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Number 133 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Tuesday 12-05-2015

News reports received from readers and Internet News articles copied from various news sites.

The Q 5000 under tow of the TERASEA OSPREY navigating the Malacca Straits

Photo : Capt Neil Johnston Master Terasea Osprey (c)

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EVENTS, INCIDENTS & OPERATIONS

The historic Dutch tugs ELBE and HOLLAND moored in Hamburg during the Hafengeburtstag last weekend

Photo : Jan Ove Mühlpforte (c)

VT Halter Delivers ConRo Ship to Pasha Hawaii

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VT Halter Marine, Inc., a company of Vision Technologies Systems, Inc. (VT Systems), announced it has delivered a combination container and roll-on/roll-off car truck carrier (ConRo), MV MARJORIE C, to Pasha Hawaii. The MV Marjorie C is the second U.S. Flag, Jones Act-qualified vessel built for Honolulu-based Pasha Hawaii and will join her sister ship, the MV Jean Anne, providing additional service to Hawaii via the Hawaii/Mainland trade lane.

The 692 feet long MV MARJORIE C features vehicle shipping capacity of 1,100 units, the ability to carry 1,400 TEUs above and under deck and over-high/over-wide cargoes on 10 workable decks. The MV JEAN ANNE, also built by VT Halter Marine, was Pasha Hawaii’s first Jones Act vessel and has been servicing the Hawaii/Mainland since March 2005. The vessel and her crew have been recognized by the Chamber of Shipping of America with outstanding safety and environmental achievements awards. These ships will allow Pasha Hawaii to provide its customers with a wider offering of scheduled shipping and logistics services for containers, refrigerated containers, and a variety of roll-on/roll-off cargoes.“Constructed in the U.S., manned by U.S. crews and built with state-of-the-art technical capabilities by the skilled men and women of VT Halter Marine, Marjorie C is an essential addition to our fleet, providing streamlined, environmentally friendly capacity to the trade,” said George Pasha, IV, president and chief executive officer at Pasha Hawaii. VT Halter Marine’s chief executive officer, Bill Skinner, said, “VT Halter Marine is proud to have delivered the MV MARJORIE C to our very valued customer, George Pasha and the entire team at Pasha Hawaii. This delivery could not have been accomplished without the team efforts of our two companies. We look forward to continuing our relationship as they grow their business with the acquisition of Horizon Lines which is expected to take place by the end of the second quarter 2015.” Source : MarineLink

The CAPTAIN PETROS H approaching the Ijmuiden locks – Photo : Simon Wolf (c)

Asia-Europe box rate up 151pc to US$841/TEU on latest carrier hikes

SPOT rates from the Shanghai Containerised Freight Index for the shipping of containers from Asia to northern Europe jumped by 151 per cent to US$841 per TEU in the week ending Friday The rise reflects the general rate increases earlier announced by major container carriers, reports Reuters. This comes after 13 weeks of declines on the world's busiest route. In the previous week rates were their lowest since the index was launched in 2009.In the week to

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Friday, container freight rates rose 9.1 per cent from Asia to ports in the Mediterranean, fell 7.6 per cent to ports on the US west coast and fell 8.2 per cent to ports on the US east coast source : Schednet

The CMA CGM KERGUELEN - Photo : Fabian Montreuil (c)

Suezmax tanker owners are reeping benefits of strong demand and flat fleet

growth Suezmax tanker owners are among the “happiest” ones when it comes to the performance of their vessels during 2014, as well as throughout this year as well. According to the latest weekly report from shipbroker Gibson, “for most of last year the Suezmax market outperformed VLCCs, with spot earnings for West Africa-UKC (TD20) regularly above VLCC returns on the benchmark TD3 trade. Firmer Suezmax earnings were aided by rising West Africa to Europe crude trade, dramatic increases in spot fixtures out of the Middle East Gulf and a more active Caribbean market. These developments offset the near disappearance of the key Suezmax trade from West Africa to the US. While demand increased, Suezmax supply remained largely flat last year, with the average fleet size expanding by just 2 units”. The London-based shipbroker added that “this year owners of Suezmax tonnage are enjoying even better returns, with earnings on TD20 well above average levels seen in the previous six years. Owners’ sentiment is strong, with much greater resistance to downside pressure when chartering enquiry is limited. Nonetheless, Suezmax earnings started to lag notably behind VLCC returns. In April alone, average TD20 earnings were around $36,000/day compared to $62,500/day for TD3. Is this change in market dynamics between two tanker classes a temporary mismatch in the supply/demand balance or is it due to a more fundamental reason?”, Gibson asked.It attempted to answer by noting that “supply appears to be ‘in check’. Although robust earnings are likely to lead to a slowdown in the demolition activity, the increase in the Suezmax trading fleet this year is still expected to be very limited. Net growth in supply is projected at less than 1% due to a very modest number of deliveries. Demand indicators also remain positive, although the scope for further increases is limited in the immediate future. The ongoing conflict in Libya continues to support Suezmax trade from West Africa to Europe. Given the great degree of political instability in the country, it is unlikely we will see the speedy return of Libyan barrels to the market. There are also major concerns about the infrastructure damage and how long the repairs will take should the political situation improve”, said Gibson. It went to

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note that “in the East, the picture for Suezmax trade is bit more clouded. The total number of fixtures out of the ME Gulf so far this year has remained at similar levels witnessed in 2014 and well above the volumes traded back in 2013 (primarily due increases in Iraqi crude output). However, the trade pattern has changed; with less longer haul and more short haul trade. Most notably, there has been a sizable decline in spot fixtures to the West offset by increases in shorter haul fixtures to India. The prospects for further gains in Iraqi crude production in the near term are limited. Many believe that the country’s oil output will remain largely flat this year and new production targets will be very challenging to achieve in 2016, not least due to infrastructure bottlenecks and a cumbersome approval process for field development. More importantly, the collapse in oil prices from over $100/bbl significantly reduced oil sales revenues making it much more difficult for the Iraqi government to repay oil companies and to invest into further expansion”.Gibson concluded: “on balance, we are unlikely see any major increases in Suezmax demand this year but gains in supply will also be marginal. As such, the status quo should be maintained, with the Suezmax market as usual remaining perceptive to the developments in other crude tanker segments. With VLCC and Aframax earnings currently at $57,500/day and $41,500/day respectively, the downside risk appears limited. However, how long will the current “boom” going to last?”. Meanwhile, in the crude tanker market this week, in the Middle East, it was “a week of very mixed fortunes for VLCC Owners…the long holiday weekend had initially threatened to send the market into something close to a tailspin with rates moving into the low ws 50s East, however a concerted rush of interest turned the tide again, and rates moved smartly back into the low ws 60s with around ws 34 asked for West runs. Charterers may face higher demands before this month is out. Suezmaxes saw enough to hold position in the low ws 40s West, and high ws 80s East but only need a little extra attention to threaten higher. Aframaxes became very active with a rash of short t/c deals in the East adding to the fun. Rates moved to 80,000 by ws 115 to Singapore, and look set to find a higher ledge soon”, Gibson noted.In the North Sea, the shipbroker said that it was “steady for Aframaxes here at 80,000 by ws 120 XUKCont and 100,000 by ws 87.5+ ex Baltic, but if the cargo flow dips even slightly, then a lower rateledge will have to be quickly found. VLCCs are very few and far between on early dates ,but it is on those dates that the fuel oil ‘Arb’ works best for traders. Theoretically $5.5 million would be asked by Owners for Singapore, but the lack of availability means that Suezmaxes have taken centre stage with rates of around $3.5 million payable”. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide

Coast Guard medevacs Queen Mary 2 passenger

Coast Guard rescue crews medically evacuated a man 180 miles south of Nantucket, Mass., Saturday. Watchstanders at the 1st District Command Center received a call via satellite phone at 12 p.m. stating a 39-year-old man aboard the

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992-foot Bermuda flagged cruise ship QUEEN MARY 2 needed medical attention. Photo’s : U.S. Coast Guard CLICK on the photo’s to see the original photos !

New Asia-US east coast Zim Seven Star Express loop sails May 29

The ZIM LOS ANGELES – photo : Marcelo Vieira (c)

ISRAELI flag carrier Zim has announced the commencement of its new express South Asia-US east coast service starting May 29.The Zim Seven Star Express (Z7S) will connect South China, south east Asia and the Indian subcontinent with the US east coast via the Suez Canal, deploying ten 5,000 and 6,500-TEU vessels.Weekly sailing will rotate through Shenzhen-Dachan Bay, Shenzhen-Yantian, Cai Mep, Singapore, Colombo, (Suez transit), New York, Savannah, Norfolk, (Suez transit), Singapore and back to Shezheh-Dachan Bay. The Z7S service offers the fastest transit time from Vietnam and from Indian ports via Colombo to the US, also catering for emerging markets in the South Asian region via Singapore and Colombo hubs, said the Zim statement. Z7S also offers one of the fastest available connections to New York, "joining our existing network and expanding Zim's logistics solutions for the Asia-US trade, as part of our strategy". "The inauguration of the Z7S service marks the new Zim's initiative to provide smart and exceptional solutions to our customers," said Zim president and CEO Rafi Danieli. "This service is an additional

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phase of Zim's strategy to respond to customers' needs, as we have recently done with the 'extra loaders' from Asia to the US east coast. "We are certain that it will best serve our customers and strengthen our position on this major trade route," he said. Source : Schednet

Denman Island cable ferry named The new $15-million cable ferry built by Seaspan for B.C. Ferries, called the BAYNES SOUND CONNECTOR. It will run between Buckley Bay and Denman Island. Photo: Heath Moffatt , B.C. Ferries B.C. Ferries has christened the newest addition to its fleet, a $15-million cable ferry that will run between Buckley Bay on Vancouver Island and Denman Island. Unveiled Friday during a ceremony at Seaspan’s shipyard in North Vancouver, the BAYNES SOUND CONNECTOR was named for the channel between the two islands on its route.One of the world’s largest cable ferries, it will arrive shortly in Buckley Bay, where three cables have been installed. Ferries crews

will be trained in June and July to operate the vessel. The 258-foot-long cable ferry is slated to start service this summer after receiving certification from Transport Canada and the classification society Lloyd’s Register, a joint Seaspan-B.C. Ferries statement said.It will have room for 150 passengers and 50 vehicles. The ferry will cross a distance of 6,234 feet and will be capable of reaching speeds of 8.5 knots.“We are proud to construct and officially christen [B.C. Ferries’] first-ever cable ferry,” said Brian Carter, president of Seaspan Shipyards, in a statement. Mike Corrigan, B.C. Ferries’ president, said Seaspan workers have “produced a fine vessel for us.”Ferries has come under criticism for contracting with a Polish shipyard to build three new intermediate-class ferries. Seaspan had been the sole Canadian bidder shortlisted for that job, but dropped out, saying it was too busy with other shipbuilding jobs. B.C. shipyards have been hired to perform refit and upgrading work on B.C. Ferries’ fleet. Seaspan also owns Victoria Shipyards, based at the Esquimalt Graving Dock. Source : .timescolonist

Plans underway for more ferry services between Johor and Singapore

It is a route less taken by Singaporeans travelling to Malaysia’s southernmost state. And there are only two places where passenger boats go from the Republic to Johor and back: From Changi Ferry Terminal and Changi Point Ferry Terminal. Following the recent bilateral talks between the Singaporean and Malaysian governments, though, more ferry services will be allowed between Changi Ferry Terminal and Tanjung Belungkor, which is a 15-minute drive from the tourist spot of Desaru.And this little-known mode of travel between the two states may just pick up if supply creates demand. When TODAY visited Changi Ferry Terminal on Friday (May 8), there were hardly any passengers. Ms Julie Lopez, who manages the ticket counter, said there are about five to seven passengers per weekday trip on average, while the

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weekends usually see about 20 passengers per trip. There are two scheduled trips from the terminal to Tanjung Belungkor and back on weekdays, and four return trips on weekends, on ferries operated by Limbongan Maju, a Malaysian companyMost of the passengers are tourists, who sometimes book in groups, or Singapore residents who work on the cruise ships that dock at Tanjung Belungkor, said Ms Lopez. One passenger who was there on Friday, and heading for a fishing competition in Desaru, did not even know there was a ferry service to Tanjung Belungkor from Changi Ferry Terminal until that very afternoon. “We usually take the bumboat from Changi Point (Ferry Terminal) to Pengerang, and from there, make our way to Desaru,” said Mr Zul Yusof, 48, who was accompanied by his wife Ms Manisah Ibrahim, 47.“But by the time we got to Changi Point today, we had missed the last boat. The guy at the ticket counter told us to come here and catch the 6pm ferry.” Ms Manisah, an electrical technician, said she and her husband travel to Desaru up to thrice a year for short holidays. “Alternatively, we could drive from Singapore via the Woodlands Checkpoint, but we don’t want to get caught in the traffic jam on the Causeway. Taking the ferry is more relaxing, but not many people know that there are ferry services from Singapore to Johor,” she added. Nor do many know about the bumboats over at Changi Point Ferry Terminal that pick up passengers headed for the small coastal town of Pengerang in south-eastern Johor, about an hour’s drive from Desaru. When TODAY met Mr Kenneth Choo, 28, who was heading back to his hometown, he had been waiting for more than an hour to board a bumboat, as the boat captains usually wait until there are 11 or 12 passengers before leaving. There were five other passengers at the time. Mr Choo, an administrative clerk at a furniture company in Singapore, said he did not mind the wait, however, as he rarely went home — about two or three times a year. “Sometimes, I drive from Johor Baru, where my sister lives. But to drive from JB to Pengerang takes about two hours; it’s more relaxing to take a ferry,” he said.The bumboat trips are priced at S$11 per person, and those who bring bicycles on board pay a S$2 surcharge.Meanwhile, a return ferry ticket to Tanjung Belungkor costs S$38, and a one-way ticket costs S$25, while those who bring along surfboards or bicycles will be charged an extra S$10. Each ferry seats up to 90 passengers.Plans seem to be under way for more ferry services beyond the current routes though, such as from Singapore to Puteri Harbour in Nusajaya, one of the key flagship zones of Johor’s Iskandar Malaysia project and a 20-minute drive from Johor Baru. A source in UEMSunrise — the master developer for Nusajaya — told TODAY that talks are ongoing with Singapore’s maritime authorities to finetune details of the service. “We’re hoping to kick-start the service by the next half of this year. The ferry service will most likely depart from HarbourFront in Singapore,” the source said. Source : Channelnews Asia

Brittany Ferries´ ‘BRETAGNE’ in the approach to the Port of Saint Malo (France), 5 May 2015.

Photo : Xander van Holk (c)

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Dry Bulk Carrier Orders Crash To A Twenty Year Low

In the last four months dry bulk orders have fallen to 0.4m dwt per month, the lowest level since the 1990s. This is a massive 98% reduction from the 23m dwt peak in orders in December 2007, and probably the sharpest decline in recent decades. Not really a surprise in a market where Capesize bulkers are struggling to earn $4,000/day, but a timely relief to investors with ships on the orderbook. Investment Fever This investment collapse marks the end of a remarkable phase of bulkcarrier history. During the last decade, 724m dwt of new bulkers have been ordered, 2015-05-08_upload_6741422_SIW 1170around 70m dwt/year. Just to put that in perspective, during the previous decade ordering averaged about 20m dwt/year. The 5 years from 1996 to 2001 were disappointing to investors, who ordered only 1.2m dwt/month. At the time this was seen as normal, and included a spike in 1999, when investors snapped up Panamax bulkers for $19-$22m. These were probably the most profitable bulkers ordered in the industry’s post-war history. Upon delivery they sailed straight into the bulk shipping boom. Proof that “crazy investors” are not always crazy. Softly, Softly The next phase from 2002 to November 2006 was quite restrained, considering the rise in freight rates. Ordering edged up, averaging 2.8m dwt/month. As earnings eased in 2006, many assumed the boom was over, but they were wrong and what happened next was unprecedented. As earnings escalated owners threw caution to the wind, and the big bulker cash machine drew investors from outside shipping. In December 2007, ordering peaked at 23m dwt, and in 2007 to 2014, investment averaged 6.8m dwt/month (81m dwt/year), an astonishing number for a period mostly in global recession. Carry On Investing Despite the onset of the global downturn in 2008, two more bulker investment spikes followed in 2010 and 2013. With surplus bulker capacity, and China’s growth engine easing off, it’s hard to explain this investment on strictly economic grounds. Easier, perhaps, to understand the change in expectations. The memory of spectacular bulker earnings had been fresh in the minds of some investors, but a decade later and that dream is fading. The collapse in bulkcarrier investment is a particular problem for shipyards. Many builders in China and Japan surfed the wave of bulkcarrier investment and bulkers still account for around half of tonnage on order globally. In today’s sluggish world economy, that is going to be a difficult gap to fill. The fact that bulker prices are around 5% down this year, and ordering has virtually stopped tells its own story. Big Bulker Investment Boom So there you have it. The spectacular run of dry bulk investment which kicked off in early 2003 has finally ended. Then China’s imports were growing at 27% a year, a big difference from the 3% growth in 2014. This is disappointing, but as serious shipping investors know, in good markets and bad, there’s still an awful lot of cargo that has to be moved around the world – it’s just a matter of who moves it.Source: Clarksons

10-05-2015 : The RESOLVE GLADIATOR in the sunset offshore Chittagong, Bangladesh

photo : Erik Högberg (c)

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FreeSeas Announces Reverse Split of Common Stock

FreeSeas Inc., a transporter of dry-bulk cargoes through the ownership and operation of a fleet of Handysize and Handymax vessels, announced today that the Company’s Amended and Restated Articles of Incorporation are being amended to effect a reverse stock split of the Company’s issued and outstanding common stock at a ratio of one new share for every 7.5 shares currently outstanding.The Company anticipates that its common stock will begin trading on a split-adjusted basis when the market opens on May 11, 2015. FreeSeas’ common stock will continue to trade under the symbol “FREE.” The common shares will also trade under a new CUSIP number Y26496409. The reverse stock split will consolidate 7.5 shares of common stock into one share of common stock at a par value of $.001 per share. The reverse stock split will not affect any shareholder’s ownership percentage of FreeSeas’ common shares, except to the limited extent that the reverse stock split would result in any shareholder owning a fractional share. Fractional shares of common stock will be rounded up to the nearest whole share.After the reverse stock split takes effect, shareholders holding physical share certificates will receive instructions from American Stock Transfer and Trust Company LLC, the Company’s exchange agent, regarding the process for exchanging their shares. Source: FreeSeas Inc.

The ATLANTIC PENDANT arriving Port of Geelong Photo : Bill Barber (c)

China commodity imports add to slowing growth narrative: Russell

If the state of China’s economy was to be judged solely on the strength of imports of major commodities, it would be a reasonable conclusion that things were pretty much fine. April imports of crude oil hit a record high, iron ore imports were slightly down but the year-to-date figure is still in positive territory, and copper arrivals increased from the prior month. But look a little further into the figures and concerns start to arise, perhaps not to the extent that China’s economy is in deep trouble, but enough to suggest growth may be slowing more than the authorities may want. Crude oil imports reached 7.37 million barrels per day (bpd), a gain of 8.6 percent from the year-earlier month and 13 percent from March. In the first four months of the

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year, crude imports were about 6.73 million bpd, a jump of 7.8 percent over the same period last year.This would seem unambiguously strong, but the picture does alter when net imports of refined fuels and stockpiling of crude are taken into account. China’s fuel exports in April were about 659,000 bpd, an amount slightly higher than fuel imports, according to calculations based on customs data.This matters because fuel exports tend to be mainly high-value gasoline and diesel, while the imports tend to be low-value fuel oil used as a feedstock in small refineries that aren’t licensed to import their own crude. What this means is that China’s crude imports are being boosted by higher refinery processing, and some of this increased production is simply making its way back into the regional products market. It’s also likely that as much as 335,000 bpd of crude went into storages in the first quarter as China fills the second phase of its strategic stockpiles.While Beijing doesn’t release much information on its stockpiling, some analysts believe available storages are now nearly full and more will only be ready for filling toward the end of this year. This could lead to a pullback in China’s crude imports, at least for the next few months. IRON ORE STEADY Iron ore imports fell a touch from March levels, dropping 0.4 percent to 80.21 million tonnes in April, but year-to-date imports rose 0.7 percent. That doesn’t look too bad, considering the soft state of steel demand and commentary from both the China and global steel associations that output has likely peaked in the world’s biggest producer, and will decline modestly this year.In the past 12 months, iron ore imports have been above 80 million tonnes in five months, but in some ways they should perhaps be even stronger. A flood of supply saw spot prices drop to the lowest on record in April, but so far a strong demand response from Chinese steel mills has been lacking.The modest year-to-date growth in iron ore imports suggests steel output is steady at best and also that the global iron ore mining giants are perhaps finding it harder than they would have hoped to displace higher-cost domestic output in China. Also, China’s steel exports have continued to surge, rising 10.9 percent in April from the prior month, taking the year-to-date increase to 32.7 percent from a year ago.Copper imports also presented a mixed picture, with arrivals of anode, refined copper, alloys and semi-finished products rising 4.9 percent from March to 430,000 tonnes, the highest monthly total since April last year. But imports in the first four months are down 14 percent, suggesting that demand for the industrial metal remains soft.However, it’s worth noting that imports of copper ores and concentrates, while down 21.2 percent in April from March, are up 9.6 percent year-to-date.This is a sign of increased smelting and refining in China, and the changing nature of the trade in the world’s largest copper user.Coal imports rose 17 percent in April from March, but were still down 26.4 percent from the same month in 2014 and are a massive 37.7 percent lower in the first four months of 2015 over the same period last year. In a strange twist, this may not be quite as bad from an economic standpoint as it first appears.Firstly, it appears that China is being successful in reducing coal’s share in the energy mix, and secondly, China is using energy more efficiently. Energy consumption per unit of gross domestic product fell by 5.6 percent in the first quarter of 2015 from the same period last year, the China Daily has reported, citing Zhang Yong, chairman of the National Development and Reform Commission. Improved energy efficiency helps explain why the economy can still be growing even though power generation dropped 0.1 percent in the first quarter from a year earlier.Overall, the commodity import data for April fit in with a narrative of slowing growth in China, but not quite the rapid loss of momentum that many in financial markets fear. Source: Reuters (Editing by Himani Sarkar)

Spliethoff’s SLUISGRACHT inbound for Rotterdam Photo : Chris Rombouts (c)

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Rebound in oil markets could prove lasting As Brent crude oil reached more than $68 per barrel, a high for 2015, analysts started to backtrack on earlier predictions of $40-$50 oil. The rebound, however, may not last: Speculators appear to have disrupted Saudi Arabia’s strategic game against US shale oil producers.Predicting oil prices is a risky endeavour. They are determined by a multitude of political, economic, psychological and climate-related factors that cannot be modeled with accuracy. So analysts would suggest that Brent is rising because of unexpectedly fast demand growth in China; another bout of trouble in Libya, where a key oil port has shut down; a decrease in US inventories; the continuing fighting in Yemen; and any number of other events.It’s just as likely, however, that oil’s rise is driven by hedge funds holding a net long position of 550,000 futures and options contracts, or 550,000 barrels of imaginary oil. Arguably, when the actual crude oil supply is about 92.5 million barrels a day but futures markets trade about 1 billion barrels a day, speculators are more important than any real-world factors in determining the price. The speculators, though, listen to the analysts who do their best to take the real world into account. That means there’s contamination, making the price movements even more unpredictable. Sometimes, however, there is a bigger story that gets obscured by all the noise.I predicted the current rebound back in November. The biggest factor is shrinking oil investment as a result of last year’s steep price drop. A senior executive at Saudi Aramco, the national oil company, said in March that $1 trillion worth of projects would be cancelled globally in the next couple of years. There has been a steady stream of announcements from oil companies about cutting jobs and canceling projects. There’s also the shrinking US rig count, which led the US Energy Information Administration to predict last month that crude production would decline in June through September. By refusing to cut production last fall and thus engineering the price drop, Saudi Arabia and other members of the Organization of Petroleum Exporting Countries (Opec) mainly targeted the US shale producers, whose projects have higher costs than most Middle Eastern, ex-Soviet, African or Latin American plays. Yet gloom spread throughout the industry, and this year, speculators have seized upon the slightest bits of news to bid prices back up. Consequently, $50 Brent didn’t last long enough to wreak havoc on the US frackers. They have survived, and at current prices, we should expect a limited “frack counterattack.” The Saudis needed more time, and perhaps a major disruptive event such as Iran’s return to the crude markets, for their power play to have a devastating effect. As it is, success has only been partial. The oil kingdom has showed it still has plenty of market power. It has given the highly leveraged, low- margin producers in the U.S. a big scare. It has also won back some market share by making other players reduce investment. Yet, by trading on the Saudi scare, financial speculators, in effect, defused it.It may well be that, by their combined efforts, the Saudis, the frackers and the hedge funds have created a new equilibrium, and current prices will prevail for a while. Thanks to the Saudi play, shale operators understand the risk well enough to scale back their ambitions. The Saudis, for their part, can’t boost production fast enough to cause the shale operators more pain, and they can live comfortably with $65-70 oil. So can non-Opec producers such as Russia that have devalued their currencies and mostly absorbed the effects of devaluation. Russia’s current budget is based on $50 Brent, and the extra revenue will be welcome.Only the speculators won’t be happy as prices settle: They love volatility. When the market is in equilibrium, all they can do is gamble on news headlines. So there will be spikes and troughs, but, for the rest of this year, the oil market should be more stable. Source: Bloomberg

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The WIDE INDIA in Melbourne – Photo : Dale E. Crisp (c)

Maritime regulatory summit to discuss global alliances

Maritime regulators from the U.S., China and Europe will meet June 18 in Brussels to discuss market and regulatory issues issues including global container shipping alliances’ effect on competition and ports.The second Global Regulatory Summit will be hosted by the European Commission’s competition directorate. The meeting is a followup to one held in December 2013 in Washington.The Brussels event will be attended by representatives of the U.S. Federal Maritime Commission, the Chinese Ministry of Transport and the European Commission.The EC said the summit will “discuss current market and regulatory developments in the maritime transport sector. In particular, discussions are expected on the global trend towards increased cooperation and market consolidation in liner shipping as well as on regulatory and policy issues related to ports.”When the 2013 summit was held, regulators were considering whether to approve the proposed P3 alliance of the three largest container lines -- Maersk, Mediterranean Shipping, and CMA CGM.P3 was approved by Europe and the U.S., but Chinese authorities rejected the deal. Maersk and MSC then formed the 2M alliance, and CMA CGM joined China Shipping and United Arab Shipping Co. in the Ocean 3. Those mega-alliances set off a round of new groupings by other carriers . Sixteen of the 20 largest carriers in major east-west trades now are in the 2M, Ocean 3, G6 or CKYHE alliances. Alliances and vessel-sharing agreements allow carriers to pool capacity and reduce vessel costs while serving a broader range of ports. Regulators are struggling to get a handle on the rapid change. FMC member Richard Lidinsky warned in a recent speech that some alliances appeared to be “positioning themselves to exercise authorities beyond the reach of governments.”Port congestion has given an additional dimension to the impact of carrier alliances. Shippers, ports and others say alliances and their increasingly large ships have overwhelmed capacity at marine terminals.The FMC last month issued a report on congestion-related charges at congested ports, and urged cargo interests and others who believe they have been unfairly charged demurrage and per-diem detention fees to provide the commission with evidence The World Shipping Council, which represents container lines with more than 90 percent of global capacity, pushed back against that claim last week. WSC President Christopher Koch said port congestion has multiple causes, and cannot be blamed on alliances and large ships.Separately from the port congestion issue, the European Union has been investigating whether carriers violated EC competition law by signaling rate-increase plans to each other. The EC investigation was formally launched in November 2013, some 18 months after raids on European offices of several carriers. The current status of that investigation is unclear. Source : Journal of Commerce

The BOW TRIDENT enroute Antwerp – Photo : Willem Kruit (c)

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Crowley Solidifies Commitment to Puerto Rico with Multi-million Dollar Terminal Construction

Contract Crowley Puerto Rico Services, Inc. announced today that it has further solidified its commitment to Puerto Rico with the execution of a $48.5 million construction contract for a new pier at its Isla Grande Terminal in San Juan, Puerto Rico. In conjunction with the investment, the company and the Puerto Rico Ports Authority (PRPA) have also concluded a 30-year lease extension for the Isla Grande property. The construction contract was awarded to L.P.C.& D. Inc., of Las Piedras, Puerto Rico, and includes the development of a new 900-foot-long by 114-foot-wide concrete pier and all associated dredging needed to accommodate Crowley’s two new liquefied natural gas (LNG)-powered, Commitment Class ships. Crowley’s terminal expansion plans also include the installation of three new ship-to-shore container gantry cranes, which will be supplied under a separate contract.“This is a great day for Crowley and the people of Puerto Rico, and a critical next step in our nearly $500 million re-investment in the Puerto Rico trade lane,” said Jose “Pache” Ayala, Crowley vice president, Puerto Rico. “This important project represents close collaboration between private business and PRPA to make a major investment in the infrastructure of Puerto Rico. We are very excited to choose a Puerto Rico-based construction company who will utilize workers on the island and keep the money in the local economy.”The pier design, using the latest displacement-based performance criteria, has been carefully developed over the past year with the PRPA and Harbor Consulting Engineers, Inc., of Seattle, Wash. As the lead design firm for the project, Harbor is the engineer of record for the project and the duration of the construction. Crowley and Harbor have worked together on infrastructure projects for nearly 40 years.Now that construction and lease contracts have been signed, Crowley is completing the acquisition of the necessary permits, including those from the U.S. Army Corps of Engineers and other local agencies, which will allow the company to break ground in the coming months. Construction is expected to be complete in April 2017, in advance of the inaugural call of the first new Commitment Class ship, El Coqui.“This level of investment in the Puerto Rico trade is unprecedented,” said John Hourihan, Crowley senior vice president and general manager, Puerto Rico. “We are excited about the cooperation and support we have received for this project from the PRPA.”While Crowley builds for the future, the company is responding to the needs of today. Since mid December, Crowley has, through a number of service enhancements, created additional weekly cargo carrying capacity. Included in these enhancements was the addition of a new flat-deck barge capable of carrying up to 400 additional loads between Jacksonville, Fla., and Puerto Rico. Crowley has also ordered and begun placing into service more than 7,000 pieces of new cargo handling equipment, including 40-foot, 45-foot and 48-foot high cube containers, 20-foot ISO tanks and a variety of fixed and slider chassis.Crowley has served the Puerto Rico market since 1954, longer than any other carrier in the trade, and occupied the now 75-acre Isla Grande Terminal the entire time, making it the longest continual occupant of any Jones Act carrier in the trade. The company, with over 250 Puerto Rico employees, is also the No. 1 ocean carrier between the island commonwealth and the U.S. mainland with more weekly sailings and more cargo carried annually than any other shipping line.“We are proud that our investment will create new jobs associated with the pier construction, while at the same time the lease extension solidifies our commitment to jobs associated with our service for years to come,” said Hourihan. “We believe in the market and the Puerto Rico people, and our commitment has never been stronger.. Additional information about Crowley, its subsidiaries and business units may be found on the Internet at www.crowley.com.

The CORINTHIAN moored in Leixoes photo : Jan van Vuuren (c)

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The Dutch flagged (Homeport Dordrecht) TSHD BRAGE-R approaching the port of Fremantle - Australia

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Lionel Lee quietly steps down from Triyards and EMAS Offshore boards

Ezra Holdings group ceo and managing director Lionel Lee has stepped down from his role on the board of two Ezra companies, EMAS Offshore and Triyards Holdings.The two firms made the announcements after close of business on Thursday evening, before the long weekend in Singapore, in what may be seen as negative news by shareholders. Lee has been on the board of EMAS Offshore since 2007, and his resignation from the position of director and the vice-chairman is effective May 1, 2015. No reason was given for his resignation. Lee’s father, and Ezra Holdings founder Lee Kian Soo, remains the executive chairman of the Oslo and Singapore listed offshore vessel operator. Lee’s resignation from the role of chairman and non-executive director of offshore fabricator Triyards Holdings, according to the announcement, is part of a “move by the group to have a board comprising a majority of

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non-executive and independent directors.” Lee’s father, Lee Kian Soo, was announced as his replacement, appointed as non-executive chairman. Chan Eng Yew and Andrew Mak Yeuw Wah also stepped down from the board, but remain in their roles as ceo and coo respectively.“We are at the cusp of change in the industry, and I am confident that we can drive the business to greater heights. We continue to strive to improve margins and shareholder value, and remain focused on enhancing our leading position as a global premier liftboat and high speed aluminium craft engineering specialist in Asia,” said Lee Kian Soo, commenting on the changes.\Investors may see the move as an early warning sign of trouble at Ezra, which is highly leveraged compared to many in the sector and may find it difficult to weather the storm created by much lower oil prices. In a report earlier this year OCBC noted that Ezra’s debt maturity profile remained front-loaded, and its cash balance of $178.9m insufficient to cover short-term debt of $510m. Source : splash 24/7

The QUEEN ELIZABETH moored in Hamburg Photo : Jan Ove Mühlpforte (c)

Campaign to protect jobs onboard the British Loyalty goes global

The International Transport Workers’ Federation (ITF) has thrown its support behind the ongoing campaign to boost Australia’s fuel security and protect jobs onboard the BP oil tanker British Loyalty. An emergency motion was introduced at a meeting in Perth today of the ITF Seafarers’ Section meeting by the Maritime Union of Australia (MUA).

The oil and gas giant is dumping the 36 Australian crew of the fuel tanker British Loyalty this week, replacing them with cheap foreign operators who pay their crew as little as $2 an hour.It comes as BP slashes an extra 360 Aussie jobs this month when it shuts Bulwer Island, which is one of the Australian east coast’s main local suppliers of fuel. These cuts make Australia dangerously reliant on foreign suppliers. The country stocks less than 3 weeks’ worth of fuel, while service stations hold only 7 days supply. The motion says that the Australian tanker fleet is in crisis with the loss of three ships in the past six months."Australia’s reliance on shipping for its supply of petroleum is increasing and therefore Australia needs more ships like the British Loyalty, which has an outstanding safety and service record. "Despite this the crew on British Loyalty were notified in late 2014 that they would be removed from the ship and the ship would be re-deployed internationally."ITF President Paddy Crumlin said Australia’s national fuel security is being jeopardised by BP’s plans to slash more local jobs. “Around 900,000 tons of refined product is currently being moved from Kwinana Refinery in Western Australia to Australia’s east coast each year on foreign vessels,” said Mr Crumlin, who is also MUA National Secretary.“This is more than enough to keep the British Loyalty working the coast and keep fuel supply in Australian hands so we call on BP to redeploy the vessel.“Good, honest seafaring jobs for Australian crews are being replaced by foreign shipping companies who routinely exploit their crews and pay them as little as $2 an hour. “International unions will continue to stand up for local jobs, while there are also obvious risks to Australia's pristine environment, fuel security and national

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security.United States Seafarers International Union (SIU) Secretary-Treasurer David Heindel said the recent five-year anniversary of the Gulf of Mexico disaster, which involved BP, was a timely reminder that corporations need to employ best practice when it comes to protecting the environment. "The Gulf of Mexico disaster taught us that you can’t cut corners to save a few pennies,” said Mr Heindel, who is also chair of the ITF Seafarers’ Section. "Instead, you want the best qualified, best trained professionals onboard your vessels."The British Loyalty has often sailed along the Great Barrier Reef, which is one of the world’s great nature reserves and this pristine environment simply could not be replaced if a disaster occurred."It's better to be safe than sorry and BP should consider this when making their business decisions.Despite the Hong Kong-owned Atlantic Blue running aground on the Great Barrier Reef in 2009, BP was happy to use it for seven domestic voyages along the WA coast in 2014 and 2015. The ITF motion also calls for a high-level meeting with BP to demand that the British Loyalty and its current crew are redeployed to carry BP’s existing cabotage cargo.The British Loyalty employes members of three ITF affiliates - the MUA, Australian Maritime Officers Union (AMOU) and Australian Institute of Marine and Power Engineers (AIMPE).

The windfarm installation vessel INNOVATION loading in the port of Eemshaven (Netherlands).

Photo : Harm Reinders Rig Manager Paragon C20052 (c)

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Bumi Armada to slash workforce as offshore slump bites

Malaysian offshore operator Bumi Armada is set to make organisational changes as it struggles to cope with poor market conditions.Sources within the industry have informed Splash that 21 of 47 vessels in the company’s fleet remain idle, although Bumi Armada itself says this number is not accurate. When approached by Splash for comment, Bumi Armada provided a statement about the reorganisation saying that “the recent movement in oil price has taken the world by surprise and companies, including Bumi Armada, have had to act swiftly to avoid bearing the full brunt of the downturn.” It went on to say that the board has approved a reorganisation exercise to streamline the company, and that “the reorganisation involves the rationalisation of business units, disposal of selected assets and reassignment or retrenchment of employees where necessary.”The company said the group-wide restructure will affect around 10-12% of the company’s on-shore employees across all job grades, in both local and foreign offices. Source : splash 24/7

The GANGES STAR approaching the Ijmuiden locks assisted by the tug HERCULES

Photo : Peter Maanders – Port Towage Amsterdam (c)

Application of the Bunkers Convention in Australia

The purpose of this Marine Notice is to provide information to ship owners and operators on the application of the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (‘the Bunkers Convention’) in Australia. This Marine Notice supersedes Marine Notice 6 of 2011. The Bunkers Convention entered into force internationally on 21 November 2008 and the Protection of the Sea (Civil Liability for Bunker Oil Pollution Damage) Act 2008 implements the Convention in Australia. Ships of more than 1000 gross tonnage arriving at or leaving an Australian port or offshore facility are required to carry a ‘Certificate of Insurance or Other Financial Security in Respect of Civil Liability for Bunker Oil Pollution Damage’ (‘Bunkers Certificate’), in accordance with the Convention’s specified format.

The term ‘ship’ in the Convention is defined as any seagoing vessel and seaborne craft, of any type whatsoever. Vessels operating in inland waterways or solely within the limits of a port or harbour are therefore exempt. The Bunkers Certificate is issued by parties to the Bunkers Convention and states that insurance or other financial security is in force for the ship, to cover the liability of the registered owner for pollution damage up to the limits specified in the Convention on Limitation of Liability for Maritime Claims, 1976, as amended.

Australian and Foreign Registered Ships

Australian registered ships are required to have a Bunkers Certificate issued by the Australian Maritime Safety Authority (AMSA).All foreign registered vessels to which the Convention applies entering Australian ports or offshore facilities need a Bunkers Certificate issued by either: •their flag State, if their flag State is a Party to the Bunkers Convention; or, •any party to the Bunkers Convention, if their flag State is not a Party.

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As indicated above, Bunkers Certificates may only be issued by the Administration of any country that is a Party to the Bunkers Convention. There are currently 69 Parties to the Bunkers Convention, with details available on the International Maritime Organization’s (IMO) web site, www.imo.org/About/Conventions/StatusOfConventions/Pages/Default.aspx (follow the link to “Status of conventions”).

Owners and operators of ships flying the flag of a non-Party to the Bunkers Convention should obtain a Bunkers Certificate from one of the countries already Party to the Convention. This certificate can be issued by AMSA if a certificate has not already been obtained from another Party.

Applications

Ship owners and operators of both Australian and foreign flagged vessels applying for a Bunkers Certificate from AMSA should submit an application form. Application forms are available on the AMSA website, www.amsa.gov.au/forms-and-publications/AMSA350B.pdf.

The form will need to be accompanied by a P&I Club Blue Card or similar financial guarantee. The fee of AUD$70 applies to the issuing of an initial certificate with renewal certificates costing AUD$40. Further details are set out in the application form.When submitting an application, please allow enough time for the processing of applications and issuing of certificates. Note that additional assessment criteria apply when obtaining a Blue Card from a P&I Club that is not a member of the International Group of P&I Clubs. Refer to IMO Circular Letter 3145 which can be obtained from the IMO website or by contacting eps@amsa.gov.au

Certificates are issued based on the commencement and expiry dates stipulated on the Blue Card or financial guarantee for a period of up to 12 months and are valid from the date they are issued by AMSA.

Oil Tankers

IMO’s Legal Committee has recognised that the International Convention on Civil Liability for Oil Pollution Damage 1992 (‘the Civil Liability Convention’) has a narrow definition of oil, and that it is possible for an oil tanker to also carry oil not covered by the Civil Liability Convention definition (for example, non-persistent oil or lubricating oil used in the operation of the ship, as opposed to oil carried as cargo). It is also difficult in practical terms for maritime Administrations to know, in every case and at all times, what commercial use may be made of a particular tanker. As a consequence, and to avoid any possibility of encountering problems during port State control inspections in both domestic and foreign ports, Australia is aligning its position to that adopted internationally by the IMO.Therefore, Australia requires the carriage of a Bunkers Certificate by all oil tankers that carry persistent oil as cargo (for example, crude oil, fuel oil, heavy diesel oil and lubricating oil) in addition to the appropriate certificate issued in accordance with the Civil Liability Convention Australia also requires the carriage of a Bunkers Certificate by all oil tankers that are carrying, or may potentially carry, non-persistent oils as cargo (for example, motor gasoline, kerosene, aviation gasolines).

Thus, regardless of the type of oil being carried, owners and operators of Australian tankers who do not currently hold a Bunkers Certificate must obtain a Bunkers Certificate from AMSA. Owners and operators of Australian tankers who currently hold a foreign issued Bunkers Certificate should replace their certificate with AMSA upon its expiry.In line with the above, owners and operators of Australian registered oil tankers should request an Australian-issued Bunkers Certificate through AMSA effective from 20 February each year.To avoid any misunderstanding or confusion, owners and operators of foreign flagged oil tankers should also carry both a certificate issued under the Bunkers Convention and a certificate issued under the Civil Liability Convention from an appropriate maritime Administration when visiting a port or offshore facility in Australia.

Penalties

If a ship to which the Bunkers Convention applies enters or leaves an Australian port or offshore facility and does not carry a valid Bunkers Certificate the owner or master of the ship may be subject to a penalty of up to AUD$85,000. A penalty of AUD$3,400 applies to the master of a ship who fails to produce a valid Bunkers Certificate if requested to do so by an officer of the Australian Customs and Border Protection Service or AMSA. Officers may also detain a ship in port if the officer has reasonable grounds to believe that a Bunkers Certificate is invalid. In April 2001, Australia introduced a requirement for ships (other than oil tankers to which the Civil Liability Convention applies) that have a gross tonnage of 400 or more and are carrying oil as cargo or bunkers to carry a ‘relevant insurance certificate’ when entering an Australian port. For ships over 1000 gross tonnage, the carriage of a Bunkers Certificate replaces this obligation. For ships that have a gross tonnage of 400 or more but less than or equal to 1000, the requirements introduced in April 2001 still apply. Questions regarding the above should be directed to eps@amsa.gov.au. Source: AMSA

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The ELISABETH-S enroute the Delwaidedok in Antwerp, Photo : Willem Kruit ©

Survey reveals need for seafarer HIV and

wellbeing action A survey released by the ITF (International Transport Workers’ Federation) today highlights the need for continuing work on HIV/AIDS and wellbeing among seafarers. Available at http://goo.gl/L8AWxH the report A broader vision of seafarer wellbeing: survey of ITF maritime affiliates on HIV/AIDS, health and wellbeing questioned 34 trade unions and 608 seafarers.

The results may be surprising. Despite all the work that has gone into education about HIV/AIDS, many myths about its transmission remain – including in one labour supplying country where only 17 percent of respondents believed condoms are effective in preventing it, and 46 percent believe it can be spread in food and drink. Other major findings came in response to the questions about general wellbeing, with many of those quizzed reporting worries about weight, depression and alcohol use. On average half of them were worried about their weight, while almost 60 percent experience back/joint pain at work. In one labour supplying country 75 percent know workmates who are depressed.

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The new report follows similar ITF surveys in the civil aviation and ports sectors, but for the first time includes questions on general health and wellbeing, so as to achieve a holistic overview of seafarers needs and concerns, and in order to ‘normalise’ HIV/AIDS as something within the broader health context, rather than a cause of stigma and fear.ITF maritime coordinator Jacqueline Smith explained: “We believe this is the most exhaustive current investigation into this subject, and we offer its findings to everyone concerned with the welfare of seafarers.“We carried out this research to identify the needs and concerns of seafarers, and to show us how we can best address them within the ITF’s longstanding and pioneering HIV/AIDS programme. The results speak for themselves, and we will – with the agreement of the ITF seafarers’ section, which sponsored this survey – plan a comprehensive programme of action accordingly.”For more about the ITF’s HIV/AIDS work please see http://goo.gl/WhVe8k

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NAVY NEWS

The USNS T-AKR 5083 CAPE KENNEDY and USNS T-AKR 5082 CAPE KNOX former (ex Nedlloyd Rosario and Nedlloyd Rouen ) laid up in New Orleans, both units are part of the United States Military Sealift Command's 27 Roll-on/Roll-off Ships and two of the 44 Ready Reserve Force (RRF) ships in the Sealift Program Office. Both 212 mtr long ro-ro ships are in 5 days operational status Photo : Jan Paul Lamers (c)

Sweden's Sub-Building Capability Resurfaces

It's been 18 years since Swedish industry delivered a new submarine. The shipyard in Malmö that delivered Gotland-class submarines is closed. But the cloud that hung over the Kockums shipbuilders who designed and built those subs has been lifted — gone with last year's transfer from tension-filled ownership by Germany's ThyssenKrupp Marine Systems to Saab, the Swedish firm known for fast planes and solid cars."We have not taken over something just to be friends with our country," Gunilla Fransson, Saab's senior vice president of its naval business, told reporters here April 30 on a company-sponsored press tour. "We think it is a very stable business and it can become something very successful." Since finalizing the shipyard acquisition in July, Saab's leadership has displayed relentless optimism about returning Kockums to the forefront of naval technology, particularly in submarine design and construction. Corporate leaders acknowledge there is much work to be done, including upgrades to the Karlskrona shipyard, but they point out that Kockums engineering talent remains in place."Apart from we want to be the most modern shipyard in the world, we want to have all these traditions, too," Fransson said at a press briefing symbolically held inside a shipyard mast crane from the early 1800s. "We still have the people on board — people have not left Kockums. We have the knowledge and the competence intact."The naval business now is one of six businesses within Saab. Aviation-related products make up 45 percent of the company's portfolio, land systems 22 percent, with naval coming in third at 14 percent. But Saab is working to create a new naval identity."Ninety percent of people think we do cars," Fransson noted, even though the auto-building portion of the company was spun off in 1989. "Seventy percent of the population thinks we

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do airplanes," she said, referring primarily to the Gripen fighter. "And that's about it."She acknowledged the decision to regain Swedish control of Kockums grew out of political desires. "Sweden decided that underwater technology was important," Fransson said. "The government came to us and asked if we could be the supplier of underwater capability. Then we were in discussions with TKMS [ThyssenKrupp Marine Systems], and the acquisition was a business decision, made on business grounds. Only when I could show that did I get permission to go ahead."Saab's naval business isn't just about shipbuilding — it produces a variety of ship and combat systems that are installed on more than 200 ships worldwide. But it's in submarines where the company is trying to make its mark. Saab Kockums and the Swedish Navy have resurrected the A26 submarine project, a highly advanced design that many in Sweden thought TKMS wanted to kill off in favor of German designs. Retaining the rights to the A26 was a major element in the government's decision to restore Kockums to Swedish ownership, and this year, the Defense Ministry committed to buying two of the subs. A contract is expected this year."We are negotiating now on A26," Fransson said," and I would expect something in a matter of months."Using a newer version of the proven Stirling air-independent propulsion (AIP), non-hull-penetrating photonics periscopes and enhanced special operations features, the A26 is considered by Kockums to be one of the most advanced submarine designs in the world."The design features a number of pre-defined cuts so we can cut the pressure hull and introduce new capabilities" over the submarine's life, said Lars Roninqvist, the head of marketing for Saab Kockums, and a Kockums employee for 16 years. The ability to enlarge the submarine, he said, will make it easier to modernize the vessel with new payloads or extended AIP stores. The new Mark 4 AIP module, he said, "makes better use of waste heat" than the existing Mark 3, and the low sulfur diesel and liquid oxygen that power the engine make for "very easy replenishment." The Swedish Navy, he noted, carries out underway replenishments of its Gotland-class submarines "a couple times" each year. The propulsion plant, Roninqvist added, will also feature a permanent magnet motor allowing for a much smaller generator, although he declined to provide further details.Designed with stern planes in X-configuration, the A26 will have a bottoming capability, said Gunnar Ohlund, a senior sales executive and former engineer who's been with Kockums since 1992. The submarine will have a "high-performance sensor and communications suite with large and flexible payload capacity and special operations forces support," Ohlund said. Another feature will be "excellent habitability and working environment" — necessary features "to convince the younger generation that the submarine will fulfill working expectations."

Much of the A26 design, Ohlund said, still derives from the Nordic Viking program, an aborted project in the early 2000s to develop a common submarine design for Sweden, Norway and Denmark.But with Swedish requirements remaining "fairly stable," he said, the design "is quite mature today," and "comes quite close to the version we developed for Norway."Saab Kockums projects a building time of about five years for each submarine, Ohlund added, followed by a test-and-trial period, with the first unit being commissioned in late 2022 or early 2023.Saab is aggressively pursuing international partners for its submarine programs. The company had high hopes last year to make a serious run for the 12-ship Australian submarine replacement program. Kockums designed the Collins-class subs in the 1980s and was an original partner in the Australian Submarine Corporation that built the boats. But it was rebuffed in February by Australian Prime Minister Tony Abbott, who criticized Kockums for not having built a new sub for nearly two decades.The comments still sting here in Sweden. Saab's combat systems are on Australian and New Zealand frigates, and on the new Canberra-class assault ships, Fransson said. "We have 300 people in Adelaide," she said. "Whether we win the Australian submarine program or not we will be part of naval in Australia."Saab Kockums is also going after the Dutch Navy's four-ship Walrus-class submarine replacement program, and in January announced an "exclusive teaming agreement" with Dutch shipbuilder Damen Shipyards Group to work together to secure the contract. "We have always been a company that works locally," Fransson said. "We work where we are, we work with others. Partnerships are important to us. It's not a coincidence that we entered into a partnership with Damen. We believe that if we're going to be strong in submarines in Europe, we know submarines, they know shipyards."The Dutch program, she added, is "still in the early phases. We anticipate seeing something from the government before the end of this year."And while Saab Kockums will still consider building surface ships — "we're going to choose very carefully where we want to be" — Fransson clearly is focused on the domain beneath the water's surface."The underwater domain is very important for Saab in the coming years, as it is one of Sweden's strategic areas," she said. "We need to position ourselves to show what we can do." Source : efensenews

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SHIPYARD NEWS

HELEN MARY, A diving support vessel/anchor handling tug, built for Inverlussa Marine Services by Macduff Shipbuilders. HELEN MARY will join the Inverlussa fleet early 2015. All accommodation is above main deck level. A 150t remote control crane with 17mts outreach is fitted, She has a bollard pull of 27 tonnes, max speed is 12kts. A bridge control 4 point mooring system, and a 50 tonne towing anchor handling winch. Main engines are 3X600 Caterpillar C18s total power is 1800. Triple screws fixed pitch 1400mm props in nozzles with high lift rudders. Photo’s : Iain Forsyth ©

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Austal Hosts Christening of 'USNS Brunswick'

Austal celebrated the christening of USNS Brunswick (JHSV 6) with a ceremony this morning at its state-of-the-art shipyard in Mobile, Ala. USNS Brunswick is the sixth of ten Joint High Speed Vessels (JHSV) that Austal has under contract with the U.S. Navy as part of an overall 10-ship block-buy contract worth over $1.6 billion. JHSV 6, a 338-foot shallow draft aluminum catamaran, is a multi-mission, non-combatant transport vessel characterized by its high volume, high speed, and flexibility. It is the fourth ship to be named Brunswick after the seaport city located on the southeast coast of Georgia. The city of Brunswick played an important role during World War II as the site of a 435-acre shipyard that employed up to 16,000 workers at its peak. The yard produced 99 Liberty ships by the end of the war.

“Brunswick displays American values of community, hospitality and resourcefulness at their very best,” said Secretary of the Navy Ray Mabus. “I chose to name the Joint High Speed Vessel after Brunswick to honor those values and

the men and women of the city, as well as the state of Georgia." “Brunswick is the result of the successful industry/DOD partnership that has developed between Austal USA, Military Sealift Command, and the Navy,” said Craig Perciavalle, president of Austal USA. “We’re very excited about how stable and mature the JHSV program has become as we prepare JHSV 6 for trials and delivery in the fall.” Brunswick will soon join her sister JHSV’s that have been delivered over the last two-and-a-half years including USNS Spearhead (JHSV 1) which is deep into her second deployment since she was delivered in 2012.“The fast-growing JHSV fleet has proven to be flexible in ways we didn’t even consider when this program first started,” said Perciavalle, “Without the dedication and pride of the hard-working individuals that make up Austal’s awesome shipbuilding team, this program wouldn’t be experiencing the success we’re celebrating today.” The ship’s sponsor, Alma Booterbaugh, joined the immediate office of the Secretary of the Navy in 1999 and she is currently the Office Manager and Scheduler for the Secretary of the Navy. Booterbaugh has been a civil servant for over 30 years with the Federal Government and is the recipient of the Navy Meritorious Civilian Service Award and three Navy Superior Civilian Service Awards. Booterbaugh was joined on stage today by her daughter, USNS Brunswick’s Maid of Honor, Brittany Booterbaugh.

More than 300 naval guests, civic leaders, community members and Austal employees attended the ceremony held beneath the hull of Brunswick in the Austal final assembly bay.Three JHSVs and seven Littoral Combat Ships (LCS) are currently under construction in Austal’s Mobile, Ala. shipyard. The company is scheduled to launch JHSV 6 before the end of the month, while the future USS Jackson (LCS 6) prepares for its acceptance sea trials later this summer.For the LCS and JHSV programs, Austal, as prime contractor, is teamed with General Dynamics Mission Systems, a business unit of General Dynamics. For the JHSV program, General Dynamics is responsible for the design, integration and testing of the navigation and communication systems, C4I and aviation systems. Source : Marinelink

Shipbuilders set sights on smaller 3000-TEU boxship

Global shipbuilders are setting sights on the development and marketing of 3,000-TEU class containerships which are in growing demand. Various yards seem to be getting inquiries about smaller replacement models for the aging 4,000-TEU class units in operation mainly on the intra-Asia route. Initial talks are already under way, led by Taiwan operator Evergreen Line which intends to order some 20 newbuildings. The move looks to be creating a new smaller boxship market along with the one for mega vessels bigger than 10,000 TEUs in capacity.Yards have begun developing and marketing new 3,000-TEU class boxship models, prompted by the aging of the 4,000-TEU class vessels which had once been deployed on the Europe route. Most of those Panamaxes, deployed on East-West trunk routes up to the 1990s, have now been replaced by larger vessels to be cascaded to intra-Asia routes. Many of them are now aged 20

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years or over.Owners who plan to replace them want smaller models. A Japanese shipping official said of the background, "Most owners see smaller 3,000-TEU class ships as an optimum model because they cannot find enough cargo for their 4,000-TEU class vessels." They want to have an energy-saving cutting-edge model, based on a full review of existing ships’ dimensions and loading capacity. Yards are taking those requirements into account in developing their new models.Talks are already in progress on 3,000-TEU class models. Reports said that Evergreen is now in talks to procure some 20 units and is in contact with Japan’s Imabari Shipbuilding, South Korea’s Hyundai Mipo Dockyard and Taiwan’s CSBC Corporation. Source : Kaiji Press News via Justus Schoemaker Dutch - Japanese Maritime Desk K.K. / www.dujamdesk.com

IHI incurs Y29.1 billion special loss in Brazil biz

IHI Corp. announced late in April that it will record an extraordinary loss of Y29.1 billion in its consolidated for fiscal 2014 (ended in March 2015) due to worsening business performance at Estaleiro Atlantico Sul S.A. (EAS) in which it has a stake. IHI in early April disclosed that it will book impairment loss as an extraordinary loss, but the company now has increased the amount of the loss to prepare for the potential loss arising out of EAS' situation.At EAS, in which IHI, JGC Corp. and Japan Marine United Corp. (JMU) have jointly invested, financials and cash position have weakened significantly due to the non-payment of expenses to build drillships with Petrobras' corruption problem in the background. With this, IHI disclosed on April 6 that it will book an extraordinary loss of Y5.3 billion due to an impairment treatment of investments to the joint venture. In light of the continuing circumstances adversely affecting the nation's business environment, HI has decided to increase the extraordinary loss by Y21.5 billion, including the allowance of a related work loss, by factoring in potential loss to be incurred from loan guarantees, though currently, there are no requests being made for payments.In accordance with this, the consolidated net profit for fiscal 2014 (ended in March 2015) has been revised downward by Y26 billion from the original projection to Y9 billion, down 73%year-on-year.An extraordinary loss related to the Brazilian shipyard will reach Y30.5 billion on an unconsolidated basisAs for the future business in Brazil, IHI comments that, "IHI intends to continue its business related to offshore energy exploration but to do so cautiously while at the same time seeking to minimize losses." Source : Kaiji Press News via Justus Schoemaker Dutch - Japanese Maritime Desk K.K. / www.dujamdesk.com

MHI to restructure merchant ship biz under 3-year plan

By : Shunichi Miyanaga Mitsubishi Heavy Industries (MHI) on May 8 announced a three-year business plan running through fiscal 2017, saying that it will restructure its challenging merchant ship construction business and draw a new business model. At a briefing session, President Shunichi Miyanaga referred to his firm's decision to spin off its Nagasaki Shipyard as two merchant ship subsidiaries and said, "By whatever means, we are resolved to make it once more competitive and profitable. We will try to reform its business model." On the passenger boat business, Yoichi Kujirai, general manager of MHI's Commercial Aviation & Transportation Domain, said, "We will restart it as an engineering business by making full use of what we have learned from the ongoing construction of two cruise ships." He said that MHI will seek to find an optimum construction yard without sticking to its own facilities. But he indicated that the company may again challenge ship construction business at the Nagasaki Shipyard's Koyagi Plant by making it more price competitive. MHI's new plan called for a further business expansion and higher profitability, envisaging annual sales in excess of Y5 trillion and a Y450 billion operating profit, 50% more than the record profit made in fiscal 2014, in its final year.It defined restructuring as top priority for the merchant ship business. MHI is set to separate its Nagasaki Shipyard as two subsidiaries in October 2015. Miyanaga said of the decision, "After the startup of our two dedicated subsidiaries, we will begin to have various new business models by the middle of 2016. We aim to restructure our merchant ship business during the period of the new plan and consolidate our profit base." He continued, "We have been undertaking shipbuilding since our foundation. Emotionally speaking, I want to see it continued and I will do all I can to that end. We will continue the business as long as we can retain our relative advantage in the construction of gas ships and special vessels. We will make utmost efforts for survival by enhancing our competitive edge through the separation of two subsidiaries."

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MHI intends to incorporate passenger boat construction into the engineering business which it sees as one of core domains. The engineering business has so far focused on chemical plant construction. But the company plans to combine all related segments into its new "Engineering Headquarters" to expand its coverage. The passenger boat business will be transferred to the headquarters along with the transport system business. Kujirai said, "Despite some confusion, we could get knowledge of design engineering in the special area of narrow space design through the construction of two cruise ships. Amid the prospect that the passenger boat market will steadily grow, we will make full use of this experience and aim to establish a new engineering business model." He said that MHI will not adhere to its own facilities but try to find an optimum yard to continue the shipbuilding business. But he added, "Our understanding is that the Koyagi Plant can be good for the construction of passenger boats. How it can improve its cost-competitive edge through serial construction of gas ships will hold the key." Miyanaga said, "We will not take a policy to build passenger ships at Koyagi only when its slipways become vacant due to depletion of gas ship demand. But I heartily hope to see passenger ships built there whenever it is found fit for the purpose." Source : Kaiji Press News via Justus Schoemaker Dutch - Japanese Maritime Desk K.K. / www.dujamdesk.com

ROUTE, PORTS & SERVICES

The MURUETA moored in Leixoes photo : Jan van Vuuren (c)

End for Fairfield Energy's Dunlin Alpha oil rig

FAIRFIELD Energy is to decommission its North Sea Dunlin Alpha platform because of the low oil price and operating difficulties.Ahead of the decommissioning process, all the Dunlin cluster oil fields will stop production in mid-June. In the meantime Dunlin Alpha will remain manned and operational, shifting other producers’ third-party oil into the Brent pipeline. Fairfield cited the depressed oil price and “challenging operational conditions” as reasons for the £400m

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decommissioning, which requires regulatory approvals,The Dunlin field started production in August 1978, with production peaking at about 120,000 barrels per day in 1979. The oil field is just a few miles from the Norway boundary line, 300 miles north-east of Aberdeen in the East Shetland basin,It was originally operated by Shell but Fairfield acquired the Dunlin, Dunlin SW, Merlin and Osprey fields in 2008.Earlier this year, Royal Dutch Shell began consulting on its plan to remove the first of the iconic Brent platforms in what will be the biggest North Sea decommissioning project to date. Like the Dunlin field, it was originally projected to last 25 years but produced oil for 37.Fairfield said its subsidiaries Fairfield Betula and Fairfield Fagus, along with joint venture partner MCX Dunlin, would launch the Dunlin decommissioning programme, subject to regulatory approvals. Source : the national

The IVORY ARROW navigating the English Channel Photo : Capt. Bert Boutsma master Spiegelgracht ©

Shell eyes 2nd offshore platform in Malampaya

MANILA - Shell Philippines Exploration B.V. (Spex), the upstream oil development subsidiary of energy giant Royal Dutch Shell, is switching the greenlight for a second offshore platform of the landmark deepwater gas-to-power Malampaya project in Palawan.With the second platform, touted as a technological milestone in the history of the Malampaya project, the Spex-led consortium hopes to find more gas to sustain the output from the Camago-Malampaya reservoir to continue providing much needed power to the Luzon grid. “The platform is currently being commissioned for full operation before the end of 2015,” said Spex managing director Sebastian Quiniones.Spex heads the consortium that operates the natural gas field, which supplies power to the Lopez Group’s 1,000-megawatt (MW) Sta. Rita and 500-MW San Lorenzo plants in Batangas and Kepco Philippines’ 1,200-MW Ilijan plant, also in Batangas. The tie-in of the second platform, together with the drilling and development of two new wells, forms part of the second and third phase of the Malampaya project.The consortium commenced the second phase of the project in 2010 and the third phase, in 2011.Phase 2 involves the drilling and development of two new production wells, while Phase 3 involves the fabrication, installation, tie-in and commissioning of the second Malampaya offshore platform, Quiniones said.Spex was able to complete the tie-in of the second platform during the one-month maintenance shutdown of Malampaya gas field from March 13 to April 14. “Regulatory inspections, maintenance activities, system upgrades, tie-in of the new platform and all identified work for the shutdown were completed on time and according to plan,” Quiniones said.The Malampaya Project supplies 35 to 40 percent of the Luzon’s energy needs. Over 1,400 Filipinos worked on delivering the project according to world-class standards, demonstrating the excellent technical capability of Filipinos, Quiniones said. Malampaya, which began operating in 2001, is a joint undertaking of the government and the private sector. The project is spearheaded by the Department of Energy and developed and operated by Spex, with a 45-percent stake on behalf of joint venture partners Chevron Malampaya LLC, also with a 45-percent stake and the PNOC Exploration Corp. which holds the remaining 10 percent.Government revenues from the Malampaya project have reached $8.5 billion as of end-2014. Source : abs/cbn

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Ship Owners Differ on Ratification of Ballast Water Convention

Ship owners across the globe have differed with the global maritime watch dog, the International Maritime organisation (IMO) on the ratification of the Ballast Water Management (BWM) Convention.The ship owners said IMO, which has its headquarters in London, United Kingdom, should go ahead with its plans to ratify the BWM Convention if there is no realistic implementation schedule that recognises the timetable for the United States of America (USA) type-approved Ballast Water Management Systems (BWMS) to be available in sufficient quantities. The ship owners, under the auspices of Round Table (RT) of International Shipping Organisations (comprising BIMCO, the International Chamber of Shipping, Intercargo and INTERTANKO), believe that the resulting dilemma would force the international shipping industry to spend millions of dollars on BWMS that may not achieve USA type-approval and therefore will need to be replaced in a short period of time. The warning of the ship owners is coming on the heels of the RT’s expectation that the BWM Convention will be ratified soon and come into force in 2016.According to them, they will be required to spend up to $5 million to install a BWMS on each of their ships, and it is estimated that there are 50,000 ships that require to be fitted with BWMS over a five year period. However, this may also create an impossible situation for ships that trade to the United States of America where unilateral national regulation is already in force. The USA regulations ultimately require all ships that discharge ballast into USA waters (12 miles) to treat this through a USA Coast Guard (USCG) approved BWMS. The ship owners said presently there are a number of BWMS in the USCG testing and approval process, but none has received type approval. The RT has urged the US Coast Guard to approve as many ballast water management systems as possible, as soon as possible and provide a pragmatic schedule for the installation of such equipment. There are 54 BWMS approved under the IMO regime, but only 17 manufacturers have indicated an intent to submit their system for USCG approval testing, the RT said.According to RT, there is no guarantee that systems submitted will gain approval under the stringent USA testing regime; consequentially, when the IMO convention enters into force, ship operators trading to the US will be forced to fit a BWMS that may never achieve USCG type approval. If the chosen system does not obtain USCG approval, it will have to be replaced within 5 years in order to continue to trade to the USA. A ship owner who wants to comply with international and national ballast water management requirements, therefore faces a position of having to possibly invest twice in a BWMS. As a way out of the imbroglio, the RT urged IMO member states to take what they described as a “potentially very costly issue” into account when deliberating ballast water management issues at the upcoming 68th session of the IMO Marine Environment Protection Committee.“The safest way to avoid it is to ensure that there are sufficient USCG approved BWMS available on the market before the IMO Convention enters into force. This also implies that national BWMS manufacturers should be encouraged to apply for USA approval; the low rate of application raises serious concerns over confidence in the operational capability of equipment that is already being sold”,it added. Source: This Day Live

First export ship to embark on journey from Gwadar Port

The first consignment, comprising fish exports, was expected to depart from Gwadar Port on Monday, formally kicking off commercial activities, said Federal Secretary for Ports and Shipping Khalid Pervez. The Chinese Overseas Ports Holding Company is responsible for operation of the port; officials from the company would be present on the occasion along with others including Federal Minister for Ports and Shipping Kamran Micheal. On Sunday, the Chinese Overseas Shipping Company (COSCO) will bring empty containers to the port before they will be loaded with fish, marking the formal inauguration of export from the deep sea port.The Chinese have taken control of the activities for export of their products to Central Asian countries and Middle East in the long run, part of China-Pakistan Economic Corridor Project, which was recently kicked off by Chinese President Xi Jinping during his last-month visit to Pakistan. Import activity from the Gwadar Port began in 2009. Since then, cargoes containing fertilisers and wheat have been imported through this port by the government. However, the private sector has yet to start its export/import from the Gwadar Port, hindered because of the connecting roads being under construction. The Economic Coordination Committee of cabinet had decided in 2009 that the Trading Corporation of Pakistan(TCP) should use Gwadar for the import of wheat and fertiliser via the newly establish port aimed at starting the operation gradually.A senior officer in the Ministry of Ports and Shipping said that the Gwadar Port has been given to the Chinese company on the basis of the ‘Land Lord Port Concept’ on 9% gross revenue for the next 40 years. He explained that

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the company will pay Pakistan from its gross revenue and not on the net profit.The officer said that at this stage, fish cargo can only be exported via Gwadar port as there are only fish processing factories in the area.The officer believed that it will take decades for the port to become profitable due to the geographical location of Gwadar.Port Qasim, he mentioned, had become formally operational in 1979 and reached its breakeven point after two decades despite being situated in the business and industrial hub of the country.Source: The Express Tribune

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