DAILY COLLECTION OF MAR ITIME PRESS CLIPPINGS 2014 –...

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2014 – 166

Distribution : daily to 29800+ active addresses 15-06-2014 Page 1

Number 166 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Sunday 15-06-2014 News reports received from readers and Internet News articles copied from various news sites.

The Brandnew Fassmer built BUGSIER 7 moored in Hamburg

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EVENTS, INCIDENTS & OPERATIONS

The EQUANIMITY was handed over to her owner and left the shipyard Oceanco in Alblasserdam above photo is

made from the pilot helicopter Photo : Rotterdam Marine Pliot Frans Sanderse ©

Chinese boats fail to stage scenes of ‘being rammed by Vietnamese ships’

Chinese vessels that are protecting Beijing’s illegal oil rig Haiyang Shiyou 981 in Vietnamese waters have attempted to stage scenes of “being crashed by Vietnamese boats,” but they have failed thus far, the Vietnam Fisheries Resources Surveillance Department reported Thursday. Throughout yesterday, many Chinese vessels deliberately blocked Vietnamese fisheries surveillance ships in front of the prows so that the foreign ships could be hit by the local counterparts, the department said. In another way, Chinese boats sailed past Vietnamese vessels and then suddenly reversed into them to make it look as if the foreign ships were about to be slammed into from behind by local vessels. They took such actions in an attempt to make false

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scenes in which local vessels could be seen ramming the Chinese ships in the waters, the department pointed out. However, the Vietnamese vessels managed to duck the Chinese side’s ‘traps’ and avoid collision, the department said.

Like Wednesday, China yesterday deployed 114 vessels to guard the drilling rig Haiyang Shiyou 981, including six military ships, 39 coast guard ships, 20 tugboats, and 35 fishing boats. Except for fishing ships, the Chinese coast guard ships and tugboats were arranged in groups in

areas 7-8 and 9-11 nautical miles from the platform.

They were ready to hit and fire water cannons at the Vietnamese law enforcement ships in order to prevent them from getting close to the drilling platform.

Despite the intimidation from Chinese vessels, the Vietnamese force tried to reach areas about 7-10 nautical miles from the rig to demand the platform and its guarding ships leave the Vietnamese waters, the department said. Similarly, Vietnamese fishing boats managed to maintain operations in their traditional fishing grounds about 30-40 nautical miles from the rig, despite the presence of large iron-clad Chinese fishing ships, which continuously used force or threatened to use force to dislodge them from the waters with the support of two Chinese coast guard ships, the Vietnamese department added. China has maintained the rig in the Vietnamese waters for over one month, and the platform’s guarding vessels have rammed or blasted local vessels with high-powered water, injuring 12 Vietnamese fisheries surveillance officers and several fishermen. Such attacks have also damaged at least 24 ships of Vietnam’s marine law enforcement and coast guard forces and a dozen fishing boats. Notably, a local fishing boat, DNa 90152, from central Quang Ngai Province, with ten fishermen on board, was rammed and sank by Chinese vessel #11209 in Vietnam’s waters on May 26. The hard hit threw all the ten into the sea, and they were luckily saved by another Vietnamese fishing boat later. Source : tuoitrenews

SCF spurred by increasing TCE revenues The Sovcomflot group (SCF) reported that gross revenue (freight and hire) increased by 16.5% to $361.5 mill during the first quarter of this year. TCE revenues increased by 34.1% to $270.6 mill and EBITDA increased 65.7%t to $153.6 mill, while net profit reached $58.1 mill in 1Q14, compared to $2 mill in 1Q13. There was significant growth in the crude oil transportation segment, SCF said, with TCE revenues increasing by 56.1% to $134.7 mill. The first quarter of this year marked the entry into service of the VLCC ‘SCF Shanghai’ (321,280 dwt), which is engaged on a long-term timecharter to PetroChina International (a subsidiary of China National Petroleum Corp) Commenting on the Group’s results Sergey Frank, SCF group president and CEO, said: “Following five years of recession, the tanker market is showing the early signs of a long overdue recovery.Throughout the down-cycle, Sovcomflot’s robust business model has continued to deliver. Our balanced chartering policy while being conservative enough makes us well positioned for the upswing in the market. “By focusing on servicing the transportation needs of our core clients and on large-scale industrial projects, in the hydrocarbons sector, we have benefited from better vessel utilisation and long-term contracted revenues. The Group’s future contracted revenues of $6.7 bill provide welcome protection against volatility in the tanker markets and a solid basis for the further growth of our business. “During the first quarter of 2014 we continued to implement the Group’s development strategy. This is designed to ensure that we continue to use state-of-the-art technologies across our fleet, in order to serve the evolving needs of our clients. Specifically, we aim to provide safe and reliable transportation for the developing oil and gas fields in the Arctic and sub-Arctic regions,” he said. Total assets at 31st March, 2014 totalled $6,562.5 mill (31st March 2013= $6,408.0 mill). SCF maintained stable net debt ratios throughout the period, with a slight overall decline in gearing (leverage) at the quarter end to 45.8% (31 March 2013= 46.3%). The Group’s cash position as at the end of 1Q14 was $335.7 mill (31st March 2013= $179.6 mill), reflecting the improved performance from the crude oil transportation segment and also a number of vessel sales. The TCE revenue increase in the crude oil segment during 1Q14 reflected stronger underlying dynamics in the crude oil transportation segment in general and a firming of daily timecharter



rates, which began in 3Q13 and continued throughout 1Q14. In contrast to the crude oil market, conditions in the products segment were less favourable with operating margins remaining under significant pressure. Against this background, TCE revenues increased by 1.9% to $53.1 mill during the first quarter, compared with the same period in 2013. SCF’s gas segment TCE revenues increased by 81.8% to $20.7 mill in 1Q14, compared with 1Q13. On 2nd February, 2014, Sovcomflot took delivery of ‘Velikiy Novgorod’, a 170,000 cu m capacity LNGC, which was built to ice class Ice2 and is engaged on a 15- year timecharter to Gazprom. SCF said that its corporate strategy priority is on the development of its LNG transportation activities. To this end, there were four LNGCs on order at the end of 1Q14, each of over 170,000 cu m capacity, for delivery up to 1Q16. All the vessels have long-term timecharter arrangements in place with Gazprom, Shell, or Yamal LNG. As at 31st March 2014, SCF Group’s fleet comprised 158 vessels (including vessels in joint ownership with third parties) with a combined deadweight of over 12 mill tonnes. These included 134 owned vessels; two chartered-in vessels; nine escort tugs, which have been chartered-out on bareboat charter to an associate company – Rosnefteflot; as well as four LNGCs and nine LR1s in joint-venture companies. Four vessels, with a total deadweight of 477,600 tonnes, were on order. These included - three LNGCs (Ice-class Ice2, 170,000 cu m capacity) and an Arctic LNGC (Ice class Arc7, 172,000 cu m capacity). Source : TankerOperator

Sunderland man denies arson aboard DFDS North Sea ferry

A PASSENGER accused of starting a fire on board a North Sea ferry has denied arson charges. Boden Hughes is said to have started a blaze in a cabin while the DFDS vessel was almost 30 miles out to sea on December 28. At Newcastle Crown Court the 26-year-old, of Fulwell Road, Sunderland, pleaded not guilty to arson with intent to endanger life and arson being reckless to life endangered.

He also pleaded not guilty to a charge of affray. His denials were entered after his defence team lost an application claiming the English courts had no jurisdiction to try him on the charges. Christopher Morrison, defending, said the alleged offence happened outside British territory, which extends 12 miles out to sea. Judge Robert Adams ruled that the English court does have jurisdiction, despite the alleged offence happening 28 miles out.

The judge said legislation under the Merchant Shipping Act and the Senior Courts Act state that British citizens accused of offences at sea can be tried under English law. Judge Adams said: “The court does have jurisdiction to try this case.” James Curry, 29, of Calshot Road, Castletown, Sunderland, admitted a public order offence and common assault in relation to what happened on the boat. He will be sentenced after Hughes’ trial, which is due to start on July 7.

Both men were remanded in custody. Two crew members and four passengers had to be winched off the DFDS Seaways vessel after breathing in smoke as a blaze took hold in cabin 568. A further 15 passengers and eight crew members were treated by doctors for smoke-related injuries after the incident. The ferry was forced to return to the Port of Tyne, where Hughes was arrested. Some 946 passengers and almost 130 crew were on board the Amsterdam-bound ferry. Source : Sunderland Echo

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Pullmantur’s MS Monarch in de spotlight (2) Al ruim een jaar speelt zich elke woensdag rond vier uur een spectaculair schouwspel af in de haven van Curacao: het 73.937 ton metende cruiseschip Monarch vaart achteruit de Annabaai uit of verlaat met een sierlijke boog de megapier op weg naar Panama, Colombia, Aruba en Venezuela, om precies een week later weer haar opwachting te maken in de wateren van het eiland. De passagiers zijn afkomstig van alle bestemmingen. Ik schaar me onder de 150 opstappers in Curaçao.

Tekst en foto’s: Els Kroon

Tot op het laatste moment staat er een lange rij voor het controlepunt aan de loopplank. De passagiers komen terug van een tour, een shopping trip of een verkenning van het eiland. Het merendeel, dat op het laatste nippertje terugkeert is Venezolaans. Onze winkelgrage zuiderburen torsen grote aantallen merktassen. Het schip ligt vandaag – het is de woensdag voor Pasen- aan de Matheywerf, want de 128.500 ton metende Carnival Breeze bezet de megapier. Een prettige bijkomstigheid want nu mogen wíj het uitvaren uit de Annabaai beleven, en dat is fascinerend en een tikkeltje emotioneel tegelijk. We kijken neer op de Sha Capriles kade waar een tiental barkjes ligt afgemeerd en bewonderen het

harmonicadak van de Nieuwe Markt. Vrienden en familieleden van Curaçaose passagiers staan enthousiast te joelen en te zwaaien aan de Handelskade. Die trekt prachtig belicht door de laagstaande zon, als een tafereeltje uit Madurodam aan ons voorbij. Ook Fort Amsterdam ligt er als een plaatje bij. De enthousiaste opmerkingen, die ik opvang van mijn medepassagiers vervullen me met trots. Ze hebben het over mijn eiland! Nog een keer zwaaien en we zijn buitengaats. De bemanning van de sleepboot verhoogt de feestvreugde met enkele extra rondjes en luid getoeter bij het keren. Onze kapitein beantwoordt het saluut met de Monarch’s sonore scheepshoorn. Het uitbundige afscheid typeert de informele sfeer aan boord. Wij, de opstappers van Curaçao kunnen rustig genieten van het uitvaren want we hebben de verplichte



veiligheidsbijeenkomst al achter de rug. De sloepenrol- met uitleg in het Nederlands- wordt heel serieus genomen. Met het zwemvest aan worden we begeleid naar onze aanmonsterstations op dek 7. Een kleurrijk tafereel dat zich afspeelt na elk havenbezoek met de nieuw gearriveerde gasten.

We passeren de Carnival Breeze, het nieuwste schip van Carnival Cruise Lines, vanaf juni 2012 in de vaart en voorzien van honderden balkonhutten. ‘Ons’ schip is gebouwd toen de balkons nog niet in zwang waren. Enkel de suites op dek 10 hebben dat privilege, maar dat deert ons niet. Wij hebben een gloednieuwe klimwand, en die moeten de passagiers van Carnival weer ontberen. Met een met zorg bereide cocktail in de hand zien we de golfbaan van Blauwbaai aan de einder verdwijnen. We maken ons op voor anderhalve dag op zee. Bestemming Colón in Panama. Eenmaal op zee wordt het pas goed duidelijk dat we op een Spaans schip zijn met overwegend Latijns Amerikaanse gasten en

bemanning. Met veel temperament en energie start het entertainment team de Curaçao Farewell party op het lido dek. Meer dan dertig, in het fris groen-wit geklede jongelui maken er een echt feest van. Het is Semana Santa en de hutten zijn vrijwel allemaal volgeboekt. We hebben groepen aan boord en veel families, waardoor de gemiddelde leeftijd lager is dan gewoonlijk. Als de zon achter de horizon is verdwenen wordt het tijd voor het eerste diner. In het atrium en rondom de nu geopende winkels, barretjes en het casino duiken mooi uitgedoste piraten op. Het zijn onze medepassagiers die waren voorbereid op de aan boord geldende thema avonden en daar uitgebreid werk van hebben gemaakt. Ook de volgende dagen zien we het

thema van de dag –seventies en eighties, rock & roll, elegant wit, en gala terugkomen in de kleding en het gedrag van de gasten. In de twee restaurants geldt een traditionele vaste tafelindeling, waarmee flexibel wordt omgegaan. De tijden zijn aangepast aan de Latijns-Amerikaanse gewoontes: de tweede zitting begint om kwart voor 10, en er is dan ook geen middernachtbuffet, met uitzondering van het uitgebreide galabuffet op maandagavond. Links : De jonge Venezolaanse kapitein Dimas Manrique brengt een toast uit tijdens de captain’s cocktail

De tweede dag is een ontspannen zeedag waarop bijna iedereen zijn vertier zoekt op het lido dek. De twee grote zwembaden zijn de hele dag het centrum van de georganiseerde activiteiten, gericht op de



Spaanstaligen aan boord, hoewel de typisch Amerikaanse quizzen en competities niet ontbreken. In de lounges worden seminars en workshops gehouden, die door het schip georganiseerde excursies en spa- en casinobezoek promoten. Er worden danslessen gegeven en bingo gespeeld. De Broadway lounge wordt overdag gebruikt als bioscoop en de disco als kerk. In de conference room wordt geknutseld en voor de jeugd is er in twee leeftijdsgroepen veel entertainment. Kortom, wie zich verveelt aan boord is dat zelf schuld.

De Nederlandstalige passagiers uit Curaçao, Aruba en Nederland worden, hoewel ze sterk in de minderheid zijn, allerminst genegeerd. Gastheer Christian is alom tegenwoordig om hun belangen te behartigen bij de receptie of tijdens informatieve bijeenkomsten. Hij neemt elke gelegenheid te baat om acceptatie te vragen en begrip te kweken voor de Latino sfeer aan boord en raadt ons aan daar vooral van te genieten. De in Curacao opgestapte groep heeft daar geen moeite mee. De Nederlanders, die hun reispakket van cruise met verblijf in Curacao voor een scherpe prijs in hun eigen land hebben geboekt, genieten werkelijk van elk moment. De gastvrije, hardwerkende mensen in de bediening leveren daaraan een fikse bijdrage. Het valt op dat er ondanks de gratis en overvloedig geserveerde alcoholische drankjes geen uitspattingen zijn te bespeuren. De sfeer is gewoon gezellig, en dat vinden ook de Nederlanders, die elke dag het boordprogramma en het menu in hun eigen taal ontvangen. Dat de vertaling niet altijd helemaal correct is leidt soms tot amusante dubbelzinnigheden. De band ‘Alegra Tropical’ heet in ons programma ‘Tropische Vreugde’ en wat te denken van ‘Huisvrouw Tiramisu Stijl’ als toetje? Na onze tweede dag aan boord zijn we helemaal geacclimatiseerd; klaar voor onze eerste aanloophaven: Colón aan de ingang van het Panamakanaal. Daarover volgende keer meer

China set to give green light to P3 Network

Liner alliance can expect smooth regulatory sailing as China — unable to provide a credible alternative — will likely follow the US and Europe in giving approval for its formation Chinese liner industry insiders expect Beijing’s regulators to approve the worldwide P3 Network as the country’s containership owners are too weak to provide them with a credible alternative.

China, along with South Korea, has yet to give its official blessing to the operational alliance that will link the biggest assets of the world’s largest players on the main routes. US regulators have already approved the P3 as not being a threat to competition and last week the European Commission (EC) also made it clear that it would not mount an investigation into the matter. Maersk officials have told TradeWinds that Chinese regulatory approval is a sine qua non for P3 going live. Feeder systems based on hub ports from Singapore to Busan are not a viable alternative to direct calls in China. A Chinese nod also looks more than likely from a Chinese prospective. “It’s on its way anyway. It’s inevitable,” said a well-placed Chinese liner shipping expert. “It’s not in the government’s own interest to fight against P3.”

Some foot-dragging may be expected. However, this should not severely harm the P3 players, who are no longer driven by the same desperation as a year ago. The source, who has a close insight into Chinese liner shipping business and policy and who articulates views that are not unrepresentative, was unwilling to be identified by name or employer. Politically, China’s needs as an exporter of manufactured goods rank higher than its need to carry the cargoes on its own ships, the source says. On top of that, China’s three biggest containership players — all state owned — are currently too battle-weakened to mount a challenge to the alliance, which is led by Maersk Line and also incorporates Mediterranean Shipping Co (MSC) and CMA CGM. The smallest of China’s big three, Sinotrans & CSC, has yet to resolve a series of internal conflicts resulting from an enforced merger. Its two bigger brothers, Beijing-based



Cosco and Shanghai-based China Shipping Group (CSG), are worldwide containership players in their own right and have been directed by Beijing to co-operate both in domestic and international markets.

But corporate rivalries have stalled the co-operation at the international level — especially because elder brother Cosco expects to lead but is still financially weak after years of losses at its main stock-listed entity, China Cosco. In addition, co-operation is made more difficult because of Cosco’s higher cost base. CSG has orders for ships of up to 19,000 teu but Cosco would be challenged to match this. Cosco has higher financial expenses than CSG because of the respective timing of the orders in their newbuilding portfolios and also has larger operational costs because of greater inefficiencies in that area.

Left : boatmen vessel assisting during the mooring process of the Eugen Maersk in the Europa harbour in Rotterdam Europoort. Photo : Willem Ooms - IB-OOMS

“There have been some talks between Cosco and CSG but there has been no outcome,” said the

liner shipping expert, referring to the mooted international co-operation rather than the domestic agreement that is already in effect. “CSG has had better reason to build big ships. If Cosco cannot lower its costs significantly, no matter how many big ships it built, it would only mean greater losses, especially in the east-west trades.” A further advantage that P3 enjoys over the Asian players is that its customers, especially for Maersk, have a higher proportion of long-term clients and are therefore less crucially dependent on raising spot shipping rates.

The MSC EMANUELA anchored off Singapore awaiting berthing at the Pasir Panjang Container Terminal

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Nor is the all-Asian carrier alliance, CKYHE, a viable alternative to the P3 or G6 because of cultural and operational factors. “The Europeans are more sophisticated,” said the Chinese liner expert. “In Asia, every player wants to be king, so it’s hard for CKYHE to negotiate and co-ordinate. But P3 clearly has Maersk as a firm operational platform.”

The G6 alliance, made up of Hapag-Lloyd, Mitsui OSK Lines (MOL), Nippon Yusen Kaisha (NYK), Orient Overseas Container Lines (OOCL), APL and Hyundai Merchant Marine (HMM), has recently been said to be looking at orders for ships of up to an unprecedented 23,000-teu capacity. There is also greater unlikeness among the fleets of the CKYHE players — Cosco, K Line, Yang Ming, Hanjing and Evergreen — whose members are very unequal in the biggest teu segment. TradeWinds understands that talk of CSG participation alongside Cosco in the CKYHE alliance is only talk at present. TradeWinds recently reported on European lobbyists for P3 as describing China as the “wild card”

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in the global regulatory game on which P3 depends. Both the China Shipowners’ Association (CSOA) and the Korea Shipowners’ Association (KSA) have said that their members have concerns. But in China, as in Europe, shippers carry greater economic and lobbying weight than shipowners, and Chinese sources point out that the crucial approvals are in the hands of China’s ministry of commerce, not its ministry of transport, which is organically tied to the big state shipowners and where they have direct access to — and influence on — the regulatory process. Source : Tradewinds

The CONTI MADRID passing Istanbul heading south through Suez on a voyage from Constanza

Photo : Adrian Brown ©

Diana Shipping Inc. Announces Time Charter Contract for m/v Oceanis With

Glencore Diana Shipping Inc. a global shipping company specializing in the ownership of dry bulk vessels, announced that it has entered into a time charter contract with Glencore Grain B.V., Rotterdam, for one of its Panamax dry bulk vessels, the m/v "Oceanis". The gross charter rate is US$9,000 per day, minus a 5% commission paid to third parties, for a period of minimum seven (7) months to maximum ten (10) months. The new charter period is expected to commence on June 19, 2014. The "Oceanis" is a 75,211 dwt Panamax dry bulk vessel built in 2001.

This employment is anticipated to generate approximately US$1.9 million of gross revenue for the minimum scheduled period of the time charter. Diana Shipping Inc.'s fleet currently consists of 38 dry bulk vessels (2 Newcastlemax, 10 Capesize, 3 Post-Panamax, 3 Kamsarmax and 20 Panamax). The Company also expects to take delivery of 2 new-building Newcastlemax dry bulk vessels and one Kamsarmax dry bulk vessel during the second quarter of 2016. As of

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today, the combined carrying capacity of our fleet, excluding the three vessels not yet delivered, is approximately 4.21 million dwt with a weighted average age of 6.79 years. A table describing the current Diana Shipping Inc. fleet can be found on the Company's website, www.dianashippinginc.com

Netherlands: Congestion at container terminals in the Port of Rotterdam

The CSAV LLUTA moored at the APM Terminal in Rotterdam-Europoort

Photo : Paul Gerdes ©

Vessels and operators are experiencing significant delays at a container terminal in the Port of Rotterdam. While there are a number of factors in play, the resulting delays can be significant and may endure for an extended period of time. The effect has been to delay both long haul vessels and local feeder traffic. Long term the underlying issues are expected to resolve themselves and further capacity will be added when the first terminal on Maasvlakte 2 opens later this year. This being a new operation of DP World / New World Alliance and CMA CGM. In the meantime, however, members calling at Rotterdam should be prepared for the present situation. Key advice Members whose vessels call at Rotterdam for the container trade, be it long haul, regional or local, should be aware of the issue and take this in to account for their operations. As delays can lead to claims, both from cargo side as well as storage facilities, and can lead to losses for at least one party in the charter chain with respect to payments for hire and fuel while the vessel waits, it would be prudent to review the terms of contracts (charterparties and contracts of carriage), particularly for: 1. hire / off hire provisions 2. freight payment provisions 3. NOR requirements 4. laytime and demurrage provisions 5. delay and detention provisions 6. so called “Force Majeure” provisions 7. deviation and liberty clauses Should members have any concerns or experience difficulties, they are asked to contact their local Skuld Business unit. Source: Skuld

J2 Subsea unveils ROV dredger J2 Subsea, an Acteon company, unveiled the We3D, WeSubsea’s 3in titanium remotely operated vehicle (ROV) dredger at Subsea Asia. J2 Subsea and Seatronics are now offering WeSubsea's full range of titanium dredgers.

The We3D dredger is designed to operate on smaller ROVs and larger work class ROVs. "The dredger is constructed from titanium and is compact. Its lightweight and robust features ensure that the We3D is easier to mobilise and operate than other dredgers in the market,"he company claimed. John Walker, director of J2 Subsea, said: “We are excited to present the We3D dredger. We are growing significantly in the region and value the opportunity to

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showcase high-end technology in an important local arena. “The new 3in titanium ROV dredger is considerably more powerful than others currently on the market, easy to use and low maintenance." Source : offshore Shipping Online

Independent Consultants and Brokers in the International Tug and Supply Vessel market (offices in London and Singapore)

Telephone : +44 (0) 20 8398 9833 Facsimile : + 44 (0) 20 8398 1618

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Two former Dutch pilot cutters moored in Malta, the cutters still siling under their original names MARKAB and ANTARES both vessels are operated by Antares Charter whch is a young charter company lead by a German management and is operating under the Vanuatu flag. Antares provide maritime services to a broad spectrum of clients. With the first ships in our fleet and the increasing demand for services in West-Africa, they put our first focus on the Gulf of Guinea. Antares can provide services to private companies and governments. For this, they can count on assistance from our partnering company ISN, to provide them with highly skilled personnel for each assignment. As they built the ANTARES as a multi-purpose vessel, they can be your partner when in need of a support vessel for your research or diving expedition or a hotel ship for your employees or operators. Photo : Michael Cassar ©

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Nigeria: Shell Shuts in 40,000BPD Crude Oil Production


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Shell Petroleum Development Company of Nigeria Limited (SPDC) has suspended crude oil production at the EA field for repair of the Soft Yoke Mooring Platform (SYMP), which connects the Floating Production Storage and Offloading (FPSO) vessel, code-named 'Sea Eagle' with the mooring platform. The company also declared force majeure yesterday on exports of EA blend of crude oil until the work programme is completed and production resumed.

This development followed what SPDC called recent bad weather offshore, which damaged the SYMP bearing, thereby necessitating the shutdown of the facility. Though the EA has a production capacity of 115,000barrels per day, Shell's Media Relations Manager, Mr. Precious Okolobo, said in a statement yesterday that only 40,000 barrels of oil per day production was deferred.

The offshore field, located close to about 12 communities around Iduwini Kingdom in Ekeremor Local Government Area of Bayelsa State, is south west of Warri in water depths of around 25 metres. One of the early incidents of kidnapping of oil workers in the Niger Delta was recorded at the facility on January 10, 2006 when militants kidnapped four foreign oil workers, including an American, a Russian and a Croatian, forcing Shell to shut down the 115,000 barrels per day platform.

It resumed production in July 2009 after more than three years offline, with an initial output of 50,000 barrels a day, which was later ramped up to its production capacity of 115,000bpd. Shell had also shut down the SPDC Joint Venture-operated oilfield in April 2010, as a precaution to enable repairs on the FPSO, which achieved first oil on December 14, 2002. Between 2007 and 2010, Shell was said to have spent several billions of naira on projects in the 12 EA host communities. The company also trained 12 scaffolders and painters currently working on the Sea Eagle in addition to the 12 community focal representatives the company engaged. Source : AllAfrica

The EERLAND 23 in her new Boskalis livery – Photo : Jan Oosterboer ©

Catcher development approved offshore the UK

A group led by Premier Oil PLC has received government approval for development of three oil and gas fields in the Catcher area of the UK Central North Sea. The group will drill 22 subsea wells—14 producers and 8 water injectors—in

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Catcher, Varadero, and Burgman fields for tieback to a floating production, storage, and offloading vessel leased from BW Offshore. Water depth in the area is about 300 ft. Production will begin in mid-2017 and peak at about 50,000 b/d of oil. Reserves are estimated at 96 million boe. Oil produced by the Catcher area fields will be loaded onto tankers from the FPSO. Natural gas will enter the Shell-Esso Gas and Liquids (SEGAL) system for transport to St. Fergus. Premier, operator, holds a 50% interest in Blocks 28/9a and 28/10c. Cairn Energy PLC holds 30%, and MOL Group holds 20%. Source : Oil & Gas Journal

The MSC YOKOHAMA arriving in Rotterdam-Europoort, the 300 mtr long and 42 mtr width liner is built at Hyundai

Heavy Industries Co Ltd shipyard in Ulsan under yard number 1546 and was delivered IN 2004 as the E.R.YOKOHAMA to ER Schiffahrt GmbH & Cie KG, renamed COSCO YOKOHAMA in December 2004 and got her

present named MSC YOKOHAMA in July 2013 Photo : Cees van der Kooij ©

Bumi Armada sukuk plan PETALING JAYA: Bumi Armada Bhd and its wholly-owned subsidiary, Bumi Armada Capital Malaysia Sdn Bhd (BACM), have entered into documentation for the establishment of an unrated sukuk issuance programme of up to RM1.5bil in nominal value, under the syariah principle of murabahah. Bumi Armada intends to use the proceeds of the programme to finance the capital expenditure, working capital, general funding, debt and other costs related to the company. It said that the programme would provide BACM with the flexibility to raise funds via the issuance of sukuk murabahah from time to time, with varying tenors. The principal adviser and lead arranger for the programme is Maybank Investment Bank Bhd. The first issuance of the sukuk murabahah shall be made within two years from the date of authorisation by the Securities Commission Malaysia. Source : The Star Online

The 1992 built USA flag and owned offshore supply ship HOS CENTERLINE offshore Malta after leaving Marsaxlokk Harbour, Malta on Saturday 24th May loaded with 22,000 barrels of mud. Photo : Capt. Lawrence Dalli - www.maltashipphotos.com ©

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Royal Caribbean Quantum of the Seas Royal Caribbean’s Quantum of the Seas is the most anticipated new cruise ship for 2014. The ship is scheduled to be completed by November and recently passed the 60% complete mark at the Meyer Weft Shipyard. The Quantum of the Seas is the first cruise ship in a new

class of vessels being built by Royal Caribbean. CLICK ON THE PHOTO TO VIEW THE CONSTRUCTION MOVIE The Quantum will hold nearly 5,000 passengers at maximum occupancy and will be the 3rd largest cruise ship in the world at 167,800 gross tons. The cruise line is pulling out all of the stops when it comes to entertainment on the Quantum. From the Broadway hit Mamma Mia! to the Two70 Theater, all entertainment onboard will be included in the cruise fare. This is welcome news to cruisers who are starting to become leery of the extra surcharges that cruise lines are starting to impose. The window of opportunity to cruise on the Quantum of the Seas will be short for U.S. based cruisers. The Quantum will sail two brief sampler 2 and 3 night cruises after a 9 night Transatlantic crossing. After 5 months of sailing to the Bahamas and the Caribbean, the Quantum will head to China for 3-8 night cruises to Japan and Korea. Source : CruiseFever

Parakou in potential $432m MR tanker order at SPP Shipbuilding

Orders are said to be part of the Hong Kong-based owner’s fleet growth plans and to lay the groundwork for a potential New York listing Parakou Shipping of Hong Kong is set to splash out $432m on tanker newbuildings.

The CC Liu-controlled company has returned to South Korea for up to 12 medium-range (MR) products tankers at SPP Shipbuilding. Parakou has booked four firm vessels for delivery in 2016. The deal also includes four plus four optional units. The price of the 52,000-dwt tankers is said to be around $36m each. CC Liu was travelling and not available for comment before TradeWinds’ press time. Well-placed sources say the newbuildings form part of the company’s fleet-renewal and expansion plan. One shipping source notes that Parakou sold two tankers last year and added: “Since the firm order is for four ships, it can also be viewed as the company’s fleet expansion plan.” Market players say the company’s intention to list its tanker company Parakou Tankers Inc on Wall Street is another reason for the large number of newbuildings.

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In April, TradeWinds reported that Parakou divided its bulker and tanker fleets into two separate businesses, with the latter called Parakou Tankers Inc. The Manhattan-based operation, which controls eight MR tankers and two chemical tankers, is managed by Liu’s eldest son Por Liu.

Parakou Tankers has recruited seasoned public-company executives Gregory McGrath and Peter Bell as chief financial officer and chief commercial officer, respectively. Their appointment is said to demonstrate Parakou Tankers’ New York listing ambitions. The company is also reported to have proposed the flotation plan to investment banks such as Goldman Sachs and JP Morgan, and is said to be targeting a listing within the next 12 months. Newbuilding observers believe Parakou has chosen Korea instead of China for the MRs as there are few Chinese yards constructing such vessels. The reputable ones, such as Guangzhou Shipyard International and New Times Shipbuilding, are fully booked and their prices are not competitive. On the bulker front, Parakou has 15 handysize bulkers in the water. These are managed from its Hong Kong office. The company also has a dozen ultramaxes under construction at Chengxi Shipyard. In March, Parakou sold two of its newbuildings — Hull No 639 and Hull No 640 — to Scorpio Bulkers for $27.4m each. It ordered the Dolphin 64-design bulkers last year at a reported price of around $25.5m each, with delivery slated for between 2015 and 2017. Source : Tradewinds

The EVER LEGION moored aty terminal Burchardkai in Hamburg – Photo : Jan Ove Jan Mühlpforte ©

Tanker market sentiment weak in May According to the latest monthly report from OPEC, In May, crude oil tanker market sentiment remained weak, while dirty average spot freight rates dropped by 2% compared with the previous month. The drop came mainly because of a 10% decline in VLCC sector average spot freight rates for all reported routes in May compared with the previous month. Suezmax and Aframax freight rates remained stable at the same levels as registered a month earlier. Several factors supported the general weakness in spot freight rates in May, though holidays at the beginning of the month had a strong impact.

The OCEAN TRADER moored at Jurong Island in Singapore – Photo : Piet Sinke © – CLICK on the Photo !!

A low number of tonnage demand fixtures supported tonnage oversupply in both East and West of Suez, as did incomplete refinery maintenance. In general, May was found to be light on deals, despite a return from refinery




maintenance. Clean tanker sentiment was mixed in May; while freight rates increased in East of Suez by 5% from a month ago, they dropped by 9% in West of Suez. Low activity, limited tonnage demand and holidays were the main factors driving the drop in the West of Suez clean tanker market. Spot fixtures In May, OPEC spot fixtures declined by 0.95 mb/d or 7.6% compared with the previous month to stand at 11.58 mb/d. The number of fixtures in May were on the low side as tonnage demand was down, partially due to seasonal maintenance. All chartering activities showed a drop from both the previous month and one year earlier. The Middle East-to-East and Middle East-to-West routes experienced a drop of 8% and 7%, respectively, while outside the Middle East fixtures declined by 7%. On the whole, global oil spot fixtures were down in May by 1.29 mb/d to 16.8 mb/d compared with the previous month. Sailings and arrivals OPEC sailings dropped by 0.40 mb/d or 2% in May on a monthly basis and an annual comparison reflected a similar drop, also in terms of percentage. According to preliminary data, arrivals at the main importing regions showed an increase from a month earlier, with the exception of West Asia and Europe, which increased by 2% and 3% from a month ago to average 4.35 mb/d and 12.58 mb/d, respectively, in May. North America and Far East arrivals saw drops in May compared with the previous month. US arrivals indicated a drop of 1.3% to stand at 9.38 mb/d and Far East arrivals lost 2.5% to stand at 8.64 mb/d in May. Spot freight rates VLCC The VLCC segment suffered the most in May as spot freight rates for all routes weakened. Spot freight rates for VLCCs on the Middle East-to-East long-haul route decreased by 11% in May compared with the previous month to average WS36. The decrease came on the back of continued low activity, despite the approaching end of maintenance season. VLCC spot freight rates for the Middle East-to-West long-haul route averaged WS26 in May, compared with a month earlier. Freight rates to the West experienced a similar drop to that of the East, as activity waned, leading to a decline of 11% over the previous month. VLCC spot freight rates in West Africa were no exception to other reported regions; they decreased by 8% to average WS39 in May, exhibiting tonnage oversupply and lower lifting from Asian buyers. On average, VLCC freight rates were down from a month earlier by 10%. The VLCC market suffered from increasing competition among VLCC owners, leading to lower freight rates. In many cases operational costs were barely covered. Suezmax Suezmax spot freight rates ended the month of May flat from a month earlier. Freight rates reported a slight increase on the Northwest Europe-to-US route to stand at WS51 points, while dropping by a similar level for tankers trading on the West Africa-to-US Gulf Coast (USGC) to average WS55 points. The West African market firmed at the end of the month, leading to Suezmax tankers ballasting there, thus reducing the high availability of Suezmax in the Middle East. The Suezmax market and freight rates in the Mediterranean and the Black Sea were often reported stable during the month before firming, following freight rate movements in West Africa. Meanwhile, higher freight rates in the West were registered on the back of prompt replacements during a time of relatively tighter availability. Aframax Aframax spot freight rates were mixed in May, registering increases on some routes while reflecting losses on others, when compared with last month. These tendencies offset each other, leading to flat changes on average. Gains in Aframax spot freight rates came on both the Indonesia-to-East and the Caribbean-to-US East Coast (USEC) routes, which increased by 2% and 15%, respectively, in May, compared with a month earlier. Tonnage availability appeared to be less in the Caribbean, where there was a healthy amount of activity. Mediterranean spot freight rates were under pressure in May compared with last month. Mediterranean-to-Mediterranean spot freight rates dropped by 12% in May compared with the previous month, while Mediterranean-to-Northwest Europe rates declined by 9%. The decline in Mediterranean-to-Mediterranean rates was supported by a quiet market and lack of activity, while freight rates did firm occasionally as a flow of activity occurred at the end of the month. However, it was not sufficient to reverse the average downward movement of freight rates. This firmer trend did not last long, as freight rates later declined while the tonnage position list lengthened. Even some delays at the port of Trieste were easily accommodated. Freight rates in Northwest Europe were flat at the beginning of the month before dropping, mainly in the Baltics. The end of the month saw slightly enhanced freight rates in Northwest Europe as activities increased ahead of several holidays in the region. The Aframax freight rate decline was also affected by maintenance at Primorsk. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide



The ZHEN HUA 29 arrived at Singapore West Jurong anchorage to discharge contractor equipment

Photo : Piet Sinke © – CLICK on the Photo !! or HERE for another view

Greece would win shipping World Cup A shipping World Cup featuring the countries participating in this year’s football tournament in Brazil would see traditional maritime powerhouse Greece come out on top. Latest figures released by online valuation and tracking service VesselsValue.com show Greece to be the world’s leading shipping nation with 4,056 vessels. In a shipping World Cup final, the Greeks would come out on top over Japan, which has 3,794 vessels. Germany (2,717 vessels) would place third ahead of South Korea (1,311 vessels). Host nation Brazil (118 vessels) would qualify for the second round, as would Iran (151 vessels). African nation Ghana, which has just one vessel, would place last. If the United Arab Emirates (380 vessels) and Saudi Arabia (108 vessels) had qualified for the World Cup, their fleet sizes would have seen them qualify from the group stage for the Round of 16. Source: ASC

Communication breakdown, it’s always the same

Despite apparent advances in technology and crew training, collisions are continuing to occur as a result of communication breakdowns. Two incidents that have been the subjects of recently published accident investigation reports involved failings by crew that have long been identified and, optimistically perhaps, addressed by either voluntary changes in industry practice or new international rules on safety and crew training. The failings include a dangerous reliance on VHF radio in collision-avoidance manoeuvres; a similarly risky reliance on the Automatic Identification System (AIS); and poor communication between both ships and fellow officers with different languages and cultures.In the earlier incident (in June 2011) between two German-managed containerships (the CSAV Petorca and the CCNI Rimac) fog and fishing vessels in a busy Chinese fairway were contributory factors, but the main cause of the collision were misunderstandings on both bridges about each other’s intentions. The involvement of local Vessel Traffic Services (VTS), rather than helping the ships to pass each other safely after one had changed course to avoid the fishing vessels, only seemed to create greater uncertainty. The collision caused 26 containers on the CCNI Rimac to fall into the sea and a specialist firefighting team had to board the same ship to deal with a potentially dangerous situation when sea-water that poured in through a punctured hull reacted with hazardous cargoes in four other containers. The CSAV Petorca suffered only slight damage to its bow. There were, however, no injuries on either ship and no pollution. In the later incident (in March 2013) involving a UK-flag containership and a Panamanian-flag bulker in the South China Sea, fishing vessels were also involved but this time the fault lay mainly with the Filipino officer of the watch (OOW) on the containership CMA CGM Florida. He relied too heavily on a junior Chinese officer to inform him clearly of a passing agreement made in Mandarin over VHF with the Chinese OOW on the bulker, Chou Shan. The collision caused extensive damage to the containership which was holed above and below the waterline, resulting in the loss of 610 tonnes of fuel oil, although this was rapidly contained and cleaned up. In addition, 263 containers were damaged or lost overboard. The bulker sustained serious damage to its bow. The report into the 2011 incident by the German marine accident investigation agency BSU concludes, “Rather than hearing what was actually said when the manoeuvre was arranged, the ship’s command on each ship heard…what was expected to be the only correct statement and already planned subjectively.”






In other words, officers pre-supposed what each other would say and based their actions on that rather than what, as it turned out, had actually been said. It is a commonplace in life that people often only hear what they want to hear. Anything that does not conform to expectations is treated as if the other person did not mean to say what they did. The report by the UK’s Marine Accident Investigation Branch (MAIB) into the 2013 incident notes the Filipino OOW and Chinese Second Officer on the CMA CGM Florida were “hampered in their attempts to communicate by having to converse in a second language [English]”. It also suggests the junior of the two Second Officers was likely to have been “respectful of the Filipino OOW’s age, experience and authority”, while the Chinese OOW on the Chou Shan was “probably influenced by the high power-distance hierarchy of his national culture in agreeing to a manoeuvre about which he had concerns”. The term “power-distance” is now common in accident investigation reports and officer training courses. Both have adopted the idea of a power-distance index or PDI which grades countries according to the degree people subordinate themselves to those perceived to be of higher authority. With the world PDI average 55, China scores highly at 80, while “western” countries have below-average scores, suggesting their nationals are more likely to challenge and question authority. PDI was cited in the reports into the Cosco Busan incident in 2007, when a containership spilled fuel oil after colliding with a bridge tower in San Francisco Bay and into the APL Sydney incident in 2008 when another containership dragged its anchor, snagging and rupturing a gas pipeline in Port Phillip Bay, Australia. Both ships had Chinese crews and pilots from low-PDI countries on board. There were, however, other factors in play in the two more recent collisions. The report into the 2011 incident identified language barriers and over-reliance on radio communication and unclear orders on when to call the Master. The Chinese Second Officer on the CMA CGM Florida had also only recently joined the ship and at the time of the incident was familiarising himself with the bridge and navigation equipment. His involvement in the incident arose initially from his ability to speak Mandarin and communicate with both fishing vessels and the Chou Shan. The Filipino OOW on the containership is also criticised in the MAIB report for his lack of situational awareness in relying too heavily on the AIS information on the radar display. Both reports also include revealing pre- and post-incident comments, recorded on either VHF or voyage data recorders, made by officers trying but failing to avoid a collision. No doubt they will be used extensively in training courses. Luckily perhaps for the companies involved, neither of these incidents resulted in serious pollution other than the spill of fuel oil from the CMA CGM Florida. But, as in other incidents, there will have been costly retraining of officers and rewriting standing orders and safety manuals on top of any costs incurred in repairs and chartering in replacements. Pressure no doubt on operational management to control costs in highly competitive markets contributes to failings in ships’ safety that no amount of legislation on safety management and crew training appears able to prevent. “Communication breakdown”, the song says, “I’m having a nervous breakdown, drive me insane”: words that many at the sharp end of shipping might agree describe their situation all too well. Source: BIMCO

Piracy falls off Somalia, ticks up in Southeast Asia

Southeast Asia has overtaken the Horn of Africa as the world’s hot spot for pirate attacks after concerted international efforts to police the waters off Somalia, the U.N. said. Last year 28 boats were attacked in the western Indian Ocean but none taken captive, the United Nations Institute for Training and Research said in a report. That compares with January 2011, when Somali pirates seized 736 hostages and 32 boats, holding some onshore and others aboard their vessels. “There has been a significant reduction in the number of pirate attacks during 2013, to the extent one can claim they have almost stopped,” the agency said. Attacks in the Horn of Africa spiraled from the early 2000s, with pirates hijacking cargo ships and taking crews prisoner for months and even years. Much of the reduction in attacks is down to the international fleet that has started to patrol the Gulf of Aden and Indian Ocean, and many merchant vessels have started hiring armed guards for the most dangerous section of passage. Attacks have also become less deadly, with incidents involving rocket-propelled grenades falling from 43 in 2011 to just three last year. At the same time the pirates’ ransom haul fell from $150 million in 2011 to $60 million the following year. They are also sticking much closer to shore, with the average raid taking place less than 50 kilometers from the coast in 2013, a quarter of their range three years earlier. Meanwhile piracy has surged in Southeast Asia, particularly in the maritime transit hub of the Malacca Straits, between Malaysia and Indonesia. Attacks in the region topped 150 last year after beginning to tick upwards in 2010, the U.N. agency said. “Piracy in the Malacca Strait continues to be a major disruptor for safe routes in the eastern Indian Ocean,” it said. Last month the International Maritime Bureau said that there had been 23 actual or attempted attacks in Southeast Asian waters between January and March, mainly off Indonesia. The agency said piracy was likely to become even



worse in the region as the center of gravity of global shipping continues to shift toward Asia. “With changing climatic conditions at high latitudes and medium-to-low-income countries in Asia experiencing the largest growth per capita, additional transport routes may be explored,” it added. In total the World Bank estimates that piracy costs the global economy roughly $18 billion a year in increased trade costs. That amount “dwarfs the estimated $53 million average annual ransom paid since 2005,” the bank said in a 2013 report. Another focus of piracy is Africa’s Gulf of Guinea off West Africa, where there were 50 incidents of piracy last year. Attacks in the region have become increasingly violent, causing economic disruption and sparking a military fight-back by governments. A Greek oil tanker with 24 crew aboard was hijacked in early June off Ghana, the International Maritime Bureau said. “The number of attacks shows no sign of decreasing. Attacks in the high seas have increased, while attacks in ports are on the decrease,” said the United Nations Institute for Training and Research. Source: Japan Times

CASUALTY REPORTING

70 injured as Hong Kong high-speed ferry crashes in Macau

Sixty Hong Kong residents were among 70 people injured when a high-speed ferry carrying 233 passengers and crew members slammed into a breakwater off Macau's main ferry terminal The Turbojet ferry, CACILHAS mounted the breakwater before listing to its right in the accident at about 9.30am, Macau's Marine and Water Bureau said. "A hole was made in the bow of the vessel and the engines could be seen through the hole," a bureau spokeswoman said. "After the crash, the vessel listed to one side, ran aground and slightly took in water."

Left the CACILHAS in full flight Photo : Andrew Mackinnon ©

The impact happened at high tide, she said, and the breakwater might have been submerged. The bureau will investigate

the cause of the incident. The vessel will be removed from the scene at high tide The Macau-bound jetfoil left the Hong Kong-Macau ferry terminal in Sheung Wan at about 8.30am. The incident occurred as it entered Macau's inner harbour. At least four rescue boats were dispatched to evacuate passengers and crews from the jetfoil. They were ferried to the inner harbour ferry terminal and a temporary pier at Taipa. One passenger recalled hearing several loud noises after the boat began listing to one side. "Some passengers were hurled out of their seats by the crash," he added.

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Macau's Health Department said 46 men and 24 women, including nine crew members, were injured. They included 60 Hong Kong residents, four Korean tourists, one Japanese visitor and two Thai travellers. "A 68-year-old [Hong Kong man] suffered a fracture in the cervical vertebra and needed to undergo surgery," it said. The others had minor injuries, mainly bruises and abrasions.

"CACILHAS was sailing under fine weather conditions at 35 knots (64km/h) when the incident happened," Turbojet said. The jetfoil received its last annual inspection in July and the captain had 34 years of sailing experience on the same type of vessel, according to the operator. Last month, more than 30 people were injured when a ferry from Tsim Sha Tsui to Macau collided with a mainland cargo ship near Cheung Chau. Source : South China Morning Post

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NAVY NEWS Dutch MoD advances submarine

replacement

The WALRUS at the river Tyne recently – Photo : Kevin Blair ©

The Dutch MoD plans to finalise a specification requirement for a new submarine mid-2015 to replace the Walrus-class. ‘The cost-benefit ration for another overhaul is extensive so the submarines need to be replaced,’ said Captain Hugo Ammerlaan, Commanding Offices Submarine Services Netherlands at UDT in Liverpool A current €95.3 million Life Extension Programme (LEP) extends the life of the Walrus-class until 2025. Ammerlaan said that in 2015 the Dutch MoD will present its vision to the parliament with a requirement being finalised later that year. He expects that the decision process is going to be complex. ‘We had to postpone the decision because of the long F-35 procurement process. This means that we now have a very tight time schedule,’ said Ammerlaan. ‘The current budget is further not sufficient to procure the four boats that we need,’ he added. However, public opinion is an important factor as ‘everyone remembers the Walrus-class affair.’ The programme had a high political and financial profile with total costs of nearly €1 billion after completion of the guarantee overhaul of the fourth and final vessel in 1995. As a result of the current budget constraints, the Dutch MoD is looking for an international partner to increase economy of scale and reduce costs of ownership in a new submarine programme. ‘We are open to discuss the whole spectrum from training to logistics,’ Ammerlaan said. While the MoD is currently exploring a variety of options it sees Norway as a potential partner for co-developing and building submarines.

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NEVESBU, which plays a key role in the LEP for the Walrus managing the engineering, is preparing for a potential future projects with its ‘Onderzeeboot 2025’ (Submarine 2025) project. As international cooperation will also have implications for the industry of involved nations, the company looks to strengthen its relations with potential future partners, according to Albert Jurgens, Manager of Projects at Nevesbu. Source : ShephardMedia

China Coast Guard Vessel Heads for S. China Sea Training

A China Coast Guard (CCG) vessel started its maiden voyage on Thursday for a three-day training mission in the South China Sea, the State Oceanic Administration said on Friday. CCG 1401, leaving a shipbuilding company in Guangzhou, capital city of south China's Guangdong Province, is expected to complete 14 training tasks during the mission, according to the administration. With a displacement of 5,196 tonnes, the vessel of the administration's North China Sea Branch is 99 meters long and 15.2 meters in width. Source : Xinhua

SHIPYARD NEWS

Italy's Fincantieri eyes valuation of up to 1.8 bln euros in float

Italian state-owned shipmaker Fincantieri aims to make its debut on the Milan bourse in July with a stock market value of up to 1.84 billion euros ($2.5 billion), it said on Friday. Fincantieri, maker of vessels ranging from luxury yachts to military aircraft carriers, said in a statement it would offer a stake of up to 38.2 percent stake, mostly made up of new shares, at a price range between 0.78 euros and 1 euro per share.

That would value the company, based in the northeastern port city of Trieste, at between 1.57 billion euros and 1.84 billion, and the initial public share offering up to 704 million euros. The flotation - the bulk of which will be reserved for institutional investors - starts on Monday, the same day as that of UniCredit's online banking unit Fineco.

Fincantieri is wholly controlled by Fintecna, itself owned by state financial holding Cassa Depositi e Prestiti. The proceeds of up to 600 million euros from the issue will be used to bolster Financtieri's finances. Fintecna can at best cash in 200 million euros from the listing, meaning the Italian treasury does not stand to gain much from the privatisation. Source : Reuters (Reporting by Elisa Anzolin; Writing by Silvia Aloisi; Editing by David Holmes)

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Vietnam launches 2nd steel-clad boat for offshore fishing

A fisherman in central Quang Ngai Province on Thursday received a steel-clad fishing boat, the second of its kind built under a pilot program to modernize Vietnam’s offshore fishing fleet. The ship, Sang Fish 01, which was built by Cam

Ranh Shipbuilding One-Member Co., Ltd., under the Vietnam Ship Building Industry Corporation (SBIC), was delivered to its owner, Phan Be, a fisherman in Duc Pho District. Sang Fish 01 is 25.21 meters long, 7.8 meters wide and 3.6 meters tall. It has six main holds and can accommodate 18 crew members. With a capacity of 750 HP and a reserved fuel source, the boat can travel at 11 nautical miles per hour and operates continuously for as far as 2,000 nautical miles. The boat is equipped with a radar system, a GSP machine, a magnetic compass, a portable 2-way transceiver, and other

advanced navigation equipment. The boat can store food, drinking water, and other necessary items for use for 30 days. The cost of the vessel, including equipment on board, is VND7.3 billion (US$344,400), of which VND4 million ($188,700) was already paid by Be. The remaining amount will be settled in installments without interest by the fisherman for 5-7 years. The first boat of its kind, Hoang Anh 01, was handed over to Mai Van Thanh, another fisherman also in Quang Ngai on April 10. This pilot shipbuilding program is supported by the government that gives soft loans to farmers so that they can buy such boats. On a visit to SBIC’s Ha Long Shipbuilding Company in northern Quang Ninh Province on June 3, Prime Minister Nguyen Tan Dung said the government will grant more credit to fishermen to help them build steel-clad boats safer and more effective than their current wooden craft. The country’s off-shore fishing fleet now has about 25,000 boats with a capacity of only 90 HP or higher each, which can be used for fishing within a range of only 50 nautical miles from the shore, said Vu Van Tam, Deputy Minister of Agriculture and Rural Development. Therefore new boats should be built so that the fleet can have 30,000 steel-clad fishing boats by 2020, Tam said.Source : tuoitrenews

French shipbuilder looks to partner with Canadian firms through Ottawa office

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One of the largest shipbuilding companies in Europe is expanding its presence in Canada as it looks to secure a major contract with the federal government. In late May, Paris-based DCNS announced that it had set up a new Canadian subsidiary, DCNS Technologies Canada Inc. The new company, based in Ottawa, is owned by its French parent but incorporated in Canada. DCNS, whose largest shareholder is the French government, has had an office in Ottawa since 2012. That office will now be taken over by its Canadian subsidiary. The company said it is also prepared for its Canadian partners to become shareholders in the new company. The move is intended to bring DCNS in-line with Canada’s new defence procurement strategy, which requires companies that receive large defence contracts to create jobs in Canada and build the export capacity of Canadian firms. In an emailed statement, DCNS said the subsidiary’s “primary mission is to promote the Group's products and capabilities in Canada.” It will also work to build partnerships with Canadian firms as it looks to secure part of the federal government’s $35 billion naval procurement. DCNS is currently promoting its FREMM, a multi-purpose frigate, to the federal government, which plans to buy 15 ships through the Canadian Surface Combatant contract. If the company wins the contract, it will partner with Canadian firms to build the ship and design some of its systems. Source : Ottawa Business Journal

L&T Shipbuilding delivers first commercial vessel to Qatar company

L&T Shipbuilding, a subsidiary of Larsen & Toubro, on Friday delivered its first export commercial vessel, built at the Kattupalli Shipyard near Chennai, to Halul Offshore Services Company WLL (HOSC) of Qatar. A statement from L&T said, the ship, Halul 42, is the first in a series of six platform supply vessels (PSVs) to be delivered to HOSC.

Ali Bin Jassim Bin Mohammad Al-thani, chairman of HOSC, received the vessel at a ceremony at the Kattupalli Shipyard. The PSV has an overall length of 78.60 metres and a breadth of 18 metres with a dead-weight of 3,450 tonnes and a deck area of 725 sqmetres. It has been designed as a multi-purpose vessel equipped for fire-fighting, rescue and standby, offshore supply, oil recovery and other offshore related activities. The vessel has state-of-the-art diesel-electric propulsion with dynamic positioning capability. The vessel has twin azimuth thrusters and twin bow thrusters that give it high manoeuvrability and station-keeping ability in all sea and weather conditions, typically prevalent in Arabian Gulf and the North Sea.

The company claims that the vessel complies with the latest marine, environmental and crew accommodation regulations. The external fire-fighting capability, survivor facilities and fast rescue boats make Halul 42 capable of enhancing the safety of any offshore field where the vessel is deployed. The ship is certified for carriage of noxious cargo and dangerous goods in packaged form. Larsen & Toubro is a $14.3 billion technology, engineering, construction, manufacturing and financial services conglomerate, with global operations. Its products and systems are marketed in over 30 countries worldwide. L&T is one of the largest and most respected companies in India's private sector. L&T set up the Rs 4,000 crore port-cum-ship building company jointly with Tamil Nadu Industrial Development Corporation ( TIDCO) in two phases on a 1,200-acre of land at Kattupalli, through L&T Ship Building Limited (LTSB), for developing a minor port and building specialized ship, along with a repair unit. In the third quarter of financial year 2013-2014, L&T Shipbuilding bagged orders for six specialized commercial vessels, valued at US$154 million. Source : Times of India

FSG delivers AMAZON WARRIOR: yard’s first offshore seismic ship

Special vessel to seek seabed oil and gas

Flensburger-Schiffbau-Gesellschaft (FSG) recently marked the start of a new era by successfully handing over AMAZON WARRIOR to its customer Western- Geco. “In the specialised shipbuilding sector, this is the most important ship we have built in the past 20 years. She has opened a door for us into a market segment which will help to secure the future of our concern”, said FSG Managing Director Peter Sierk. Speaking during the hand-over ceremony he also recalled the orders signed just this spring for two further offshore ships for Siem Offshore for charter to Helix Energy Solutions. “We are making our mark in this market segment, drawing attention to ourselves because of our outstanding performance and working to create follow-up orders. We are very proud of all of this”, the yard chief said.



On behalf of all the shipbuilders in Flensburg Sierk thanked the company. It has however been demonstrated yet again, Sierk went on, that high quality, absolute contract and deadline reliability, broad-based engineering competence, passion and tailor-made ship designs provided a healthy foundation on which Flensburg shipbuilders could build. The AMAZON WARRIOR is an Amazon-class vessel that features the world´s first custom- built hull and propulsion system, developed exclusively for seismic operations using a WesternGeco proprietary design. As far as efficiency, safety, reliability and durability are concerned; this vessel meets the highest of demands and supports secure operation anywhere the ship operates, including the Polar Regions, even in the most inhospitable weather conditions.

GSI eyes yard buys Chinese shipbuilder Guangzhou Shipyard International (GSI) is now considering taking over other yards

as part of its restructuring. Its shares have been suspended since April while state parent CSSC prepares to inject some of its southern China shipyards into the Hong Kong-listed company. Now GSI has said it is also "studying the feasibility of acquiring assets from third parties."

The yard said it was making progress on issues like due diligence and seeking approvals from state watchdogs for the restructuring, but this will be difficult to finish by the original schedule. It had intended to trade its shares again from 16 June, but has delayed this by up to another 30 days. Source : Tradewinds

ROUTE, PORTS & SERVICES

Luanda Port Terminal Records Over Four Million Departures

At least four million passengers from various stratus of the Angolan society used in the last two months the Luanda Port Passengers Maritime Terminal (down town) to embark to Kapossoca Station, situated in Samba, Belas municipality. Speaking to Angop on Thursday, for a balance, the head of reviewers from Port Terminal, a unit managed by company in charge of Angola Maritime Terminals (TMA), Celso Luís explained that this figure is a reflection on about 240 trips made there, referring only to departures, as from the beginning of the activity on April 4.

The official stated that Luanda Port Passengers Terminal registers in a weekly basis, four departures and registers two arrivals, different from weekends that record only one departure and one arrival. The source added that 700 people are transported daily (only departures), carrying mainly students and civil servants, thus becoming busy in the afternoon, in which three departures and one arrival is recorded, contrary to the morning period, where only one departure and arrival is registered. The passengers pay 2000 kwanzas for executive class and 200 kwanzas for economic class and 300 kwanzas for intermodal package (which includes support by a public bus). Source : AllAfrica

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Norway Police Want to Reopen 1990 Ship Fire Case

Norwegian police on Friday recommended reopening an investigation into a ferry fire in 1990 that killed 159 people after a police review cast doubt on findings that a Danish man who died on board had started the blaze. Survivors and relatives of passengers who died on the SCANDINAVIAN STAR have long campaigned for the case to be reopened, because of doubts that a single passenger could have started all the fires that broke out in several parts of the vessel as it headed from Norway to Denmark. Last year, with Norway's 25-year statute of limitations for murder cases looming, police agreed to review their work on the case.

"When 159 people are killed in a fire that was probably started deliberately, there's reason to do what we can to get as many answers as possible on what happened," Oslo police chief Hans Sverre Sjoevold told a news conference. "The investigation that was conducted in 1990-91 did not have the full scope that we would demand today, particularly regarding potential economic motives behind a fire like this." "The factors that resulted in a Danish citizen being named the perpetrator were insufficient as evidence." A survivors' group has pointed to new witness testimony that some people slipped away from the ship after the accident without being registered. Sjoevold did not name any possible suspects and cautioned there was no certainty that a fresh investigation would uncover significant new evidence. A final decision on whether to reopen the case rests with the national prosecutor's office. Source : Marinelink

Rondvaart tijdens Clipper feest Mensen met zeebenen kunnen van dichtbij de Clipper Race tijdens de festiviteiten in den Helder bekijken. Dat kan op een historische reddingboot van het Nationaal Reddingmuseum Dorus Rijkers op Willemsoord. Opvarenden maken gedurende een dagdeel een rondvaart over het Marsdiep voor de start van de havenrace van 5 juli. Een andere mogelijkheid is om op 10 juli vanaf het Marsdiep de uit Den Helder vertrekkende Clippers Racezeilboten uit te zwaaien. Op zaterdagochtend 5 juli rond 8.45u vertrekken er vanaf het Nationaal Reddingmuseum drie historische reddingschepen met bezoekers via de sluizen naar de start op het Marsdiep. Na het startschot vaart de boot terug naar het museum voor een lunch. Nationaal Reddingmuseum Dorus Rijkers is onlangs bekroond tot één van de allerleukste musea voor kinderen. Om 14.00u vaart een van de historische reddingboten vanaf het Nationaal Reddingmuseum naar de finishlijn om te zien welke racezeilboot de wedstrijd van die dag wint. Na terugkomst is er een borrel en is het museum speciaal voor de gelegenheid tot 19.00u te bezichtigen. De kosten zijn voor zowel het ochtend als middagprogramma: €55,- voor volwassenen, €45,- voor kinderen van 0 t/m 17 jaar. Op 10 juli wordt de Clipper vloot bij het vertrek uit Den Helder uitgezwaaid. De boten vertrekken dan voor de laatste etappe naar Londen. Een historische reddingboot vaart rond op het Marsdiep. Vertrek rond 10.00u vanaf het Nationaal Reddingmuseum. Na de rondvaart kan het Nationaal Reddingmuseum Dorus Rijkers bezichtigd worden. De kosten voor dit arrangement zijn €45,- per volwassene, en €35,- voor kinderen van 0 t/m 17 jaar. Alle tochten worden onder voorbehoud van goed weer georganiseerd. Bij annulering wordt het betaalde bedrag gerestitueerd. Bron : De Telegraaf

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Cecon still waiting for delivery of first Davie newbuild

Cecon ASA is apparently still waiting for delivery of the CECON PRIDE , the first of the three construction vessels it has on order at shipbuilder Chantier Davie Canada Inc., Lévis, Quebec.

When the three were first ordered, back in 2007, the entire series was scheduled to be delivered in 2009. Davie has been through various ups and downs and ownership changes since then and delivery of CECON PRIDE was supposedly on schedule for a February 21, 2014 delivery until January this year. At that time it was announced that delivery had been delayed until sea ice conditions permitted sea trials, expected to be in the second half of March. Cecon had to make some financial tweaks through its subsidiary Rever Offshore AS. Today, in an Oslo stock exchange announcement, it announced another such tweak — indicating another delivery delay. According to the announcement, Rever Offshore AS , has signed an agreement that extend the maturity of the senior tranche A and tranche B bonds funded by certain funds and accounts managed by York Capital Management Global Advisors, LLC or its affiliates (York) up to July 15. The holder of the Tranche A Bonds and the Tranche B Bonds will receive an extension fee of $250,000 for each 15-day of extension from May 1, 2014. Cecon says the agreement with York aligns repayment of the construction financing with the planned delivery of the CECON PRIDE from the shipyard. Source : MarineLog

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…. PHOTO OF THE DAY …..

Midssection for the ANTHEM OF THE SEAS moored at the Jos Meyer Werft in Papenburg (Germany)

Photo : Jacob Versteeg ©

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