indeed we see higher scrapping over the next few years, this could translate into VLCC fleet going into a slight decline over the next few years! With time, demand is also anticipated to recover (following the diversion of some of the Middle East barrels into domestic refineries) expanding the crude trade from West Africa and the Caribbean/South Ameerica to Asia", Gibson noted.
It concluded its analysis by mentioning that "in other words, improving VLCC fundamentals in the medium to long term coupled wiith what looks like a very attractive price, could justify increased levels of investment in new VLCCs. However, “everything in moderation” is the key here, if the VLCC market does not want to face another major oversupply problem several years down the line".
Meanwhile, in the crude tanker market this week, in the Middle East, "as the market bottom be came solidly tested, VLCC Charterers were provoked into a sustained spell of bargain hunting which eventually moved the market back into Owner’s favour by nearly 10 ws points to the East. Hopes of a repeat sharp spike seen in January are slight, however, on ample forward availability, and the absence of any support from the presently weak smaller sizes both here, and in the Atlantic . Currently rates stand at around ws 48.5 East and ws 30 to the West via Cape. Suezmaxes merely bumped along on spasmodic inte rest and plentiful tonnage. Rates settled in to a ws 70/75 East, and ws 30/35 saddle to the West, where they are likely to remain for some time. Aframaxes swam in lazy circles around an 80,000 by ws 110 centre point to Singapore, and that is unlikely to shift much over the coming period", Gibson said.
In the Mediterannean, "lowest levels of the year so far for Aframaxes, with present rates of 80,000 by ws 80 cross Med in sharp contrast with the ws 30+ peaks of only a short while ago. Unfortunately for Owners, although some weather disruption may start to help out, there is virtually no chance of anything nearly equal over the near/medium term horizon. A similar situation for Suezmaxes where only modest enquiry hit up against plentiful supply, driving rates from the Black Sea down to around 140,000 by ws 62.5 for Europe with around US$ 3 million the mark to Singapore", the shipbroker noted. Finally, in the North Sea, "a big hit for Aframaxes here - from 80,000 by ws 170 to ws 95 cross UKC, and the pain isn’t over yet. Charterers have things well under control, and won’t give up their grip easily. Suezmaxes saw less, both in volume -and rate. Levels Transatlantic should now move at around 135,000 by ws 60, though a Fuel Oil movement Baltic/SKorea was covered at a
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respectable 4.25 million. VLCCs saw little as the Fuel 'arb' closed to the East. Owners indicated at down to US$ 5.25 million, but with no easy takers. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide
The LADY KIRSTEN arriving in a cold Koping (Sweden) – Photo : Hans Semeins o/b Coral Ivory (c)
See PRONOMAR latest movie at : http://www.youtube.com/watch?v=R1dxKALwv7w this latest movie is showing the PRONOMAR drying systems installed onboard the Fred. Olsen Windcarrier "BOLD TERN" and onboard the HGO InfraSea Solutions owned "INNOVATION" please CLICK on the link to view to movie !
Mammoet Maritime’s SPITSBERGEN an LINGE enroute with the door the of Jan Blanken (Historic) drydock –
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Mojo Maritime Ltd, lead designers of the revolutionary Hi Flo 4 (HF4) offshore construction vessel, are sponsoring Windpower’s Offshore Cable Forum which is taking place in London from 12-14 February 2014. During the event, Mojo’s Managing Director Richard Parkinson will talk to attendees about the way new vessel designs such as the HF4 have the potential to drive down the risks and costs associated with subsea cable installations. The size of the vessel, combined with its high performance capabilities, makes it the perfect tool for a wide range of tasks, including inter-array cable installation, trenching and remedial works in offshore wind farms. Compared to more traditional offshore construction vessels, the HF4’s unique thruster set-up provides increased flexibility, allowing the vessel to lay cables closer to offshore structures. With its ample deck space, the vessel can carry and install up to 6 inter array cables. The vessel’s power supply systems have been designed to allow use of the latest cable trenching equipment more efficiently, thereby reducing installation time and costs. Mojo Maritime have performed a significant amount of subsea cable analysis, engineering, operational planning and installation services for its tidal energy and offshore wind clients. This has enabled them to develop a comprehensive awareness of the risks and effects of sub-optimal cable installation, and the capabilities with which to tackle them. Richard Parkinson, Managing Director of Mojo: “With subsea cable issues being a key driver of offshore project delays and the main subject of insurance claims, the use of optimised methods and tools is of upmost Importance to the offshore wind industry.” For further information on HF4 or Mojo Maritime, please contact Steven Jermy or Bart Vroon on 01326 218218 The Technology Strategy Board is the UK’s innovation agency. Its goal is to accelerate economic growth by stimulating and supporting business-led innovation. Sponsored by the Department for Business, Innovation and Skills (BIS), the Technology Strategy Board brings together business, research and the public sector, supporting and accelerating the development of innovative products and services to meet market needs, tackle major societal challenges and help build the future economy. For more information please visit www.innovateuk.org.
London Club stresses need to observe passage planning and weather
information The London P&I Club says it has seen a rise over the past twelve months in the number of deficiencies relating to Temporary and Preliminary (T&P) notices to mariners, and an increase in negative findings in relation to the management of radio navigation and meteorological warnings.
In the latest issue of its StopLoss Bulletin, the club says its Ship Inspection Programme has identified failure to manage T&P notices, or to apply them to the ship’s chart folio, as a commonly recorded occurrence. It says, “If T&P notices are not consistently applied to the chart folio, the ship’s navigating officer and officers of the watch may be deprived of valuable passage planning information. T&P notices contain a vast array of information which may influence the planning or conduct of a passage. Efficient passage planning requires the assimilation of good-quality information which ought to leave the mariner better equipped to decide how to conduct the passage of a ship.” The club also points to a failure to properly observe navigation/meteorological warnings and/or systems by which information is collected, applied and displayed for watchkeeping officers to monitor. It says a lack of observation of the meteorological information provided by the Navtex system on the bridge of a ship entered with the club recently contributed greatly to a significant oil spill claim. The Navtex equipment on the bridge of the ship, which was anchored at the time of the incident, was fully operational and properly set. Unfortunately, there was no established system by which the information – whether navigational or meteorological - was read, considered and applied on the bridge. Heavy weather was forecast by various means, including Navtex, but was quite unexpected at that time of year. By the time the poor weather struck, it caught the bridge team by surprise in the early hours of the morning. In the time that it took to get the main engine on-line, the ship had dragged its anchor approximately one nautical mile onto a rocky shoreline, puncturing its bunker tanks. The resultant spill clean-up and associated claims amounted to more than $44m.
The club concludes, “Officers should be reminded of the full extent of the chart and publication folio to which corrections apply, and of the risks of ignoring sources of navigational and meteorological information.”
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RINA certifies Aggreko marine generators
International classification society RINA has certified the power generators which Aggreko provides for temporary marine use. The certification provides ship owners with the assurance that the generators meet all applicable SOLAS rules for temporary use on board a ship. Pino Spadafora, Area Manager, RINA Services, says, “This certification delivers peace of mind for ship owners and ship operators that SOLAS rules are fully checked and complied with by the equipment providers. The RINA approval certificate on an Aggreko generator ensures compliance with on-board safety requirements.”
Maarten Martens, Business Development Manager, Aggreko Continental Europe, says, “This is a major step in the way we help our shipping customers meet SOLAS rules. This process will ensure faster and simpler delivery of containerised diesel power generators for planned or emergency projects.” RINA certification of the generators and associated safety systems makes it simpler for ship owners and ship operators to comply with safety procedures when using a generator on board for a short or medium period. Aggreko has over 50 years’ experience in rental power and temperature control solutions and is a pioneer in the development of temporary power solutions for shipyards and for sea-going vessels. Aggreko plc is the world leader in the supply of temporary power and temperature control solutions. Aggreko employs over 5,700 people operating from 194 locations. In 2012 Aggreko served customers in about 100 countries, and had revenues of approximately GBP 1.6bn (USD 2.5bn or Euros 2.0bn). Aggreko plc is listed on the London Stock Exchange (AGK.L), is a member of the FTSE-100 index, and is headquartered in Scotland. For more information, please visit the company website at www.aggreko.com
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A cable attaching a lifeboat to the Cook Strait ferry Arahura has broken during a routine lifeboat drill in Picton Arahura was scheduled to sail from Picton to Wellington at 11am but the ferry was taken out of service to enable Maritime NZ and InterIslander to investigate the cause of the lifeboat problem. InterIslander general manager Thomas Davis confirmed a line attaching the lifeboat to the ship had parted. The ferry had then been sailed to Shakespeare Wharf in Picton where a land based crane would be used to detach the lifeboat from the vessel. The Danish built Arahura has been InterIslander's reliable 13,621 gross tonne rail ferry on the Cook Strait run for over 30 years.
The latest incident occurred just two days after the crippled Aratere sailed out of Wellington Harbour, bound for a Singapore drydock, after losing its starboard propeller on November 5, just outside Tory Channel.
There were no injuries reported. The mishap puts pressure on the Interislander services following the removal of the Aratere from service after a propeller broke off in Cook Strait. It has been temporarily replaced by the Stena Alegra.
Seaway Heavy Lifting appoints Peter de Bree as the new COO
As of 1st February 2014, Peter de Bree has joined Seaway Heavy Lifting in the role of Chief Operating Officer. Peter brings extensive experience from the Heavy Lifting industry. He worked at Heerema where he held various commercial roles, was Project Manager and on his departure in 2012 was the Vice President of Projects.
From 2012 to date, Peter was the Regional Director Western Europe for Applus RTD, based in Rotterdam.
Goodbye and God speed: final launch of Mumbles lifeboat Babs and Agnes
Roberston WITH a blast on a horn and a clackety slide down the slipway, a piece of lifeboat history came to an end. The Tyne class Mumbles lifeboat, Babs and Agnes Robertson, ended her eight-year stint with a graceful lurch into Swansea Bay and headed to Swansea Marina, from where she will join the RNLI’s reserve fleet in Somerset.
The game is also up for the all-weather lifeboat house, which will transfer to the ownership of Ameco, the family-run firm which owns Mumbles Pier.
The RNLI crew will now be based at the £9.5 million lifeboat house at the end of the pier, and have the services of the impressive £2.7 million Tamar class vessel, Roy Barker IV, to call on. Winch man Brian Jeffrey served at the lifeboat
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house for 53 years and said he was looking forward to his new workplace. He doesn’t expect to see any more lifeboats in Mumbles before he calls it quits. “This one will be my last,” he said.
Babs and Agnes Robertson launched 129 times in anger in Mumbles, completing 214 rescues. She also took part in 153 training exercises. Last November she came to the rescue of Mumbles Motor Boat and Fishing Club boat Oystercat in horrendous conditions off the South Gower coast.
Among those present at yesterday’s launch was Mumbles lifeboat operations manager Tim Conway, who
puts in 12 to 15 hours per week on top of his full-time job as Cwmfelin Medical Centre practice manager, and his predecessor Roy Griffiths MBE. Plans are still being drawn up to create a future use for the old lifeboat house, which is a listed building.
The current proposal is for a local heritage visitor centre, with a widened walkway linking the building to the pier. Source : southwales-eveningpost
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Protest boat collides with Japanese whaling ship in Antarctica
A Japanese whaling ship and an anti-whaling protest boat collided in the remote, icy seas off Antarctica, with both sides blaming each other for the crash. No one was injured, though both ships received minor damage in Sunday’s collision – the latest drama in an annual battle between the conservationists and the whalers. Sea Shepherd, which each year tries to harass the whaling fleet into ending its hunt, said they were the victims of a lengthy attack by the whalers. The protest group said the whaling vessels spent hours dragging steel cables across the bows of the Sea Shepherd’s ships in a bid to damage the rudders and propellers. Japan’s Yushin Maru No. 3 then struck Sea Shepherd’s Bob Barker when it crossed too closely in front of the protest ship, damaging its bow and anchor, said Peter Hammarstedt, captain of the Bob Barker.
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“It was an unprovoked attack and they did so ruthlessly,” Mr Hammarstedt said by satellite phone from the Bob Barker, named after the famous The Price Is Right US TV game show host who donated millions of dollars to the group. Japan, meanwhile, says Sea Shepherd is to blame. The Tokyo-based institute of cetacean research, which sponsors the annual whale hunt, said protesters on board two inflatable boats from the Bob Barker dropped ropes in front of the bow of the Yushin Maru, which became entangled in the ship’s propeller. The Bob Barker then drew too close to the Yushin Maru No. 3, colliding with its stern and damaging the whaling ship’s hull and railing, the institute said. “Our research whaling is a legitimate activity allowed under the international treaty. Sea Shepherd’s violent sabotage against it, which is threatening the lives of the Japanese crewmembers and causing damage to our ships and equipment, cannot be tolerated,” Japan’s fisheries agency said. Chief cabinet secretary Yoshihide Suga, Japan’s most senior government spokesman, said Japan has urged the Netherlands, where the activists’ ships are registered, to take “effective” measures to prevent a recurrence. Australia’s federal environment minister Greg Hunt today ordered an investigation into the collision. Japan, which plans to kill about 1,000 whales this year, is allowed to hunt the animals for scientific purposes under an exception to a 1986 ban on whaling. Critics say the programme is a cover for commercial whaling, because whale meat not used for study is sold as food. Last year, Australia went to the United Nations’ highest court in a bid to outlaw Japan’s annual whale hunt. The International Court of Justice is expected to issue its decision later this year. Source : breakingnews.ie
Armada Claire FPSO Sailing Towards Balnaves Field in Australia
Singapore’s Keppel Shipyard on Saturday held a sail away ceremony for the Armada Claire floating production and offloading unit, Malaysia’s The Sun Daily has reported.
The 240 meters long FPSO is now on its way to the Apache-operated Balnaves offshore oil field, located 180 kilometers off the coast of North West Australia. The vessel, owned by Malaysia’s Bumi Armada, underwent refurbishment and life extension works at Keppel’s Tuas yard. The works also included the installation and integration of topside modules.
The purpose-built double hull disconnectable FPSO has oil processing capacity of 80,000 barrels (bbls) per day, produced water handling capacity of 30,000 bbls per day, water injection capacity of 60,000 bbls per day, gas re-injection capacity of 53 mmscfd and storage capacity of 750,000 bbls.
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First oil from the Balnaves development, according to information found on Apache Corporation’s website, is scheduled for the first quarter of 2014. The Balnaves Development Project has a field life of approximately 5 years. Gross production will peak at approximately 30,000 barrels of oil per day and the estimated gross recoverable resource is 17 million barrels of oil and 30 billion cubic feet of gas. The news of the Armada Claire sail away ceremony has been confirmed by both Keppel and Bumi Armada in separate e-mails sent this morning to Offshore Energy Today.
Independent Consultants and Brokers in the International Tug and Supply Vessel market (offices in London and Singapore)
The Norway-based ship owned said that both vessels will be delivered to new owners during this week. The sale of the two vessels will have a positive cash effect for SOFF of approximately NOK 87 million and with a booked gain of approximately NOK 35 million. The gain will be booked during 1st quarter 2014. Source : Offshore Energy Today.
CargoFlexX delivers new system to Maersk Supply Service
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CargoFlexX b.v. has successfully delivered a fully automated dry bulk handling system to Maersk Supply Service. The new system for Møller-Maersk was delivered
within a record-breaking time span. The dry bulk handling system has been installed on-board of a Maersk Supply Service vessel from 2009. The system’s components as well as the needed storage tanks have been delivered to Singapore and have been installed during a conversion. The project was completed within a record-breaking time span of only 4½ months from signing the contract. This included the detailed engineering and fabrication of the pressure vessels needed for storage and transportation of the dry bulk. In addition to the pressure vessels, CargoFlexX also delivered all other involved components as well as the fully automated cargo control system, which was developed by
CargoFlexX. Ton Castel (managing director CargoFlexX) said: “The challenge for the delivery of this system was not only the tight delivery schedule but also to fit the relatively large system in an already existing, but small space.” CargoFlexX is based in the Netherlands and is known for their innovative solutions and challenging projects. The company’s focus is on the Marine & Offshore industry, and especially on Offshore Support Vessels, drill rigs and ships. Their aim is to develop environmental solutions such as innovative and optimized cargo handling and mixing solutions. Also, CargoFlexX develops dust prevention systems and aims on improving the safety for personnel and environment.
Ship owners invest in 447 newbuildings and second hand vessels during January Despite a rough start to the year for the dry bulk freight market and lackluster performance from most other shipping sub-segments, ship owners have been very active in both the newbuilding and the secondhand markets, during the first month of 2014. According to shipbrokers' reports, ship owners around the world have invested into 246 newbuildings and 201 second hand vessels. Availability of financing (at least for some owners), together with still attractive pricing have been the main reason for the completion of many deals over January. But, it will be interesting to see, how this trend will play out in the coming months, with ship prices on the rise.
According to the latest monthly report from shipbroker Intermodal, "the newbuilding market managed to keep much of its momentum while entering the New Year. Dry bulkers and tankers are still managing to hold interest with 112 and 38 units being ordered respectively. Despite all this there has been a slight slowdown as owners take a more precautious approach and seem to hold back on extra ordering till they see more clear signs as to how the market will be like in 2016 (the year where most of these new orders will be scheduled for delivery)". Similarly, in the second hand market, it's been "a very strong start to the year for the secondhand market with significantly more activity then we had seen in any of the previous 12 months in terms of units changing hand, while also signifying a greater interest for larger size units in most sectors", Intermodal said.
In terms of demolition market activity, the trend has remained downward. During the month of January, there were just 86 ships reportedly sold for scrap. Intermodal mentioned that "demolition activity continues to drop further in terms of activity with volume in January being considerably lower than any month we had seen in 2013. This has once again been despite the good price levels been given by scrap buyers, pointing towards a lower willingness from ship owners to scrap ever younger vessel", the shipbroker concluded.
Meanwhile, in the second hand vessel market this past week, Piraeus-based shipbroker Golden Destiny noted that there were "47 transactions reported worldwide in the secondhand and demolition market, down by 11% week-on-week with 13% decrease in secondhand purchases and 7% lower scrapping volumes from the activity reported in the last week. At similar week in 2013, the total S&P activity in the secondhand/demolition market was standing at 6% higher levels, with 50 transactions reported and secondhand ship purchasing was standing 27% lower than the levels of newbuilding orders".
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According to the shipbroker, "container ships held the lion share of this week’s S&P activity -29% share and 23% share respectively, bulkers and tankers -21% share each, while only one S&P deal reported for liners. The highest invested capital is reported in the tanker segment with large activity reported in large vessel size categories (panamax segment of 4,000-5,000TEU for vessels built China/South Korea)", Golden Destiny said.
In a separate report on the second hand ship market this week, Lion Shipbrokers said that with Lunar New Year holidays now over and Far East slowly getting back to business, things could start picking up this week, both in terms of transactions concluded, but also in the dry bulk freight market. According to Lion, numerous inspections are currently taking place, indicating that more deals are on the way.
In the dry bulk market, "Modern caper CAPE SEAGULL (175K BLT 2012 JIANGSU/CHINA) was committed to undisclosed interests for $47 mill (price in line with market). Sinokor’s vintage panamax HANSUNG SUNRISE (73K BLT 1993 HYUNDAI/S. KOREA LDT 10,353 MT) has been snapped by Greek buyers for $7.5 mill, having a Subcontinent scrap value today of about $4.2 mill. In an off market deal, Greek buyers have purchased modern supramax ASIA (57K BLT 2010 COSCO ZHOUSAN/CHINA CR 4X30T) for $22.4 mill. Lomar’s supramax OCEAN PRESIDENT (51K BLT 2001 OSHIMA/JAPAN CR 4X30T) attracted $14.7 mill basis drydocking due, to clients of Omicron of Greece, while two weeks ago, smaller sister NIKKEI PHOENIX (46K BLT 2002 OSHIMA/JAPAN CR 4X30T) went for $16 mill (also to Greeks). Clients of Ikarus of Greece agreed to pay a firm $12.7 mill for late 90’s handymax SLAVNIK (46.5K BLT 1998 OSHIMA/JAPAN CR 4X25T), same price with early January’s sale of slightly bigger unit EILHARD SCHULTE (49K BLT 1999 IHI/JAPAN CR 4X25T) for $12.75 mill", Lion Shipbrokers concluded. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide
Ship owners voiced their dismay at the recent tax law, adopted late in December of 2013, under which the tax tonnage they're liable to pay will be tripled for the next three years, as a result of the country's economic problems. In his annual speech, delivered on the occasion of the General Meeting, the President of the Union of Greek Shipowners (UGS), Mr. Theodoros Veniamis said that the new tax is against the constitution, which protects the tax-free nature of shipping companies in Hellas.
The new tax is obligatory to all ships which are owned, controlled or managed by Hellas-based shipping companies, regardless of the Flag State they have adopted. This development was deeply frustrating for ship owners, who, through UGS said that in effect, it renders void the recent voluntary agreement, which they signed with the government a few months back, under which, ship owners will double their annual contribution to the country's
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budget. The voluntary basis of this agreement was the main reason (probably after pressure from the troika of creditors), behind this new tax, which, according to Mr. Veniamis won't yield the proper results.
The previous voluntary agreement was signed by owners controlling more than 90% of the Hellenic-flagged ships and about 65% of those flying foreign flags. In total, ship owners would contribute 75 million euros annually, while the numbe was expected to rise to about 140 million euros per year, as more and more ship owners are expected to take part in this deal. However, the government decided to move forward with its new tax a few months later, probably due to the low payout of this voluntary agreement. According to Mr. Veniamis, "if the government was worried about the lower than estimated financial contribution, we could have worked out an agreement, or we could attract more vessels under the Hellenic Flag". Under the original agreement between the government and the shipping industry, owners would voluntarily double their contributions to the state for a period of three years, via the tonnage tax regime. This would apply to all Hellenic-owned vessels, either those flying the Hellenic flag, or those flying other flags. Earlier in 2013, it was made known that all Hellenic ship owners were liable to paying tonnage tax on ships operating under flags other than the Hellenic flag, whether they are managed by companies based in Hellas, or by offshore companies which have a branch in Hellas and are operating under Law 89 of the Greek constitution.
ORDERBOOK AND FLEET NUMBER In his speech, Mr. Veniamis also noted that despite yet another challenging year, Hellenic ship owners have an outstanding orderbook of 372 vessels under construction. They are also controlling 16.25% of the global fleet and 46.7% of the EU fleet, based on dwt. At the same time, owners from Hellas control 23.5% of the global tanker fleet and 18.5% of the global dry bulk fleet. According to him, the above numbers are made even more significant, given that 2013 was characterized by a volatile freight market, an oversupply of ships and the difficulty in securing bank financing.
According to the President of UGS, 2014 will probably turn out to be better for the shipping industry, mainly due to the growth prospects of the emerging and developing economies around the world, which will fuel demand, but only if the gradual balancing of the demand-supply equilibrium is continued. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide
NAVY NEWS
Iranian Warships 'Heading Towards US Waters'
Iran has ordered a number of its ships to approach US maritime borders in response to American vessels operating in the Persian Gulf, according to a naval official. The Fars news agency reported overnight on Saturday that several ships are already in the Atlantic and are making their way to the edge of US territorial waters.
The agency said it was part of "Iran's response to Washington's beefed up naval presence in the Persian Gulf."
Admiral Afshin Rezayee Haddad is reported to have said: "Iran's military fleet is approaching the United States' maritime borders, and this move has a message." Haddad, described as commander of the Iranian navy's northern fleet, said the vessels had started their voyage across the Atlantic Ocean via "waters near South Africa". The report could not be confirmed independently. In Washington, a US defence official, speaking to Reuters on condition of anonymity, cast doubt on the claims but added that "ships are free to operate in international waters."
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Iran has a small navy, made up mostly of aging vessels at least 35 years old and a handful of home-built newer frigates. Some are fitted with Chinese ship-to-ship missiles. It came as Iran agreed to start addressing UN nuclear agency suspicions that it may have worked on designing a nuclear weapon The International Atomic Energy Agency said Iran had agreed during talks in Tehran to take seven new practical measures within three months under a November transparency deal. On Saturday, Iran's Supreme Leader the Ayatollah Ali Khamenei reiterated the country's stance towards the US.
In a speech to mark the 35th anniversary of the 1979 revolution, he said American officials who claimed they did not want to see regime change in Iran were 'lying'. He accused Washington of having a "controlling and meddlesome" attitude towards Iran. America and Iran have had no official ties since 1980 when Iranian students occupied the US embassy in Tehran, taking 52 diplomats hostage.
Despite his apparent hostility, Mr Khamenei has given his guarded support to talks on Iran's nuclear programme being led by the new reformist government of President Hassan Rouhani and Foreign Minister Mohammad Javad Zarif. The moves are seen as further signs that Iran is determined to exert its influence as an emerging regional economic and strategic power in the Middle East. Source : SkyNews
Willie Rennie raises nuclear submarine dump fears over Rosyth
The leader of the Scottish Liberal Democrats has demanded the Ministry of Defence (MoD) give a guarantee not to turn Rosyth Dockyard into a “nuclear submarine dump”. Mid-Scotland and Fife MSP Willie Rennie’s latest call comes amid renewed fears that an MoD plan to start dismantling seven defunct nuclear submarines at Rosyth will lead to hundreds of tonnes of radioactive waste being dumped in Scotland. Mr Rennie is concerned the waste will be stored at the yard for decades after the submarines are dismantled because the UK Government has not established a new nuclear waste storage site. “Although Babcock is maintaining the old submarines, it’s important that they are dismantled soon rather than left to deteriorate,” he said.
“I will be writing to the Defence Secretary to get assurances that Rosyth dockyard will not become a long-term storage facility by default.” Dunfermline and West Fife MP Thomas Docherty said there was an issue about what would happen to the submarines if Scotland votes Yes in the referendum on September 18.
At least a percentage of the submarines and their waste could become a responsibility of an independent Scotland. But he did not think the debate should be about who was responsible for how many, but the principle of the issue.
Stating that he had had constructive talks with Babock this week and was speaking with the MoD in a fortnight, Mr Docherty added: “The reality is there will be no blowtorch to the subs until storage has been identified.” Babcock, the British multinational engineering group that runs Rosyth Dockyard for the MoD, is to strip down the old reactor-driven submarines that have been berthed near the Firth of Forth since the 1990s. But agreement on where more than 500 tonnes of the most radioactive waste will be stored is years away, prompting accusations that the company has “jumped the gun”. Source : The Courier.co.uk
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AMS Wins Electrical Package For Naval Frigate
System integrator Alewijnse Marine Systems is pleased to announce that in addition to having been awarded the contract for the complete electrical installation package for one Indonesian naval frigate, it has now also won the contract for a second identical vessel. Overall the contracts cover the provision of complete electrical installation packages including platform automation and integrated bridge systems on twin, 105-metre SIGMA PKR 10514 Guided Missile Frigates. The first of these is already under construction for the Indonesian Navy (TNI AL) by Damen Schelde Naval Shipbuilding (DSNS) in the Netherlands and PT PAL (Persero)
Shipyard in Indonesia. The electrical installations for both vessels are being undertaken by Alewijnse Marine Systems and cover every stage of the process starting with design, engineering and systems integration, followed by the production of the panels and switchboards, installation of all systems, and commissioning. Alewijnse is also providing project and site management services at the two building locations. The contract for providing the complete platform automation system also covers design, engineering, programming, installation and commissioning, and Alewijnse is also responsible for the complete integrated bridge systems from design to final delivery.
Alewijnse Marine Systems integrated its engineers with those at Damen as work began on the first vessel and a team of engineers is now permanently based at the DSNS yard at Vlissingen, working on detailed engineering. This allows seamless planning, coordination and an overall optimised ship design.
“We’re very pleased that Damen chose us to collaborate with them on this project for these highly sophisticated vessels,” said Alewijnse CEO Dick Alewijnse. “Naval units depend completely on their electrical systems to operate and survive under the most hostile conditions and we are delighted that Damen selected us based on our engineering expertise and track record of completing projects on time and to budget. “We first started working with DSNS in the naval shipbuilding sector in 2004; initially on the Dutch Holland class patrol vessels and more recently on the construction of the Joint Support Ship, in which we are currently fully involved. We are very proud that we have now been granted an even larger scope of supply, encompassing full vessel engineering, automation systems and integrated bridge systems.” Alewijnse has become a significant supplier to the naval sector in recent years, developing extensive experience in this most demanding of all maritime sectors. The current Joint Support Ship and the recently completed Patrol Vessel contracts both included the installation of the full on-board ICT systems including the communications and radar masts, the latter in cooperation with Thales. Elsewhere Alewijnse Marine Nijmegen undertook the refit of navy support ship HNLMS Pelikaan as well as providing the engineering and installation supervision for hydrographic survey vessels operated by the Vietnamese and Thai governments, in partnership with Alewijnse Marine Galati. The group even has experience with submarines, having reconfigured a Walrus-class vessel of the Royal Netherlands Navy from rotating to static convertors. Source : marex
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SHIPYARD NEWS
Jaya Delivers Second Sophisticated Ice Class Anchor Handling Tug Supply Vessel
Leading offshore energy services provider, Jaya Holdings Limited, has delivered its second new build ice class anchor handling tug supply vessel to Canadian buyers, Atlantic Towing Limited. The 16,000 BHP vessel was delivered on 7 February 2014 in Singapore and was christened the “ATLANTIC MERLIN” at a naming ceremony held
Yesterday . She was previously known as “Jaya Sovereign” until her delivery to Atlantic Towing. ATLANTIC MERLIN is
Atlantic Towing's Vice President Wayne Power said : "The addition of this new vessel continues to add to our fleet's capability and allows us to offer our customers, vessels that meet both current and expanding needs, as offshore oil and gas projects grow.” Mr Sheshashayee added: “This delivery begins another busy period for us and is the
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first of four new buildings for Jaya in 2014 and the other three ships will be operated in Jaya’s growing fleet. This transaction is an important milestone for Jaya’s corporate development as it frees up a significant amount of cash to support our growth. “Shortly, we will take delivery of another large anchor handler from our Singapore yard, the 150 tonner “Jaya Majestic”, a 12,000 BHP vessel, which is currently fitting out alongside in Tuas. We expect her to go out on sea trials in May. Jaya Majestic is another high specification DP2 vessel with two bow thrusters and two stern thrusters. “We also have two Platform Supply Vessels (PSVs) delivering in the middle of the year from a third party yard, which are already contracted to go on charter to a new client in the Americas. “In 2015, we take delivery of the most sophisticated subsea vessels we have ever built, “Jaya Pinnacle” and “Jaya Prestige”. These are under construction in our Batam yard, along with a third DP2 work boat. Jaya Pinnacle and Jaya Prestige will have deepwater active heave compensated cranes rated for 100 ton lifts as well as 100 man accommodation and large under deck capacities for speciality products such as methanol”. For emergency oil spill response purposes, both Jaya Sovereign and Jaya Majestic feature oil recovery tanks, and dispersant booms. Jaya Sovereign is the larger vessel with a 22-metre beam, whilst Jaya Majestic has a beam of 19.5 metres, wider than most comparable ships in the region, thus giving enhanced stability. Jaya Sovereign is fitted with a 400 tonne line-pull Brattvaag anchor handling and towing winch, whilst Jaya Majestic has a 300 tonne line pull winch from the same manufacturer. Jaya Sovereign was built to Wartsila’s VS4622 design, and the specifications will be familiar to those in the offshore industry. Jaya Sovereign achieved a continuous bollard pull of over 200 metric tons on her sea trials. “Jaya leads the field in building high value and high specification vessels and is one of few shipbuilders in Asia to have built ice class anchor handlers and subsea vessels,” Mr Sheshashayee noted.
Three missing after Chengxi Shipyard accident
A tugboat at CSSC Chengxi Ship Voyage Repair Co (Guangzhou) capsized and sank, with 8 of 11 crew members onboard escaping while the rest three remain missing. The tugboat was about to tow a drilling platform which was anchored at the shipyard, and it suddenly capsized and sank within 10 minutes only 10 meters far from the dock, according to Chen Jianwei, an official at the company. Currently an investigation into the accident continues. Source : Sinoshipnews
China charts course into LNG shipbuilding
A huge upsurge in use of liquefied natural gas (LNG) as an energy source is generating demand for a new generation of specialized ships, with China competing hard with Japan, South Korea and even India to build them. Japan is already the world's largest LNG importer after abandoning the nuclear option following the March 2011 earthquake and tsunami disaster. China and India are also boosting imports; so, global LNG shipments are forecast to grow from the figure of 200 million tons in 2010 to around 360 million tons by 2020.
There are now an estimated 365 LNG carriers on the high seas and there's hardly a single one that is not in constant use. At least another 175 carriers, and maybe even more, will likely be ordered soon. That's welcome for major shipbuilding nations facing a slowdown in orders for more conventional vessels.
LNG ships are complicated to build and only a handful of shipyards in the world currently possess the necessary expertise. It's worth making the effort however, as a single ship costs around $195 million, at least?double a regular vessel. One of the most significant developments has been China's emergence. In 2010, it passed South Korea to become the top shipbuilder in terms of number of vessels produced. Increasingly, quality has been added to quantity.
Chinese yards initially struggled to master the technology for building LNG carriers, but have now done so and, last year, achieved an important milestone by winning the first overseas order.?
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Shanghai's Hudong-Zhonghua Shipbuilding (Group) Co, subsidiary of China State Shipbuilding Corp, will supply four LNG carriers worth more than $1 billion to joint ventures of Japan's Mitsui O.S.K. Lines and China Shipping Development for use in transporting gas from Australia and Papua New Guinea to China.?
Based on current import growth, China will need another 60 to 65 LNG carriers as soon as possible. The government has approved construction of LNG terminals in Guangdong Province, Fujian Province, Shanghai and Zhejiang Province, and is planning others. Vessels will be built at five designated yards around the country. Chinese shipbuilders have a built-in advantage as the government insists all the vessels carrying imported LNG must be locally built. The big challenge is now however, whether the yards can expand the small bridgehead in the global market against stiff competition.
Technology is the determining factor. All LNG ships are double hulled and rely on insulation to keep the cargo liquid at around -162 C. The cargo is carried at atmospheric pressure in specially insulated tanks inside the inner hull. The focus now is on increasing the carrying capacity and creating a more economical propulsion system. Traditionally, storage tanks have been of the Norwegian-developed Moss spherical type, where the rounded spheres protrude above the hull making the ships instantly recognizable. Now, new vertical tanks are being developed in Japan and the US that will increase carrying capacity by 10 to 25 percent. The other major development area involves the engine. The South Koreans have been doing much work on developing propulsion units that could use a combination of fuel, including reliquefied LNG supplied by the inevitable "boil-off" of stored gas during a voyage. The engines can be adjusted to cope with any fuel ratio. Another approach is electric propulsion. Until now, Chinese-built LNG carriers have relied on either steam turbines or two-stroke engine technology, but Hudong-Zhonghua Shipbuilding is building six ships using dual fuel engines developed by the American firm GE Technology that are more efficient and environmentally friendly.
Both Japanese and South Korean shipping companies and shipyards are looking to the LNG boom to restore some of their former dominance eroded by China. Japanese shippers already operate about half the LNG carriers now, and plan to add 90 more ships by 2020 to increase the dominance. This will help cope with exports of North American?shale gas to Japan from as early as 2017, and LNG from projects involving Japanese companies in Australia and Mozambique.
One assumes virtually all the ships will be built in Japanese yards. It's worth noting however, that South Korea's LNG specialist shipyards are doing well in winning orders from European shipping companies worth several billion dollars.
India, meanwhile, is hoping to break into the shipbuilding market due to an upsurge in its own LNG imports, but could be handicapped if it cannot offer its shipyards the type of government subsidies used by its rivals to promote the industry. Source : global times
ROUTE, PORTS & SERVICES
Golden Ocean buys three Kamsarmax bulk carriers
Golden Ocean Group Limited has acquired three 2012 Korean built 81.500 dwt Kamsarmax bulk carriers. These sister vessels are bought in an "enblock" transaction. They will be delivered to the Company within end of April 2014, the company said in its press release. One of the vessels are fixed out on an index linked Time Charter Contract until second quarter 2016. Consequently this vessel will have full exposure to the prevailing spot market. Charters are
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paying a premium of 13% compared to the Baltic average four time charter panamax routes reflecting the earning capacity of the vessels. The second vessel is on a Time Charter contract until fourth quarter 2014 at $15.881 (net) and the third vessel will be redelivered to Owners from the current Time Charter contract at the end of second quarter 2014. Source : PortNews
The Dive Support Vessel CONSTRUCTOR operated by SMIT at the Waalhaven, Rotterdam, Smit Equipment
Tsakos Energy Navigation Announces Time Charter Extension for Handysize
Tanker Tsakos Energy Navigation Ltd., a leading crude, product and LNG tanker operator, announced the time charter renewal of a 2004 built, double hull Handysize product tanker with a major national end-user for a period of twelve months. The new charter commenced in February 2014 and is expected to generate gross revenues of approximately $6.0 million during the corresponding period. Currently, TEN's secured contract coverage is 60% and 38% for the available vessel days of 2014 and 2015, with expected minimum revenues of approximately $190 million and $150 million, respectively. Overall, TEN's minimum contracted charter revenues is approximately $880 million with an average employment of 2.7 years per vessel. The Company has currently 20 vessels on fixed time charters, eight vessels on charters with profit sharing arrangements and 20 vessels trading in COAs and spot related charters.
"This charter renewal demonstrates our company's strength on forming strategic partnerships on several fronts particularly with major oil companies. Furthermore, due to our fleet's versatility and employment flexibility, we can count on stable cash flows while retaining the ability to take advantage of the current market recovery," said Mr. Nikolas P. Tsakos, President and CEO of TEN. "This charter renewal is significantly higher than its previous rate and with all signs pointing to strengthening tanker rates. In addition with this extension we will continue to serve the same major energy company which has been using the vessel since 2004. This is a testament to the caliber of our company and the high quality of our vessels," Mr. Tsakos concluded. Source: Tsakos Energy Navigation Ltd.
Dalzavod to double ship repair output to RUB 12 bln in 2014
Dalzavod Ship Repair Center OJSC intends to double the volume of ship repair to RUB 12 bln in 2014, says press center of Far Eastern Shipbuilding and Ship Repair Center OJSC. In 2011, the company’s economic output was RUB 1.8 bln, in 2012 – RUB 2.6 bln, in 2013 – RUB 5.5 bln. The company was created by uniting the facilities of two yards – JSC 178th Ship Repair Yard of the Order of the Red Banner of Labor and JSC Dalzavod. Up to now, ship repair and other related works have been the main area of the two companies’ activities. In 2013, Dalzavod repaired some 200 ships.
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Norsafe procures new contract with Swedish Coastguard
On the 2nd of July 2013, Norsafe and the Swedish Coastguard (KBV) signed a frame contract concerning the delivery of their next generation workboats. The total number of boats is undecided but in October Norsafe received the seventh boat order for delivery in 2014 - a contract to deliver the next generation Magnum 750 rescue boats. KBV is a
well-informed customer with enormous experience and through this collaboration Norsafe has benefited from their extensive knowledge of these boats.
In 1997, KBV purchased new workboats from Norsafe, and this resulted in the design of Norsafe’s Magnum 750. 15 years later, these boats are still in active duty by KBV and are used for dive-operations, controlling speed and alcohol at sea, custom inspections and search and rescue operations amongst other tasks. The boats are in operation from the southernmost tip of Sweden to the far north.
KBV is a high-end user and gaining access to their operators is highly valuable to Norsafe. Their rich experience will benefit all of our customers. It has been a positive experience collaborating with KBVs professional project management team. The project has been interesting and highly enjoyable for both parties, and time spent problem
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solving together has been very rewarding. We are very grateful for this close cooperation, even if it is hard work; KBV maintains a very high quality standard and their boats are expected to be fully operational until the end of their 15 year lifespan. These boats work on average 400 hours a year and are utilised for a wide variety of missions in all kinds of weather.
Norsafe has confirmed its position as a trustworthy supplier of high-end rescue boats for the military and professional market, a market that accepts nothing less than the best. We are delighted to be given the task of delivering the next generation Magnum 750 rescue boats to the KBV. This experience will be influence the new design of the boat which will affect all our future customers. The new design will mainly consist of an upgrade of the console making more room for electronic equipment, enhanced operator ergonomics/occupational safety and easier access for maintenance. The boat will carry a 400 HP Bukh Marine Diesel engine and a Hamilton 274 waterjet, enabling the boat to perform speeds up to 40 knots. The boat also has the latest technology within marine navigation and communication equipment.
Pacific Radiance wins $59m worth of offshore vessel contracts
Pacific Radiance has clinched $59m worth of charter contracts with repeat clients involving various offshore support vessels for work in Asia. Singapore-listed Pacific Radiance said the contracts involve vessels ranging from tugs and barges to anchor handling tugs (AHT), and anchor handling tug supply (AHTS) vessels to a specialised saturation diving support vessel (DSV). The company, however, did not reveal the specific number of vessels involved.
The company also secured a long term contract on its floating storage and offloading (FSO) vessel to undertake an assignment in Asia. “The diversity of our fleet gives us a distinctive competitive edge in our market segment as clients prefer service providers who are able to offer more than one vessel type, as they week to cover a broad spectrum of needs,” said James Pang, managing director of commercial and business development of Pacific Radiance.
Pacific Radiance currently owns and operates a fleet of more than 130 offshore support vessels. Source: Seatrade Global
Svitzer and OSM form New Joint Venture in Australia
Svitzer OSM Australia Pty Ltd. is a new Joint Venture established in Australia. The Joint Venture will capitalise on the existing operations, resources and great relations of Svitzer in Australia as well as the network and good reputation of OSM in the global offshore industry, the company said in its press release.
Svitzer is the global market leader within towage, salvage and emergency response and the single largest employer of marine related labour in Australia. The Company has operated since 1833 and today operates more than 500 vessels around the world.
OSM is recognized as a leader in the field of offshore, crew management and ship management. Today, the Group has a fleet of more than 400 vessels under its management, operates from 26 offices around the world and employs roughly around 10,000 skilled and motivated employees from around 30 different nations. In Australia, Svitzer and OSM together form a powerful partnership and the benefits are unquestionable. Sharing of existing resources and best practices is expected to give the Joint Venture a competitive advantage in an otherwise increasingly competitive
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market. Svitzer OSM Australia Pty Ltd was established November 7th 2013 and is already operational, providing manning services to North Western Australian Oil & Gas Offshore vessels. General Manager Natalie Sanders, who has been charged with establishing the JV in Australia, sees this as an opportunity to deliver first class personalized crew management services to current and potential new business partners. Allan Falkenberg, Board Member in Svitzer OSM Australia Pty says “With a strong focus on deliverables through our highly competent people, we aim to deliver second-to-none crew management services to our customers full satisfaction”. We believe that our customers, with the current running cost level of a ship in Australian waters, have the right to expect a proper quality service in a transparent, upright and constant manner”.
The Egyptian cutter dredger AL SEDDIEK operating at the Bitterlakes (Suez canal)
Italian tug operator Rimorchiatori Riuniti orders Damen ASD Tug 2411
Leading Italian tug operator Rimorchiatori Riuniti has ordered a powerful Damen ASD Tug 2411. Reflecting the industry’s move to larger vessels, the new Damen tug, which has a 70-tonne bollard pull will replace a smaller 1990-built, 40-tonne unit. The new vessel will be deployed in Genoa and is expected to arrive by end-July.
Owned by the Delle Piane and Gavarone families, Rimorchiatori Riuniti has been operating its well-known orange tugboats in Genoa since 1922. Although the company has traditionally operated in the Tyrrhenian Sea and the ports of Genoa, Salerno and Malta, Rimorchiatori Riuniti recently extended its presence to the Adriatic.
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The company has a 25-strong fleet of harbour tugs, including some earlier Damen tugs. Alberto Dellepiane, Director of Rimorchiatori Riuniti, says the reasons the company chose a Damen vessel was the high quality offered, the reliability and the fact Damen vessels maintain their value. Andrea Trevisan, Damen Sales Manager Sales Area North, West and South Europe, says: “We are delighted to welcome Rimorchiatori Riuniti again as a customer and look forward to develop a long-term partnership with such an important and respectable owner.”
Fast delivery “As Damen builds vessels for stock, we could also deliver Rimorchiatori Riuniti’s brand new tug in just over six months”, Mr Trevisan points out. The ASD 2411 Tug for Rimorchiatori Riuniti will be fully compliant with Italian Flag State regulations.
The vessel is a typical example of the ‘Damen standard’, with the Group having sold dozens of this compact, strong tug around the world. “To me, the ASD 2411 is always a good example of the reliable and proven Damen designs”, says Mr Trevisan proudly. “This vessel has been developed to move the world’s largest ships, even though it is a relatively ‘small’ tug.” Damen Shipyards has a strong link with Italy and a successful track record with several Italian tug owners. “We hope to see even more Damen tugs serving the busy Italian ports in the future!” he adds.
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One of the primary tasks of the EU Naval Force Somalia Operation Atalanta is the protection of World Food Programme (WFP) ships and other vulnerable shipping in the Gulf of Aden and Western Indian Ocean, EU NavFor said in its press release.
Before 2012, all WFP ships carrying aid to Somalia were escorted by EU Naval Force warships. Since mid 2012 some WFP vessels have been protected by an Autonomous Vessel Protection Detachment (AVPD), with the EU Naval Force providing an armed security team on board, instead of providing a warship as an escort. As a result of the successful cooperation between the EU Naval Force and WFP, not one WFP ship has been attacked by pirates, so all the aid, 880,000 tonnes, has been successfully delivered to the Somali people.
Currently most of the WFP deliveries are conducted by the time chartered vessel, MV Caroline Scan and since 2011 MV Caroline Scan has delivered over 127,000 tonnes of aid. MV Caroline Scan is currently being protected by a Serbian Forces AVPD.
Speaking about the protection given to the WFP by the EU Naval Force, the WFP Country Representative for Somalia, Mr Stefano Porretti stated: “The continuing collaboration between EU Naval Force and the UN’s World Food Programme plays a pivotal role in enabling WFP to provide humanitarian assistance to vulnerable communities in Somalia. EU Naval Force’s protection through its AVPD system on board the Caroline Scan has proven to be an effective deterrent against attacks on WFP’s time chartered vessel and it has ensured the uninterrupted and timely flow of aid to Somalia.” According to the World Food Programme, in 2011 over four million people experienced extreme food insecurity, with famine blighting many regions of the south.
B O E K B E S P R E K I N G Door : Frank NEYTS
“Varen. Marine en Koopvaardij in de Tweede Wereldoorlog”.
Bij Auk Boom Producties vonden we het boekje ‘Varen. Marine en Koopvaardij in de Tweede Wereldoorlog. Door het oog van maritiem schilder Fred Boom’. Onder de titel ‘Varen, Marine en Koopvaardij in de Tweede Wereldoorlog’ organiseerde het Marinemuseum te Den Helder in 2012 een expositie van schilderijen van maritiem kunstenaar Fred Boom. Ter gelegenheid van deze tentoonstelling werd een boekwerkje uitgegeven dat als catalogus bij deze expositie diende. In een korte omschrijving legt de kunstenaar hierin uit waarop hij een bepaald schilderij baseerde, soms aangevuld met situatieschetsjes. Echter de catalogus was zeker niet alleen als hulpmiddel bij het bekijken van de expositie bedoeld. De gedetailleerde en sfeervolle scheepsportretten van Fred Boom zijn altijd het beschouwen waard. Dit boekwerkje mag dan zekere niet ontbreken in de collectie van maritiem geïnteresseerden en van liefhebbers van maritieme kunst. De kunstenaar schreef in zijn inleiding: “De expositie bevat een selectie van scheepsportretten en zeegezichten, die betrekking hebben op die periode en vlak daarvoor of daarna. De teksten bij de afbeeldingen in deze catalogus zijn bewust kort gehouden, er zijn immers in de afgelopen 65 jaar honderden boeken en verhalen over die periode geschreven. Het zijn wel deze boeken en verhalen die mij geïnspireerd hebben om deze schilderijen te maken.” ‘Varen. Marine en Koopvaardij in de Tweede Wereldoorlog’ (ISBN 978-90-78006-07-7) werd als softback uitgegeven en telt 36 pagina’s, geheel full colour. Het boekje kost 15.00 euro. Aankoop kan via de boekhandel, maar ook rechtstreeks bij de uitgeverij, Auk Boom Producties, tel. +31(0)75-6401440 of via e-mail: [email protected] 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
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