DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2012 – 021 Distribution : daily to 20300+ active addresses 21-01-2012 Page 1 Number 021 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Saturday 21-01-2012 News reports received from readers and Internet News articles copied from various news sites. The Philippine flagged AZTEC MAIDEN ran aground after dragging anchor at the beach off Wijk aan Zee (the Netherlands) yesterday morning. Photo : FLYING FOCUS luchtfotografie www.flyingfocus.nl - www.waddenvanboven.nl
Transcript
DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2012 – 021
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Number 021 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Saturday 21-01-2012
News reports received from readers and Internet News articles copied from various news sites.
The Philippine flagged AZTEC MAIDEN ran aground after dragging anchor at the beach
off Wijk aan Zee (the Netherlands) yesterday morning. Photo : FLYING FOCUS luchtfotografie
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EVENTS, INCIDENTS & OPERATIONS AZTECH MAIDEN AGROUND OFF WIJK AAN ZEE
The 155 mtr long Philippine flagged cargo vessel AZTEC MAIDEN ran aground yesterday - January 20th 04:45 hrs LT at the beach of Wijk aan Zee (The Netherlands).
the KNRM launched within 10 minutes the lifeboat DONATEUR from the beach and stayed stand by
to evacuate the crew if necessary , she was followed by the KNRM lifeboat ADRIAAN HENDRIK which was launched from the beach in Egmond aan Zee, during the morning hours a salvage team was landed onboard the AZTEC MAIDEN by helicopter , and in the meantime the
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cargo vessel was pushed further up on the beach by the wind and seas, the lifeboat DONATEUR stayed stand by until 15:00 hrs, at that time the vessel went over the sandbank and ended up very close to the shore on the beach
The Dutch ETV IEVOLI BLACK arrived in IJmuiden port to collect materials and returned to the AZTEC MAIDEN
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Salvage experts weigh Costa Concordia options: Float cruise ship intact or carve it up?
From raising the Russian nuclear submarine Kursk to securing drilling platforms wrenched loose by Hurricane Katrina, Dutch companies have a long history of mopping up after maritime disasters. The Rotterdam-based Smit Salvage has not yet won the contract to salvage the $450 million Costa Concordia cruise ship now lying on its side on Italy’s rocky Tuscan coast. Still, it is expected to start pumping half a million gallons of fuel off the stricken ship over the coming days. The Costa Concordia hit a reef last week Friday night off the tiny island of Giglio after its captain, Francesco Schettino, made an unauthorized detour from the ship’s programmed course. The ship’s owner and insurer have yet to decide which salvage company will be awarded the multimillion-dollar contract to remove the massive cruise ship,
but experts are already speculating how the daunting task will be tackled. “The scale of this vessel is unprecedented,” former Smit executive Hans van Rooij told The Associated Press in a telephone interview. “It’s 290 meters (950 feet) long and 35 meters (115 feet) wide, so it’s enormous.”
Van Rooij was involved in some of Smit’s most famous salvages, including the ferry Herald of Free Enterprise that capsized in 1987 near the Belgian coast and the Russian nuclear submarine Kursk, which sank in 2000 in the frigid Barents Sea. He now
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runs a maritime consultancy that is not involved in the Concordia salvage. Van Rooij said there were really only two options for this salvage: Patch up the 50-meter (160-foot) gash in the Concordia’s hull and attempt to refloat it, or carve up the liner where it lies into chunks small enough to be carried away on barges.
Refloating the ship would be the cleanest of the two options, but is extremely difficult because of the luxury liner’s size, he said, adding that the ship had about 45,000 tons of steel alone. Efforts to find those still missing from the Costa Concordia disaster and to begin pumping out the fuel were temporarily halted Wednesday after the vessel shifted slightly. It was not known when those efforts could restart. Weather forecasts predicted increasing waves in the area for Thursday. In addition, rescue workers blew several small holes in the ship’s hull this week, to speed their search for any survivors. To refloat the stricken liner, salvage crews would likely use pulling barges strongly anchored to the sea bed and cables secured to the ship, Van Rooij said. They would likely also put cables on the land side of the ship to prevent its huge bulk from sliding toward the pulling barges as the vessel is righted. But he said the forces involved in attempting to pull upright a ship built of tens of thousands of tons of steel make refloating the Concordia unlikely. “Refloating would be the preferred method and everybody will look at it but I think it’s very doubtful that will be the final method,” Van Rooij said. That means salvagers are more likely to cut up the ship where it lies, a process that risks releasing pollutants into the waters off picturesque Tuscan coast near a maritime sanctuary for dolphins, porpoises and whales. Source : The Washington Post
See also the recording of the track followed by the Costa Concordia at :
Man and Child Rescued From Waters During Storm AFRAS (Association For Rescue At Sea) Honors Member of C-PORT with Lifesaving Award
C-PORT (Conference of Professional Operators for Response Towing) and AFRAS (Association For Rescue At Sea) celebrated and presented lifesaving awards to a number of marine assistance operators at the 25th Annual C-PORT Conference held on January 8–January 9, 2012 at Tampa, FL. “We are thrilled that AFRAS attended our Gala and presented an award to one of our operators,” Tina Cardone, Executive Director stated. “It was a great honor to have Captain Steve Sawyer, USCG (Ret), President of AFRAS (Association For Rescue At Sea), present this award.” Cardone explained that AFRAS established a program, in cooperation with C-PORT, to annually recognize a deserving member of C-PORT that has shown exceptional skill and determination to save lives during a rescue incident in the maritime environment. The Award is to be conferred on an individual or group of individuals who perform exceptional acts in attempting to save life in the maritime environment. Instances where the rescuer places their own life at risk were given highest consideration. In addition to the AFRAS Award, Captain David McBride, Chief, USCG Office of Search and Rescue presented C-PORT Distinguished Service and C-PORT Meritorious Service Awards to a number of deserving individuals on behalf of C-PORT at the Awards Luncheon held earlier in the day. Receiving the AFRAS Award was John Gridley of Sea Tow Clarks Hill Lake. Honored along with Gridley was Jim Masiongale, the gentleman who assisted Gridley that day. On the afternoon of July 4, 2011, while seeking safe harbor from an intense thunderstorm which produced winds in excess of 50 knots and a three to four foot choppy sea state, Captain Gridley responded to a distress call from a houseboat caught in the storm out on the lake. Gridley was alerted that there were people in the water and in distress. Not concerned for their own safety, Gridley and Masiongale, immediately got underway in the howling wind and tough sea conditions to render assistance. Once on scene with the houseboat, Gridley learned that after a 12 year old boy (wearing a life jacket) was blown overboard by the wind, an adult male who is a firefighter jumped off the houseboat into the water without wearing a life jacket in an effort to save the boy, who subsequently was recovered in good health. When Gridley quickly located the missing adult male, he was found unconscious and about to submerge below the surface of the water. After pulling the man aboard his vessel, Gridley quickly headed back to the marina while Masiongale performed CPR. The firefighter was delivered to the dock, where he was revived
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and transferred to awaiting Emergency Medical Services. Gridley’s cool composure and speedy actions no doubt directly contributed to saving the life of a fellow boater.
SOLITAIRE with ATLASGRACHT (SB) and ANJELIERSGRACHT alongside at the roads Rio de Janeiro
Iranian subs laying in wait for US Aircraft carriers in the Persian Gulf
Iranian submarines can ambush US Aircraft carriers by laying silent on the sea bed floor and striking with little or no notice. A source inside the Pentagon, who wished to remain anonymous said this is a “huge concern” for the Navy. “The Navy will never discuss this publically because it pertains to national security”, the official said. One senior Iranian military commander underlined that the Iranian Navy's subsurface vessels enjoy a high capability to confront enemies' threats, and stated that Iran's submarines are able to “ambush and hit enemy vessels especially US Aircraft carriers from the seabed throughout the Persian Gulf”, according to FARS News Agency reports. On Wednesday, Lieutenant Commander of the Iranian Army's Self-Sufficiency Jihad Rear Admiral Farhad Amiri said that "Iran has the best electronic diesel submarines of the world", adding that enemies, the US in particular, are "most focused on Iran's astonishing subsurface capabilities." Source : examiner.com
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World sea piracy drops in 2011, Somali attacks up
A maritime watchdog says sea piracy worldwide dropped slightly in 2011 for the first time in five years, but that Somali pirates intensified attacks and remained the greatest threat. The International Maritime Bureau says the number of attacks dipped to 439 last year from 445 in 2010. It says that 45 vessels were hijacked and 802 crew members taken hostage - down from 53 hijackings last year. It attributes the decline to international naval patrols and additional private security personnel on ships. The agency says Somali pirates accounted for 54 percent of global attacks with 237 cases, up from 219 in 2010. The IMB said Thursday that Somali pirates for the first time hijacked a vessel in anchorage, indicating they were desperate. Source : Times of India
Bureau Veritas approves LNG-powered Ultra-Large Containership
Leading international classification society Bureau Veritas has given approval in principle for the basic design of a 14,000 teu containership to be powered by LNG. The design was developed in a joint industry project between Korea’s Daewoo Shipbuilding & Marine Engineering, liner major CMA-CGM and Bureau Veritas.
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Says Jean-Francois Segretain, deputy technical director, Bureau Veritas, “The market will determine when these ships can be ordered and built, but this is a real milestone as for the first time we have a fully worked and approved design for a main line ultra-large containership running on LNG. After an in depth HAZID analysis we can say with confidence that there are no technical or safety barriers to introducing LNG as a fuel for long-haul large containerships. Major operational savings are deliverable, combined with very much lower air emissions. And the key feature of this design is that the vessel can also run on HFO if required, increasing flexibility in the period before LNG bunkering is widely available.” The 14,000 teu vessel will be powered by an ME-GI (MAN Electronic – Gas Injection) 2-stroke dual fuel engine made by MAN Diesel. This delivers the highest efficiency among existing propulsion systems and works by simultaneous dual burning of HFO and LNG. In minimum fuel and maximum gas mode around 10 per cent of the fuel is oil, providing overall CO2 emission reductions in the order of 23 per cent and SOX reductions of 92 per cent. The basic design is for a 365.5 m loa vessel with a design draft of 14 m and a design speed of 24 knots. In the dual fuel configuration a 22,490 cu m LNG prismatic tank would be installed under the forward accommodation, and there would be a bunker tank for heavy fuel oil aft of 4,430 cu m capacity. The LNG tank would be a Daewoo patent ACT-IB Aluminium Cargo Tank – IMO type B independent LNG tank with PUF(Poly-Urethane Foam) panel type insulation. The main engine would be rated at MCR 72,285 kW and the vessel would have a range of 25,000 miles if fully bunkered. Explains Segretain. “Compared to the same ship with a conventional fuel power plant there will be extra capital cost for the engine and for the LNG tank and gas handling system, and there is a loss of cargo space equivalent to 438 teu to make room for the gas tank and equipment. But the extra capital cost and the loss of earnings on a theoretical full ship are more than offset by the fuel economies and lower emissions of this design.”
Cruises – safety rules spoil the fun
New satellite photograph helps put the disaster in perspective
How do you escape as quickly and as safely as possible from a ship in trouble? The Costa Concordia disaster off the coast of Italy shows the considerable time it takes to evacuate over 4,000 people from a cruise liner. It could all be far better – but that would cost money and lessen ‘the fun experience’. It took several hours after the Costa Concordia hit the rocks before the more than 4,000 passengers were finally off the cruise ship. Many of the life boats were not
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accessible because the liner had capsized. Passengers later complained that the evacuation was chaotic. Niko Wijnolst, professor of shipping innovation, says cruise ships aren’t optimally equipped for emergencies.
“Look at the offshore industry. You can’t launch life boats from a platform, so how can you get away safely? An escape slide has been developed for this purpose. A tube through which you can slide into a covered raft. This kind of raft can deal with waves and severe weather, increasing your chances of survival. These kinds of innovations could easily be used on cruises.”
Why do more? There’s not much enthusiasm in the cruise sector though for tightening up safety regulations. Why make things more difficult than they need be? Professor Wijnolst:
“Very few people are interested in safety or have the extra money for it. That’s because there are regulations and people say: ‘We’ll just adapt those rules. Why would we want to do more?’ The regulations stipulate it’s enough to have life boats - why should you do more than the rules require?”
The United Nations has laid down the regulations under the International Maritime Organisation. Member states are required to regulate ships sailing under their flags. Foreign ships can also be inspected when they enter ports.
Learning from the past A lot has been learned from past shipping disasters about how the construction of ships can improve safety. After the disasters involving the Herald of Free Enterprise (1987), the Estonia (1994) and the Exxon Valdez oil tanker (1989), came requirements for double hulls and for vessels to be divided into compartments inside.
Computer programmes make it increasingly easy to simulate accidents in the development stage. “The chance that a ship will sink after hitting something is made as small as possible,” explains Hans Hopman, professor of ship design, writing in the newspaper, de Volkskrant:
“A ship has to stay afloat in 90 to 95 percent of the simulations. Unless a vessel complies with these tough international regulations – also regarding numbers and type of safety equipment – it will never set sail.”
Survival suits But the charms of the escape slide are lost on cruise operators as, indeed, are those of the survival suit, thermal clothing to combat the cold – essential for passengers plunged into icy conditions on a life boat or, worse still, in the sea. Research shows a survival suit will keep you going for a considerable time. It fits into a small package and costs a mere 20 euros. The sector though doesn’t want to know. Professor Wijnolst:
“You have a ship, the Costa Concordia, costing 500 million dollars – but with no survival suits. They could easily stow them under the beds, but they don’t do it because they are frightened of giving the impression something could go wrong. A cruise is a fun experience. People would rather not believe something bad could happen. There’s so much expertise so much cleverness so much money packed into this enormous ship, what could possibly go wrong?
If you then notice that little package, the safety equipment, under there, you’re confronted by the possibility. And that bursts the bubble of your blissful experience of going on a cruise.” Professor Wijnolst thinks the only way the sector will change is if the regulations are thoroughly shaken up – internationally, courtesy of the International Maritime Organisation. Source : rnw.nl
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CASUALTY REPORTING
Chevron/KS Endeavour Platform On Fire Off Nigeria Coast-Possible Blowout
The KS Endeavor drilling platform has caught fire while drilling for Chevron off the coast of Nigeria, leaving at least 2 unaccounted for at this time. The explosion occured between 4:30-5:00am Monday morning local time. Those missing include 1 Nigerian and an expatriate. An estimated 213 workers present at the facility during the explosion were reportedly evacuated from the scene. "We immediately flew out people to the nearby North Apoi platform, and have been helping those needing any medical assistance," Chevron spokesman Scott Walker said. Chevron has not stated what caused the fire but a spokesman for the state-run Nigerian National Petroleum Corporation believes a "gas kick" was responsible. The KS Endeavor was drilling in the Pennington Field in Bayelsa state waters.
Other conflicting reports from locals claimed that the explosion was due gas leakage from the drilling platform while others reported that the explosion occurred from a new gas well head at Funawa 5 along the Koluama river.Still other report claims that the explosion occurred following a fire from an oil barge under repair. According to local sources, “Up till now the fire is still burning. The entire rig has been burnt down. They tried to stop it
but it went out of control." The K.S. Endeavor platform is leased to Chevron from owner FODE Drilling Company and is capable of drilling up to 30,000' in up to 300' of water. Source : drillingahead.com
PLEASE MAINTAIN YOUR MAILBOX, DUE TO NEW POLICY OF THE PROVIDER, YOUR ADDRESS WILL BE “DEACTIVATED”
AUTOMATICALLY IF THE MAIL IS BOUNCED BACK TO OUR SERVER If this happens to you please send me a mail at [email protected] to reactivate
your address again, please do not write this in the guestbook because I am not checking this guest book daily.
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Ship worth over $100m sinks during construction A workship worth an investment of 740 million yuan ($117 million) by a leading Chinese oil field service provider has sunk during construction at a dock in east China. The cause of the accident is being investigated and no environmental pollution was incurred, the China Oilfield Services Ltd. (COSL) said in a statement to the Shanghai Stock Exchange on Wednesday. The high-powered deep-water anchor-handling tug supply vessel HYSY 682 bilged while under construction at a dock in Nantong city, Jiangsu province, on January 14, according to the statement. Wuchang Shipbuilding Industry Company Ltd.,
the builder of the ship, should take responsibility for losses caused by the accident according to contracts, it said. The COSL is a listed subsidiary of the China National Offshore Oil Corp. (CNOOC), the country's biggest offshore oil producer. The CNOOC has been under public scrutiny after a string of oil leaks in 2011. A gas leak was found in a sub-sea gas pipeline of the CNOOC's Zhuhai Hengqin gas processing terminal in the South China Sea in December, forcing the company to shut down some platforms. No injuries or environmental pollution were reported. Oil spills occurred in the CNOOC's Penglai 19-3 oil field, a joint venture with ConocoPhillips China, in the summer and the Jinzhou 9-3 West oil field in October. COSL shares fell 1.8 percent in Shanghai as of 2:30 pm on Wednesday. Source: Xinhua
NAVY NEWS
The Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72) transits the Indian Ocean. Photo : US Navy
U.S. Navy Document Plans Carrier Air Wings’ Future
The U.S. Navy’s carrier air wings of tomorrow will look very different from today’s, according to a new document produced by the sea services. By 2032, the Navy’s fleet of F/A-18E/F Super Hornet fighters and new EA-18G Growler electronic attack jets will have begun to be replaced by new types, a new document called Naval Aviation Vision 2012 says. The Navy will consider manned, unmanned and optionally manned aircraft to replace the long serving Rhino, as the F/A-18E/F is known to carrier deck crews. The Super Hornet will begin to reach the end of its service life around 2025 and must be replaced. The document says a competitive fly-off will be held at some point in the future. The
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Super Hornet-derived EA-18G will also start being replaced by a new aircraft, but the document offers no further details. Additionally, a new Unmanned Carrier Launched Surveillance and Strike (UCLASS) is to be integrated onto the carrier deck around 2018 — possibly with four to six planes embarked. The aircraft could make use of technologies developed by the X-47B program. The Navy document calls for “balanced survivability” so that the unmanned strike plane will be effective in “specified tactical situations.” The F-35C will serve alongside these prospective aircraft. But the Navy isn’t going to stop with replacing just its fixed-wing assets, as the document calls for the wholesale replacement of its helicopter fleet. The MH-60 helicopter fleet will be supplanted by a new rotary-wing aircraft. The Fire Scout unmanned helicopter will also be replaced as will the MH-53E Sea Dragon counter-mine and heavy lift helicopter. In the case of the MH-53E, a replacement aircraft needs to be operational by 2026, the document says. The Marines will get a Cargo Resupply Unmanned Aerial System (CRUAS) by 2032, and the service’s entire fleet of tactical remotely operated drones will be replaced. The Navy will continue to fly the Broad Area Maritime Surveillance version of the Global Hawk unmanned plane in 2032. The training aircraft fleet will look similar to today’s, the document says. The T-6 and T-45C will soldier on, as will the TH-57 training helicopter. But the T-44 and TC-12B multi-engine turboprop trainers will be replaced with a new aircraft. The Marines’ C-20 and Navy’s C-26D and UC-12 fleets will also be replaced. As well, a new plane will take the place of the C-2 Greyhound carrier onboard delivery plane starting in 2026. Nor has the Navy forgotten about its fleet of F-5 and F-16 aggressor aircraft. A replacement aggressor aircraft is envisioned for 2025, according to the document Source : DefenceNews
Indonesian Navy ship KRI Dewaruci and its crew leaves Surabaya port on January 15, 2012. The largest tall ship in
the Indonesian fleet KRI Dewaruci set sail to four continents, 21 countries in Asia, Africa, Europe and US to participate in the Operation Sail 2012. Built in Germany in 1953, Dewaruci is used as a sail training vessel for
Indonesian naval cadets and serves as a Indonesia's goodwill ambassador to the rest of the world.
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SHIPYARD NEWS
PSV Blue Fighter delivered Ulstein Verft delivered M/V Blue Fighter, the first of two medium-sized platform supply vessels (PSV) of the new PX121 design from ULSTEIN® to Blue Ship Invest, on 19 January 2012. “The two vessels were ordered based on market trends showing a future increase in demand for this type of PSV. We have entered into an agreement with Remøy Shipping for the management of Blue Fighter and we are negotiating interesting contracts for the ship. In the first instance the vessel will enter the North Sea spot market,” says Gunvor Ulstein, CEO of Ulstein Group and Managing Director of Ulstein Shipping.
Ulstein Verft was contracted to build the two vessels for Blue Ship Invest, a shipping company in ULSTEIN, at the end of 2010, and the first
vessel, yard number 291, is delivered to the agreed terms.
“The delivery of the first PX121 confirms Ulstein Verft’s ability to build prototype vessels. Experienced people, streamlined processes and a well-established project organisation make us a competitive and reliable shipbuilding partner for advanced offshore support vessels,” says Karsten Sævik, Managing Director of Ulstein Verft.
Efficiency and flexibility has been the focus in the development of the PX121 design. With optimised tank capacities and flexible and segregated tank arrangements, the multifunctional vessel is suitable for many types of supply contracts. The ship is optimised for certain types of operations and adapted to the requirements for longer and deeper boreholes and activities further from shore. In addition to tanks for oil, water and drilling fluids, the vessel has four stainless steel tanks for flammable liquids. The vessel is built with the X-BOW® hull line design, which is particularly well-suited for this type of vessel. The X-BOW offers efficiency over a wide draught range, which is important for PSVs as they frequently operate with varying loads. Moreover, the X-BOW has unique, advantageous qualities in terms of motion and propulsion efficiency in heavy seas. Both the hull and choice of propulsion system make the vessel particularly suited for North Sea and North Atlantic conditions. The vessel is equipped with a dynamic positioning system IMO Class II.
The ship has a length of 83.4 metres and a beam of 18 metres. It has a cargo deck of 875 square metres and a load capacity of 4200 tonnes (dwt). The ship meets the requirements of DNV’s Clean Design notation and is prepared for
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fire-fighting class Fi-Fi II. It has a maximum speed of circa 15 knots and modern accommodation for 24 persons. Ulstein Power & Control has delivered a substantial amount of equipment to the vessel, including switchboards, the information and communication system ULSTEIN COM®, the navigation system ULSTEIN NAV and the integrated automation system ULSTEIN IAS®. Blue Fighter’s sister vessel will be delivered from Ulstein Verft in Q3 of 2012.
ROUTE, PORTS & SERVICES
Antwerp Container Traffic Rose 2.3 Percent Last Year
Antwerp’s container traffic rose 2.3 percent year-over-year in 2011, pushing total volume at Europe’s second- largest port up 5 percent. The rise in container traffic to a record 8.6 million 20-foot equivalent units maintained Antwerp’s ranking as Europe’s third-largest container port after Rotterdam and Hamburg. Total traffic climbed to 187.2 million metric tons from 178.2 million tons in 2010, driven by a 12.2 percent increase in liquid bulk shipments to just over 46 million tons. Source: The Journal of Commerce
KNRM Reddingstation Breskens ook in 2011 weer druk.
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Het KNRM Reddingstation Breskens heeft in 2011 57 reddingacties uitgevoerd. Dit zijn er een fractie meer dan in 2010 (53 reddingacties). Het merendeel van de reddingacties betrof sportvissers en zeiljachten die in de problemen waren geraakt. De meeste problemen werden veroorzaakt door motorstoringen. Daarnaast kwam de bemanning van de Zeemanshoop in actie voor onder andere medische evacuaties van voornamelijk beroepsvaartuigen (5x), kitesurfers en zwemmers (4x) en motorboten (12x). Onder de geredden bevonden zich diverse nationaliteiten. Naast Nederland en België waren ook Duitsland, Engeland, Frankrijk, Zweden en Indonesië vertegenwoordigd.
Reddingstation Breskens werd als noodmaatregel tijdens de tweede wereldoorlog geopend. Sindsdien is het Bressiaanse reddingstation een onmisbare schakel in de veiligheidsketen in de monding van (en op) de Westerschelde. Naast de vaste veerboten, beroepsvaart naar de havens van Vlissingen, Terneuzen en Antwerpen en de vele pleziervaart, komen er ook steeds meer (rivier)cruise schepen in dit gebied. Reddingboot Zeemanshoop heeft een geredde capaciteit van 120 personen en is 24 uur per dag, 7 dagen per week, 365 dagen per jaar inzetbaar. De reddingboot vaart binnen 10 minuten na alarmering uit en is door haar hoge snelheid bijna overal in haar gebied binnen een half uur na alarmering ter plaatse. De bemanning bestaat uit 1 beroepsschipper en 16 vrijwilligers.
The 2007 built SGP flag container ship MAERSK SEMAKAU embarking pilots off Marsaxlokk Harbour, Malta on
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Diana Shipping Inc. Announces Delivery of the Panamax Dry Bulk Carrier M/V Leto and Commencement of Time
Charter Contract With EDF Diana Shipping Inc., a global shipping company specializing in the ownership and operation of dry bulk vessels, announced today that the Company yesterday took delivery of the m/v "LETO", (formerly "Vathy"), a 81,297 dwt Panamax dry bulk carrier built in 2010.
As previously announced, the Leto is chartered to EDF Trading Ltd., London, at a gross charter rate of US$12,900 per day, minus a 5% commission paid to third parties, for a period of minimum twenty-four (24) months to maximum thirty-four (34) months. The charter commenced today. This employment is anticipated to generate approximately US$9.3 million of gross revenue for the minimum scheduled period of the charter.
Including the newly-delivered LETO, the Diana Shipping Inc. fleet currently consists of 25 dry bulk carriers (16 Panamax, 1 Post-Panamax and 8 Capesize) with a weighted average age of 6.2 years. The Company also previously announced two Newcastlemax new-building dry bulk carriers that are expected to be delivered during the first half of 2012. A table describing the current Diana Shipping Inc. fleet can be found on the Company's website, www.dianashippinginc.com
A photo taken last Wednesday showing the scenery at Esbjerg on the arrival of the jack-up Energy Enhancer, which arrived at Esbjerg from Malta for a refit. anchorhandler Maersk Tender picked the rig up at Rotterdam and had the
tugs Multatug 4 and Stevns Arctic as sidetugs for the voyage. In the background is Vroons brand new installationvessel MPI DISCOVERY jacked out of the water while being moblized for a wind-powerplant.
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Recession dynamics on Spain and Portugal trade
Shipping company OPDR expects to have transhipped around 170,000 TEU in 2011, 10% more than in the previous year. OPDR is a market leader in the short-sea transport of containers between Northern Europe and Spain/Portugal. Despite the debt crisis particularly in those countries, and the poor economic climate in general, the shipping company is in a positive mood. It has been noted that the cargo flows are not becoming smaller, but that the balance is changing: Spanish and Portuguese exports are increasing more than imports are shrinking. The crisis is even providing opportunities because direct road transport from Spain to Northern Europe is coming under pressure. Shippers therefore started switching more to transport by water a few months ago. Cargo The change is so marked that, since the autumn, OPDR has suddenly had to take large numbers of empty containers southwards. Since 1 November, an equipment imbalance surcharge of 50 euros per container has therefore been charged for the Portuguese and Northern Spanish ports. Although economic growth in the eurozone is declining further, OPDR sees more opportunities for the short-sea sector. Due to the economic decline, there is less chance of return cargo from the north for the Spanish road haulage companies. The uncertainty keeps them closer to home. Exporters therefore have to look for alternatives. ‘Whether you take the fruit and vegetable exporters in the south or the producers of chemical and consumer goods in the north, there is demand for short-sea solutions from every direction,’ says Till Ole Barrelet, OPDR manager. Against this background, the shipping company is modernising its container park. In 2011, 1200 new 45-foot pallet-wide/extra high containers were ordered and 300 new reefer containers went into use. Ships The situation on the ship market also provides OPDR, which has a strong balance sheet, with opportunities. Due to the very low price of ships, it could buy the four or five ships it usually hires. Up to now, many small shipping companies have been kept afloat by shipping banks. The pressure on their balance sheets is increasing, however, the longer the cases of rationalisation continue. Experts therefore expect to see a restructuring and consolidation of the market this year. OPDR should be able to benefit from this too. OPDR OPDR, founded in 1882 as Oldenburg-Portugiesische Dampfschiffs-Rhederei, operates five of its own 700-TEU ships and charter vessels between Northern Europe and the Iberian Peninsula. It also has a ConRo service between the Canary Islands and the Spanish mainland. In 2011, in conjunction with X-Press Feeders, a service was launched between the east coast of Spain and Tunisia and Morocco. The collaboration also involves the connection with Northern Europe (Route: Rotterdam, Antwerp, Vigo, Leixoes, Lisbon, La Coruna, Felixstowe, Rotterdam). X-Press restricts itself to the ‘feeder containers’ (= with a connection to intercontinental services) and OPDR represents the intra-European cargo (‘short sea’). OPDR has a turnover of about € 80 million and Hamburg operates a network of around 43 agencies in 27 countries from Hamburg. It employs 100 people on land and 100 at sea. Containers Rotterdam-Spain/Portugal Just like most European destinations, this trade was also hit badly by the economic crisis and recovery was slow. The geographic balance fluctuated in 2008-2010 around 65% southwards. Rotterdam is probably the market leader in Northern Europe on this trade. Hamburg and Bremerhaven together have posted about 122,000, 86,000 and 81,000 TEU since 2008 (own figures and from Hamburg/Schleswig-Holstein bureau of statistics). No figures are known for Antwerp. Source: Port of Rotterdam 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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