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China promises "no cover-up" in ship sinking probe as death toll rises to 65
By John Ruwitch and Megha Rajagopalan
China has pledged that there would be "no cover-up" of an investigation into the sinking of a cruise ship on the Yangtze River, which has left 65 people dead and over 370 missing, as angry families gathered near the rescue site to demand answers.President Xi Jinping convened a special meeting of the ruling Communist Party's Politburo Standing Committee, the apex of power in the country, on Thursday to discuss the disaster, state news agency Xinhua said. Authorities are investigating the crew members who were rescued from the EASTERN STAR, which capsized in a freak tornado on Monday night, and were "gathering evidence", Xu Chengguang, the spokesman for the Ministry of
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Transport, said. "We will never shield mistakes and we'll absolutely not cover up (anything)," Xu told a news conference on Wednesday night, adding a preliminary investigation had begun. The Politburo Standing Committee called on rescuers to "take all possible measures" to save the injured and urged a "serious investigation into the cause of the incident", Xinhua said.They also stressed that "the work of appeasing the families is very important" and called on local party committees and governments to "earnestly understand the families' grief, carry out appeasement efforts and earnestly safeguard social stability".Only 14 survivors, including the captain and chief engineer, have been found since the ship carrying 456 people capsized, in what could be China's worst shipping disaster in almost 70 years. Police have detained the captain and chief engineer for questioning. An initial investigation found the ship was not overloaded and had enough life vests on board.The announcement of the investigation came hours before dozens of relatives broke through a police cordon in bid to reach the disaster site.Frustrated by the scarcity of information from local authorities, about 50 family members hired a bus to take them from Nanjing to Jianli county in Hubei, an eight-hour journey.The ship had been on an 11-day voyage upstream from Nanjing, near Shanghai, to Chongqing. Relatives have asked the government to release the names of survivors and the dead, and questioned why most of those rescued were crew members. Some have also demanded to know why the boat did not dock in the storm, and why the rescued captain and crew members had time to put on life vests but did not sound any alarm On Thursday, there was a heavy security presence outside one of the hotels where some family members were staying."Right now the government has an attitude of complete apathy towards us," said Cao Feng, 40, whose parents were on board. "We just want to be closer to our relatives."June 4 marks the anniversary of the 1989 crackdown on pro-democracy demonstrators around Beijing's Tiananmen Square, and protests are usually quickly halted in China.Rescuers are not giving up their search of the ship, which was carrying many elderly Chinese tourists, despite the fading hopes of relatives.They have begun cutting small holes through the Eastern Star's upturned hull to get better access, although no more survivors have been found, state media reported. "The ship sank in a very short time frame, so there could still be air trapped in the hull," Li Qixiu of the Naval University of Engineering told Xinhua. "That means there could still be survivors." The search area has been extended up to 220 km (135 miles) downstream, suggesting that bodies could have been swept far from where the ship foundered. Source : Reuters (Additional reporting by Joseph Campbell and Engen Tham; Writing by Ben Blanchard, Kazunori Takada and Sui-Lee Wee; Editing by Paul Tait and Jeremy Laurence)
KNVTS A'dam 1e zomerlezing 2015 17 juni leven aan boord van stenenstorter &
workshop solliciteren
Over 2 weken is het zo ver, de eerste zomerbijeenkomst van 2015. Naast onze gebruikelijk formule van een "leden voor leden lezing". Dit keer ook een workshop in solliciteren. Om 18:30 zal Mikolaj Mika, Consultant bij Middle Point, een handje vol mensen meenemen in de tips en tricks van het solliciteren. Ben je van plan een stage binnen te slepen? Of ben je van plan om in de zomer een nieuwe cariere stap te maken? Aarzel dan niet en meld je! Deze workshop is specifiek bedoelt voor studenten en werkenden die denken aan een nieuwe baan. De workshop zal eindigen rond 19:15, daarna zal Jiri Biersteker 1e Werktuigkundige op de FLINTSTONE van Tideway (DEME) een presentatie geven over het werken en leven aan boord van een stenenstorter. Hoe een planning nooit uitkomt, reparaties klaar moeten zijn voor dat er eigenlijk iets stuk is en de mensen aan boord. Deze voordracht zal tussen de 20 a 40 minuten zijn. Daarna is de borrel.
Onderwerp: Het leven aan boord van een stenenstorter Spreker: Ing. Jiri Biersteker 1e werktuigkundige Tideway https://nl.linkedin.com/pub/jiri-biersteker/24/46/72a/nl
Datum: Woensdag 17 juni 2015. Locatie: Aan boord van de Kapitein Anna (de gerestaureerde Kapitein Kok). www.kapiteinanna.nl
Aanmelden voor de lezing en/of de workshop kan via [email protected]
Let op er is geen gezamenlijke maaltijd vooraf, maar u er zijn genoeg gelegenheden op de locatie waar U iets kunt eten. De zomerlezingen zijn in het leven geroepen zodat alle leden ook in de zomermaanden contact houden met de vereniging en de andere leden. Onze hoop en verwachting is dat dit ook bij de jongere leden goed ontvangen zal worden, omdat het een luchtige bijeenkomst zal zijn met voldoende mogelijkheden om contact te houden en te netwerken. Noteert u ook al vast de andere data voor de zomerbijeenkomsten zijn 15 juli en 12 augustus.
African leaders to discuss joint piracy response: Togo
African leaders will meet later this year in Togo to discuss drawing up a continental charter against maritime piracy, the country`s authorities have announced. Foreign minister Robert Dussey said on Tuesday night that heads of state and government from the African Union would be in the capital Lome in November to discuss the problem. "The Lome summit aims at defining a common strategy against maritime insecurity in Africa," Dussey told reporters."At least 205 attacks on ships were registered in the Gulf of Guinea between 2005 and May 2015. Togo`s coasts saw eight attacks, of which seven were foiled by the country`s navy."The minister said the successful adoption of Africa`s first ever
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strategy against pirates would be put before the United Nations Security Council.At present, only a handful of national, bilateral and regional initiatives are in place to fight piracy, which has taken off in west Africa in recent years. Unlike in east Africa, where pirates have demanded ransoms, pirates in the Gulf of Guinea generally steal cargo, especially oil.In June 2013, central and west African leaders agreed on a regional strategy against pirates to tackle the problem. Military chiefs from Benin, Niger, Nigeria and Togo decided to set up a centre for maritime coordination in August that year.Nigeria is the worst affected by piracy on the high seas. In 2012, 45 percent of attacks recorded in the Gulf of Guinea were in Nigerian waters.In 2011, it launched an operation with neighbour Benin to conduct patrols off the countries` coasts.
Accident to skipper of scallop dredger Ronan Orla with loss of 1 life
Accident Investigation Report 12/2015 Investigation report into marine accident including what happened, safety lessons and recommendations made:
MAIB investigation report 12-2015: Ronan Orla
Summary At about 1100 on 30 March 2014, the owner/skipper of the 9.98m scallop dredger RONAN ORLA was fatally injured when he became entangled on the starboard warping drum of the vessel’s winch. The skipper was operating the vessel single-handedly and was attempting to recover his dredge gear on board when the accident happened. About 4 hours later, the crew of another scallop dredger noticed that RONAN ORLA appeared to be in trouble. They came alongside RONAN ORLA and a crewman climbed on board and stopped the winch. It was apparent that RONAN ORLA’s skipper was deceased.The key safety issues identified were:
RONAN ORLA’s skipper became entangled on the vessel’s rotating winch drum and was unable to free himself or stop the winch. The skipper was operating single-handedly. There was no-one on board to help him or raise the alarm.The vessel’s winch had not been
properly maintained. It was in a poor state of repair and was not fitted with emergency stops. Recommendations The recently published MAIB report into a serious accident that occurred on board the fishing vessel Wanderer II (Report No 6/2015) makes several recommendations that address safety issues identified in this report. However, recommendations have been made to the Maritime and Coastguard Agency (2015/129) and Seafish (2015/130), which seek to ensure that fishing vessel owners are compelled to send copies of the mandatory self-certification assessments to the Regulator, and the increased risks associated with lone working and single-handed operations are emphasised in safety awareness training courses.
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Jong geleerd is oud gedaan, de toekomst van de maritieme sector in Nederland”.
Ter gelegenheid van het 60 jarig bestaan van het Zeekadetkorps Nederland organiseert het Hoofdbestuur een mini symposium voor maritiem geïnteresseerde “sectorgenoten” over de instroom van goed opgeleide mensen. De Voorzitter van de Koninklijke Nederlandse Vereniging van Nederlandse Reders, mevrouw T. Netelenbos, de Voorzitter van het college van Bestuur van de STC-Group, de heer E. Hietbrink en de Plv commandant der Zeestrijdkrachten SBN B.W.J. Bekkering geven hun visie op het belang van tijdig en goed investeren in de jeugd tot behoud van een gezonde maritieme sector. Daarnaast
zullen enkele zeekadetten vertellen hoe zij de keuze voor een nautisch beroep hebben gemaakt. Deze interessante en zeker ook feestelijke bijeenkomst ter gelegenheid van het 12e lustrum zal plaatsvinden op:
Donderdag 18 juni 2015 in “Brasserie-bar de Zalm” Markt 34 te Gouda.
Wij ontvangen u graag vanaf 15:00 uur. Omstreeks 15:30 uur vangt het officiële gedeelte van het programma aan. De bijeenkomst wordt afgesloten met een borrel, deze duurt uiterlijk tot 18:30 uur. Gezien de gelimiteerde ruimte in De Zalm waarderen wij uw aanmelding voor deelname Dit is mogelijk bij Wouter Eijkelenboom: [email protected]
What caused China's Eastern Star cruise ship to capsize in the Yangtze?
By : Stephen Chen The Yangtze River accident is possibly one of the worst tornado-related disasters in modern Chinese history. The Dongfangzhixing, or EASTERN STAR, carrying more than 450 people, capsized during a powerful storm in Hubei province on Monday night. A rare tornado occurred in the vicinity of the accident during the storm, the National Meteorological Information Centre said. Radar data analyses show wind speed exceeded 117km/h at the time - enough to generate waves higher than 14 metres. It remains unclear if the tornado caused the accident. And if it did,
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whether it hit the ship directly, or caused it to change course suddenly. GPS data shows the vessel may have made a sudden U-turn before it capsized. The triple-decked ship - whose draft, or the part below the waterline, measures just 2.5 metres - is susceptibel to losing its balance insudden manoeuvres.
One theory is the vessel could have tried to steer from its course to avoid the tornado, but lost its balance in doing so. Its high centre of gravity - the result of a poor ratio between the parts of the ship under and above the water - is a common problem for modern cruise ships. Experts have blamed such top-heavy design for Italy’s COSTA CONCORDIA disaster in 2012. Mainland news outlet Caixin, citing industry insiders, reported that th EASTERN STAR had been repeatedly modified by people other than its builder.Some question if a direct hit from a tornado can indeed topple a shipmore than 70 metres long. Scientists say that while extremely rare, it is not implausible."To get hit on a river by a tornado is like getting run over by a car ona sidewalk. The chance is very small," said wind engineering scientist Quan Yong, of Shanghai's Tongji University. Tornados are rare on the mainland. Only 97 tornado accidents that causecasualties or financial damage were recorded from 1949 to 1990. There were on average less than three hits a year "The accident shows how vulnerable humans are in the face of nature,"Quan said. Professor Cai Wei, a ship design researcher with the Wuhan University of Technology, said the section of the Yangtze River where the accident occurred was an "A-level navigation zone".This meant the maximum expected height of waves within the zone was up to 2.5 metres."All ships are built to return to their normal position after facing winds and waves, but if the wind speed exceeds its design limit, the ship will capsize," Cai said. Mainland authorities have yet to conclude the cause of the accident, as it deals with growing concern as to why the ship was allowed to leave the harbour during the storm. Source : South China Morning Post
REDWISE DELIVERS TWO DREDGERS TO SINGAPORE, ONE FROM THE EAST, ONE FROM THE
WEST. The new built TSHD “BARITO EQUATOR” was delivered by Redwise to Singapore in the first week of May 2015. Built by the Damen Shipyard at Pontianak, she followed strait on the heels of the THSD “MONIFLOR” built 2000 by IHC in The Netherlands for the French government. The “MONIFLOR” was Eastbound, with a passage via Las Palmas, Walvis Bay and Mauritius the long way round. The “BARITO EQUATOR” headed Westward, departing from Pontianak, Indonesia with very fine weather. The pictures were
taken by Mr. Syukur Sahidin following the sea trials done with a full Redwise crew together with the staff of Damen
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and main equipment suppliers. This is the fourth dredger delivered by Redwise under her own power within the past 12 months, with the 2 previous deliveries being IHC built Grab hopper dredger “ITALENI” to Durban and the cutter dredger ”AL BAHAR” to Jeddah. All 4 vessels had different propulsion packages with high- or medium speed engines, driving a variety of propellers with conventional CPP (s) and Electric driven Azimuth thrusters in the mix. This shows the great diversity and truly global nature of professional ship-delivery with Masters, senior officers and engineers permanently employed by Redwise, providing job security while retaining competent, skilled and flexible seafarers proud of their profession.
The SVITZER SUTOR on delivery voyage by Redwise made a bunkerstop in Malta
Closure of Port of Calais - DFDS Seaways regret to advise due to a mine clearance operation at the Port of Calais on Sunday 07 June the following departures have been cancelled: Exit Port Dover: 07:30 & 14:45 Exit Port Calais 11:00 & 13:30All affected customers confirmed on the cancelled services will be notified by DFDS Seaways. Alternatively customers with existing bookings can call our customer contact centre on 0344 848 6090 to discuss your
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travel arrangements. DFDS Seaways would like to apologise for any inconvenience caused to our customers due to the rescheduling of our services. Source: ferries of Northern Europe
China’s Sanya and Vietnam’s Ho Chi Minh City are mulling the possibility of a strategic partnership to boost cruise activities between the passenger terminals at the two cities, according to reports.Wu Yanjun, mayor of Sanya in Hainan province, was reported saying a recent conversation with his Ho Chi Minh City counterpart led to the idea of such a potential pact that will benefit the cruise sector.The initial cooperation could include setting up administrative offices at the cruise terminals of both destinations, and establishing each of the city’s terminals for turnaround calls. Sanya and Danang in central Vietnam currently have direct cruise connections, and such an existing cooperation can be extended
further south in Vietnam to Ho Chi Minh City, according to Wu. Meanwhile, Sanya itself is planning to upgrade its Phoenix Island International Cruise Terminal by adding new and bigger berths to cater to the growing cruise market. Source: seatrade Cruise News
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Offshore vessels operator Otto Marine has laid off some 30% of its staff strength so as to address the tough business environment since the plunge in oil prices, reports said.The Singapore-based company said it has cut 30 employees across its operations as part of its restructuring moves since January, its group chief executive Michael See told the local media. The reduced headcount represented a cut of about 30% of its staff strength. Otto Marine has also reduced payrolls for its remaining employees, excluding junior staff, by an average of 15%. Its top management took a pay cut of 20%. Several offshore companies, not just Otto Marine, have been impacted by the downturn in the global oil industry since the second half of 2014.Oil majors have reduced their expenditures for oil and gas exploration and production, leading to lower utilisation and rates for both oil rigs and OSVs.Singapore-listed Otto Marine posted a first quarter net loss of $13.23m, from a deficit of $14.38m in the previous corresponding period.The company had faced some financial troubles when a creditor attempted to wind up the company over some $1.18m of debts, but Otto Marine had paid up the sum in full.Otto Marine also announced earlier that it is defending a claim of around $8.88m against its wholly-owned Otto Ventures with regards to the acquisition and operation of two OSVs.See admitted that the rest of the year will continue to be challenging for the company, and it will focus on cutting back operational expenditure. Source: seatrade-maritime
Rolls-Royce launches new Permanent Magnet Azimuth Thruster
Rolls-Royce unveiled the latest addition to its range of marine thrusters, with the launch of a new azimuth
thruster powered by permanent magnet (PM) technology. Launched at the Nor-Shipping maritime exhibition in Oslo, the new thruster is the Group’s latest development of PM technology, which already includes tunnel thrusters and a newly developed winch.The launch follows a programme of sea trials in which a pair of thrusters demonstrated efficiency savings of 7-13% depending on ship speed, and in comparison to azimuth thrusters powered by a conventional diesel-electric system. The trials took place on board the RV GUNNERUS, the Norwegian University of Science and Technology’s (NTNU) research ship, based in Trondheim. Helge Gjerde, Rolls-
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Royce, Senior Vice President for Propulsion - Commercial Marine said: “Following a programme of successful sea trials, which exceed our expectations in terms of efficiency, we are delighted to broaden our range of permanent magnet technology with the launch of a new azimuth thruster.“The sea trials are continuing but initial findings have significant implications for future ship sustainability in both the marine and offshore sectors, as PM thrusters become a valuable supplement to traditional thruster technology.”Besides improved fuel economy, other benefits include more power through a propeller of the same diameter, reduced noise and vibration, and scope to remove and maintain PM thrusters without the need for a dry-docking.The Gunnerus trials follow operation of Rolls-Royce’s first commercial permanent magnet tunnel thruster by Olympic Shipping, a Norwegian offshore vessel operator. The tunnel thruster, now in operation on board the Olympic Octopus, a multifunctional anchor-handling vessel (AHTS) of Rolls-Royce UT 712 L design, has clocked up more than 4,000 trouble-free running hours.Each PM azimuth thruster comprises three main assemblies – the PM motor/propeller/nozzle underwater unit, the hull mounting system which includes the azimuth bearing and duplicate frequency controlled electric steering gear, and the inboard power unit which feeds electric power to the thruster.The permanent magnet motor consists of two main parts – a stator that carries a number of electrical coil windings, and a rotor fitted with a number of very strong permanent magnets.A rotating magnetic field is created by the stator which interacts with the fields of the permanent magnets on the rotor, which generates force to drag the rotor around, providing the mechanical power.
Newbuilding activity remains bleak, while demolitions start to slow down as well
Newbuilding activity is still a far cry this year, when compared to last year’s frenetic pace of contracting. In its latest report, shipbroker Allied Shipbroking noted that “with activity shown to have been drastically reduced during the course of the past five months, this weeks reported contracting does not show any change in market conditions. There was a short burts in new contracts on the tanker front that came to surface this week, with most centered around product carriers and many looking a trend towards the larger LR size segments”.According to Allied, “some of the reported orders continue to be switches from previously ordered dry bulk vessels such as the case of this weeks switch by Singaporeans Cara Shipping. At the same time and with exception to the product tankers which are likely to see a small surge in activity over the coming weeks if not months, the rest of the market has been unable to show any respecta-ble signs of life. This is something that has also followed the trend in offered prices thus far, with discounts compared to previous years being noted in all ship sectors. As things stand now however, it looks as though there may well be further discounts in price as even at these current levels shipbuilders are finding it hard to market their future shipbuilding slots”.In a separate report, shipbroker Intermodal said that “the end of spring season found the newbuilding market in the same unchanged stage of the past months, with weak activity and non-existent dry bulk ordering prevailing, while conversions and options are still making up a good part of the most recent reported deals. Prices appear to have momentarily stopped their downward movement but we reiterate our opinion that there is more room for further corrections during the summer season, where slower activity usually prevails. At the same time, the
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trend of converting bulker orders seems to be holding strong. Orders that were placed following the good market the sector enjoyed back in the end of 2013, continue to trouble owners behind them and it seems that a big part of those who still can, will opt for converting their order usually to a tanker one, while without trying to sound too pessimistic, we hope history won’t repeat itself and whatever tanker orders – original ones or conversions – are currently being placed, won’t come back to haunt their owners a couple of years down the line as it is currently happening with big bulkers. In terms of recently reported deals, China Shipping Development placed an order for four firm LR2s (115,000dwt) at Dalian, in China, for a price of $52.0m each and delivery set between 2017 and 2018″.Meanwhile, in the demolition front, Allied noted that “with the monsoon season slowly showing its face this week in the Indian Sub-Continent and the upcoming government budget announcements for both Pakistan and Bangladesh set to be released this week, the market has started to show its typical slowdown. It is unlikely that either of these two will have considerable effects for the remaining months of the year, yet even this typical slowdown might leave a market a touch softer from where it found it and possibly lead to a different approach by breakers once this issues have been moved out of the way. The fear amongst most owners is that any such change in market perception in terms of pricing, will have a detrimental effect on the continual removal of overage units, something that’s proved to be detrimental in up keeping some sort of counterbalance to the over-supply issues faced by some sectors. Given however that the vast ma-jority of activity that has been reported during the past couple of months has centered around the dry bulk sector, it is likely that even at a touch softer prices to what we had seen during the past five months, the demolition market will still be able to keep activity going, while making the decision for most owners of overage units favorable compared to the cost of passing any upcoming surveys”.Intermodal added that “demolition prices in the Indian subcontinent appear to have stabilized for now, following a month of significant discounts that have left the market with a lower new normal in terms of activity volume and price levels matching the year’s lows back in the beginning of March. Whether the summer season will continue in the same mood is too soon to tell. Breakers in Bangladesh and Pakistan will focus on the outcome of their countries’ respective budgets, both due before the end of the week. Should rumors for increased tax on the industry are announce, this will normally affect both prices and breakers’ appetite to acquire tonnage. On the other hand things in India seem to be slightly better, and this is evident in the presence of sales involving Indian breakers, who now seem a bit encouraged by the revival of both local steel prices and the Indian Rupee. Prices this week for wet tonnage were at around 225-385 $/ldt and dry units received about 210-370 $/ldt.”, the shipbroker concluded. Source: Nikos Roussanoglou, Hellenic Shipping News Worldwide
Jumbo completes installation of EnQuest Producer FPSO
The FPSO mooring system was earlier installed by Jumbo’s HLCV Fairplayer.
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EnQuest Producer FPSO was towed from Port of Tyne to the Alma/Galia field. In the field, the FPSO was positioned above the mooring, the chains were retrieved from the seabed and hooked into the FPSO. Once all mooring lines were connected, all chains
needed to be tensioned to bring the FPSO in final position. Thereafter the excess chain, rigging and installation aids were removed. After completion, Jumbo has been requested to further assist with the infield hook-up of subsea risers.
Alma / Galia represents EnQuest’s first new hub development: A project of significant scale that reflects many of EnQuest’s values.
First oil from the development is scheduled for mid-2015. The project is revitalizing the UK North Sea’s first producing field – Argyll – and highlights the ability to redevelop economically viable solutions for mature North Sea assets.
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Performance issues are a consistent presence in the relationship between an Owner and Charterer. Performance (speed/consumption) claims remain a common complaint from Charterers and a common source of deductions from hire. The frequency of such claims over the last five-six years (since the crash in hire rates in early 2009) is more often than not attributed to the increase in bunker prices as well as technological advances in monitoring vessels adopted by Charterers. That said with hire rates not increasing dramatically and the current drop in bunker prices a drop in performance claims might have been anticipated. However, this does not seem to the case, with performance remaining a real issue on both a small and large scale. Perhaps what has changed is the cause of such claims with e.g. hull fouling being a commonly cited cause for both reduced speed and over consumption.Dry Dock / Shipbuilding Unfortunately, performance claims do not often appear in English case reports with the majority of these claims being settled at an early stage or resolved in arbitration. Arbitrations are sometimes reported but they will be a short summary of the award and are unlikely to give an insight into the reasoning of the tribunal. However, they do provide some assistance in ascertaining the direction that arbitral tribunals are taking with performance disputes. 2014 saw three reported decisions in London arbitration: LMLN 1/14 (27 Jan 14); LMLN 12/14 (29 May 14); and LMLN 18/14 (16 October 14). The first two decisions clarify already established principles regarding the operation of a performance warranty: the timing of the warranty and the criteria required to satisfy the warranty as to good weather. The latest decision – LMLN 18/14 – instead looks at the effect that hull fouling has on performance and emphasises the importance of ensuring the accuracy of a vessel’s performance figures whenever an owner and /or disponent owner enters into a new charter. This is perhaps the most significant of the three decisions with repercussions also as to how one looks at off-hire claims relating to performance. Looking at each decision briefly: LMLN 1/14 (27 Jan 14) A new building had recently entered into service and was chartered for one short time charter trip on an amended NYPE (1946) form. Lines nine-ten were unamended with details as to the vessel’s performance being set out in the riders at clause 29. Clause 29 contained Owners’ performance warrant. Charterers alleged a breach of this warranty following over consumption in-port at four different ports during the charter.There was no argument as to the existence of the warranty only as to whether it was a continuing warranty and at what point would Owners be considered in breach. Owners argued that in accordance with established principles (set out in The Apollonius [1978] 1 LLR 53 ) the warranty in clause 29 applied – in the absence of an express stipulation that the warranty is to apply throughout the duration of the charter – no later than the time of delivery of the vessel under the charter. The Charterers, however, said that the ongoing maintenance provisions in clause 1 (as amended) applying to “the service and at all times during the currency of this Charter” implied a continuing warranty as to performance.The tribunal agreed with the Owners that an express provision was required to impose a continuing warranty as to performance and that, in the absence of such, the warranty applied only at the time of delivery into the charter service. However, Owners were nevertheless found to be in breach of the warranty in that “in a relatively short time charter trip”, the vessel’s performance of the service for the duration of the charter (during which she had over consumed) “might be considered good evidence of its capability at the time of delivery”.The charter lasted approximately 14 days. There is, however, no indication from the tribunal at which point a “time charter trip” stops being “short” nor indeed whether it makes a difference at what point the measurement of performance occurs. Each case will turn on its own facts but there will still be some debate as to whether there is a breach – at the time of delivery – if the measurement of performance (e.g. by reference to “good weather days”) can occur only in the last couple of days of, say, a 3 week voyage. It is not clear whether such evidence at this point of the charter will be sufficient to establish a breach as “at delivery”. LMLN 12/14 (29 May 14) This decision looks at the nature of the performance warranty itself and the preferences that a tribunal will show as to how a breach and subsequent loss is assessed.This time charter was on an amended NYPE (1993) form. The standard performance warranty found in lines 19/20 was deleted. However, there were express performance provisions contained in the riders to the charter at clauses 63 (description), 100 (Speed consumption) and 113 (Ocean Routes clause). Notably the vessel’s description and the warranty provisions made no specific reference to the warranty applying in “good weather conditions” other than to the deleted line 20. The Charterers argued therefore that the performance warranty was absolute and was to apply in “all weather conditions”.Owners argued that the repeated references to and definition of “good weather conditions” in clauses 100 and 113 were enough to indicate that performance was subject to such conditions. Further, that no commercial Owner would agree to the warranty applying in all weather conditions.The tribunal preferred Owners’ submissions stipulating that, the repeated reference/definition of “good weather conditions” was a “strong indication that, in accordance with general practice”, the vessel’s performance was only to be measured in such conditions; and that if it was intended that the warranty was to apply in all weather conditions then “stronger wording would be needed in the charterparty”. One could argue therefore that the default position is simply that performance will be measured in good weather. However, in the absence of a good
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weather definition it is not clear whether a tribunal will imply the standard criteria (ie BF 4 & DSS 3 etc) or impose an absolute warranty without any “stronger” or additional wording. This is an unlikely scenario but it does leave open to debate as to what wording (and in what circumstances) will be enough to impose an absolute warranty on an owner. LMLN 18/14 (16 October 14) This final decision highlights the importance of reviewing performance warranties especially where external factors affect the vessel’s performance during her service; in this matter specifically hull fouling – a common influence on performance.Owners’ vessel was chartered to the same Charterers for two time charter trips. The vessel was fixed under two separate charters (on identical terms based on an amended NYPE (1946) form), the second being in direct continuation of the first.The vessel was delivered in Shanghai under the first charter proceeding thereafter in ballast to Morowali, Indonesia, to loada cargo of nickel ore. Loading took some 48 days during which time the vessel’s hull, propeller and rudder became fouled. Consequently the voyage to the discharge port in China showed not only reduced speed but also overconsumption.Upon completion of discharge the vessel was redelivered under the first charter and delivered under the second charter. However, no underwater inspection could be carried out nor the hull cleaned prior to redelivery under the second charter. Predictably, the vessel also underperformed/ overconsumed on the voyage under the second charter. Charterers, accordingly, claimed damages in respect of a breach by Owners of their performance warranty under both charters.The tribunal found that Charterers’ claim under the first charter failed. The charter contained an express clause (clause 128(1)) providing that where a prolonged stay at a port for more than 28 days results in bottom fouling Owners would not be responsible for a subsequent reduction in the vessel’s speed or increase in consumption. Further, the vessel performed as per warranty on the ballast leg after delivery in Shanghai. The performance claim under the second charter was, however, different. Owners argued that as the second charter was taken in direct continuation of the first, the Charterers did not allow the hull to be cleaned following the long stay at Morowali and as such were “estopped from claiming under performance under the second voyage”. The tribunal rejected this argument simply on the basis that Owners were aware of the likelihood of hull fouling when they delivered the vessel under the second charter (having protested to Charterers prior to delivery), yet Owners fixed the vessel with identical performance warranties to the first charter running the risk that the hull fouling may make them in breach of such warranties. Although the tribunal indicated that neither party had turned its mind to the effect that the hull fouling may have had on the performance of the vessel, it appears that the burden was on the Owners to take steps to revise its performance warranties in anticipation of such an issue arising.As mentioned above, the restrictive nature of reports on arbitration means that it remains unclear what arguments may have been put to the tribunal in relation to the claims. Notably, the sums involved in both this case and LMLN 1/14 fall within the usual threshold for the LMAA Small Claims Procedure (SCP) and therefore, if it applied, the restrictions of the SCP (including the lack of a right to appeal)may mean that certain arguments may not have been investigated or argued in great detail. The decision in this case should be looked at with this mind.The claims in this case are presented as ones for damages flowing from Owners’ breach of their performance warranty. The question arises whether Charterers could, in the alternative or in principal, have argued that the vessel was off hire under clause 15 of the standard NYPE form, in that delivery of the vessel with her hull fouled was a “defect in hull” for the purposes of that clause. Staughton, J.’s judgment in The Ioanna [1985] 2 LLR 164 would suggest that as the vessel was delivered with her hull fouled the vessel would likely have been off hire for any time lost resulting from any reduction in speed and Owners liable for any additional bunkers consumed. Presentation of the claim as one for off hire would not here have made much difference to the ultimate liability for the vessel’s performance but there may be other circumstances where an off hire claim may be larger than one in damages. An owner in the latter scenario may be able to set off any savings in bunkers from Charterers’ damages claim for under-performance whereas for off hire claims under clause 15 any bunker savings can only be set off between the types of bunkers (ie IFO and MDO) and cannot be used to reduce the off hire claim. In short, irrespective of how the claim is presented – in damages or as off hire – this decision is a timely reminder to Owners that when a vessel is delivered under a charter, even with the same Charterers, the obligation is on Owners to ensure that the vessel is in a condition to meet her performance warranties. Hull fouling is a common issue yet Owners often do little, when they have the opportunity to do so, to minimise their exposure to performance claims by revising the vessel’s performance capabilities. We are grateful to Carlo Sammarco of Arbis Sutherland LLP for this article. Source: Steamship Mutual P&I Club
Inmarsat type-approves the first mobile BGAN M2M terminal,
enhancing its portfolio with high-performance M2M connectivity on-the-move
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Inmarsat, the leading provider of global mobile satellite communications services, today announced that it has expanded its Machine-to-Machine (M2M) portfolio by type approving the Hughes 9450-C11 terminal, the first mobile BGAN M2M-enabled terminal.It means that BGAN M2M — Inmarsat’s global, IP-based, real-time M2M data connectivity service — can now be offered as a mobile service, giving customers within industries like transportation and logistics, precision farming, construction and mining a completely new level of remotely managing and monitoring high value assets, such as heavy machinery. “We are excited about Inmarsat’s new mobile BGAN M2M capability and the Hughes 9450-C11 terminal,” said David Wigglesworth, Vice President, Global Internet of Everywhere. “It allows us to offer our IP-based BGAN M2M connectivity service for mobile asset management, which will expand applications into new markets such as transportation, fleet management, utilities and heavy equipment. This latest innovation to our portfolio further solidifies Inmarsat as driving the Internet of ‘Everywhere,’ as we continue to provide the most reliable, worldwide and diverse range of M2M satellite connectivity services.”Building upon the successful BGAN M2M 9502 fixed product line, the 9450-C11 enables the same BGAN M2M service benefits. Cost-effective for satellite-only applications or used as backup to terrestrial 3G/4G in Least-Cost-Routing scenarios, the 9450-C11 allows fleet managers to move larger amounts of customer data to and from their assets over the optimum available network.“The Hughes 9450-C11 terminal and Inmarsat’s BGAN M2M service extend data connectivity for mobile assets to regions not covered by terrestrial networks,” stated Graham Avis, Vice President and General Manager, Hughes Network Systems, LLC (HUGHES). “The Mobile BGAN M2M service by Inmarsat enables cost-effective fleet management and fills the substantial gaps in wireless coverage pertaining to overall driver safety.”Optimised for M2M, the mobile BGAN M2M service plans ensure low-cost operation even when the total data usage per vehicle is very low. In addition shared data plans allow a pool of airtime to be shared across a large number of vehicles, avoiding the guesswork of matching service plans to individual vehicle usage.
Inmarsat plc is the leading provider of global mobile satellite communications services. Since 1979, Inmarsat has been providing reliable voice and high-speed data communications to governments, enterprises and other organizations, with a range of services that can be used on land, at sea or in the air. Inmarsat employs around 1,600 staff in more than 60 locations around the world, with a presence in the major ports and centres of commerce on every continent. Inmarsat is listed on the London Stock Exchange For more information, please visit www.inmarsat.com.
Independent Consultants and Brokers in the International Tug and Supply Vessel market (offices in London and Singapore)
Norwegian King receives copy of new dynamic positioning book from Kongsberg
Maritime at nor-shipping King Harald V of Norway passed by the Kongsberg Maritime stand during the opening day at Nor-Shipping 2015 to receive his copy of a brand new book that charts Kongsberg Maritime’s role in the development of Dynamic Positioning (DP) for the maritime and offshore industry. The book, titled ‘The Jewel in the Crown’, was launched Tuesday at a press conference during Nor-Shipping.The Jewel in the Crown is written by Norwegian University of Science and Technology (NTNU) professors, Stig Kvaal and Per Østby. Contributors from Kongsberg Maritime include
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Nils Albert Jenssen, an Honorary Member of the Norwegian Society of Automatic Control and a Maritime Technology Society Distinguished Achievements Award winner, for his role in the development of DP systems. The Jewel in the Crown provides a detailed account of the people, technology and events behind DP. This groundbreaking technology allows a vessel to keep a fixed position at sea by the use of the vessel’s own propellers and thrusters, instead of anchors. The adventure started in 1975, when Kongsberg Våpenfabrikk signed the first contract and one and a half years later delivered its very first DP system on board Seaway Eagle, a Norwegian diving vessel in the North Sea.
Since then, KONGSBERG’s DP systems have become a worldwide success. The technology was first developed and industrialised as a collaborative effort between Kongsberg Våpenfabrikk, professor Jens Glad Balchen at The Norwegian Institute of Technology (NTH now NTNU), SINTEF, Simrad and the ship owner Stolt-Nielsen. The system was and still is an essential enabler for advanced marine operations and for the Norwegian oil adventure.“Today, DP is found on board all types of vessels worldwide from offshore supply vessels to the new generation of mega-cruise ships,” said Nils Albert Jenssen, Kongsberg Maritime. “After 40 years of developing DP technology, Kongsberg Maritime still maintains its world leading position as a DP supplier. It’s very satisfying that the technology we have worked so hard to perfect was also recently chosen as the most important Norwegian engineering accomplishment since the Second World War by the readers of Scandinavia’s leading engineering and technology magazine, Teknisk Ukeblad.” “This technology is unique in the sense that it conquered a large share of the world market, and Kongsberg Maritime has maintained this market position for so long. It is vital that we document this history now, since many of those who contributed to the development of the DP technology are getting close to retirement age or have already passed away, and we should honour their work towards making maritime operations safer and more efficient,” adds Morten Breivik, Head of Department of Engineering Cybernetics at NTNU and initiator of the book project."The story of the KONGSBERG DP is also an excellent example of how modern cybernetics theory was successfully applied by engineers educated at the department founded by professor Balchen in 1954. It's my hope that this book will help inspire new generations of engineers to contribute to similar achievements in the future," adds Morten.The authors of ‘The Jewel in the Crown’ and important contributors attended the book launch at Burns in Oslo on 2nd June For more information, please visit : http://www.km.kongsberg.com
Sources in KPT as well as Shipping Ministry say that options are being evaluated with regards to what action can be taken against the official who has come under scrutiny
After a district court ordered a probe into the alleged Rs 1,000 crore corruption in dredging on May 30, the government-run Kandla Port Trust (KPT) has asked officials to collect a copy of the order passed by the Gandhidham court so as to decide on the next course of action. Meanwhile, sources in KPT as well as the Ministry of
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Shipping said that options are being evaluated with regards to what action can be taken against the official who has come under scrutiny. Sanjay Bhaty, a trade promotion and public relation officer at the KPT filed a petition at the Gandhidham court seeking investigation against the port's own anti-corruption watchdog the chief vigilance officer (CVO), P Ramjee, an Indian Police Service (IPS) officer on deputation at KPT. Following the petition, the additional chief judicial magistrate D R Swaminarayan of Gandhidham directed the anti-corruption bureau (ACB) to lodge an FIR under sections of the Prevention of Corruption Act and Sections 420 (cheating) and forgery into the allegations of Rs 1,000 crore dredging contracts' corruption against Ramjee."We have already directed officials to collect copies of the order, and senior officials at the ministry as well as KPT are well aware of the matter. We are evaluating what actions can be taken in this case which involves two senior officials of the Port," said a senior official of KPT. Another official at the Ministry of Shipping too admitted that the matter was being taken seriously, even as all options were being considered for strict action against those found guilty.Sources further claimed that Ramjee's term at KPT had ended in January this year, and has been on extension for six months, which ends in July, post which he is scheduled to be deputed at the Border Security Force (BSF). Ramjee, however, could not be reached for a comment.In his petition, Bhaty has alleged that Ramjee and other officials of KPT have favoured a private company that is involved in dredging at Kandla. Bhaty's counsel, Dilip K Joshi told Business Standard that the corruption started when KPT sold off one of its dredging barges to a private company. "While the barge was sold off on grounds that it was non-fucntional, the same company which bought it, started dredging the Kandla channel using it. The firm, thereafter raised bills of more than Rs 1,000 crore."He further noted that Bhaty raised his voice against this scam, and complained to Government of India's Chief Vigilance Commissioner in 2011, post which the CVC passed necessary orders to probe into the matter. "Eventually,KPT had to agree that there was indeed a scam," Joshi alleged.Ramjee took charge as the CVC in January 2012. The case was handed over to Ramjee, and according to Bhaty he downsized the recoveries to Rs 100 crore, thereby participating in the scam.Dredging is done regularly at ports to keep the channel free from silt and maintain the necessary depth, so that ships can sail freely. Source: business-standard
Bunker prices continued their fall in first quarter of 2015, helping shipping
companies lower their operating costs Bunker prices at Fujairah averaged $323/mt in the first quarter of 2015 compared to $447/mt in the fourth quarter of 2014. Bunker prices varied between a high of $386.5/mt on the 18th of February and a low of $264.5/mt on January 13th, said Frontline in its market outlook analysis, after it posted its first quarter results. Similarly, bunkers in Rotterdam averaged $280/mt in the first quarter of 2015 compared to $417/mt in the fourth quarter of 2014. Bunker prices varied between a high of $325/mt on the 16th of February and a low of $232/mt on January 13th.The tanker owner noted that “the market rate for a VLCC trading on a standard ‘TD3′ voyage between the Arabian Gulf and Japan in the first quarter of 2015 was WS 59, representing an increase of 3 WS point from the fourth quarter of 2014 and 8 WS points higher than the first quarter of 2014. The flat rate decreased by 2.25 percent from 2014 to 2015″.It added that “the market rate for a Suezmax trading on a standard ‘TD20′ voyage between West Africa and Rotterdam in the
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first quarter of 2015 was WS 90, representing an increase of 2 WS points from the fourth quarter of 2014 and an increase of 11 WS points from the first quarter of 2014. The flat rate decreased by 1.7 percent from 2014 to 2015. Meanwhile, in terms of demand, the International Energy Agency’s (“IEA”) May 2015 report stated an OPEC crude production of 30.5 million barrels per day (mb/d) in the first quarter of 2015. This was unchanged from fourth quarter of 2014. The IEA estimates that world oil demand averaged 93 mb/d in the first quarter of 2015, which is a decrease of 0.7 mb/d compared to the previous quarter. IEA estimates that world oil demand in 2015 will be 93.6 mb/d, representing an increase of 1.2 percent or 1.1 mb/d from 2014.Supply-wise, Frontline said that “the VLCC fleet totalled 642 vessels at the end of the first quarter of 2015, four vessels up from the previous quarter. Five VLCCs were delivered during the quarter, one were removed. The order book counted 87 vessels at the end of the first quarter, which represents 13.5 percent of the VLCC fleet. The Suezmax fleet totalled 455 vessels at the end of the first quarter, five vessels up from the previous quarter. Six vessels were delivered during the quarter whilst one was removed. The order book counted 71 vessels at the end of the first quarter, which represents approximately 16 percent of the Suezmax fleet”, it noted.Meanwhile, in the product tanker markets, Frontline noted that “the market rate for an MR trading on a standard “TC2″ voyage between Rotterdam and New York in the first quarter of 2015 was WS 143, representing a decrease of 17 points from the fourth quarter of 2014 and a increase of 9 WS points from the first quarter of 2014. The flat rate decreased by 0.5 percent from 2014 to 2015″.It terms of fleet growth, the ship owner said that “the MR product fleet (47′-52′ dwt) totalled 747 vessels at the end of the first quarter of 2015, up from 734 vessels at the end of the previous quarter. The order book counted 210 vessels at the end of the first quarter, which represents approximately 28 percent of the MR fleet. The LR2 fleet totalled 241 vessels at the end of the first quarter of 2015, up nine from the previous quarter. The order book is at 66 vessels at the end of the first quarter, which represents approximately 28 percent of the LR2 fleet, but we view this as part of the Aframax order book (therefore less concerned about the high percentage)”, it concluded. Source: Nikos Roussanoglou, Hellenic Shipping News Worldwide
Shell’s Arctic oil rig permit hearing set for July
A Seattle hearing examiner has set a date to hear an appeals filed by the Port of Seattle and Foss Maritime over whether the port needs a new permit to host Shell’s Arctic drilling rig. The Seattle Times reports that a hearing was tentatively set for July 23-24.The city of Seattle issued a violation notice to port last month, saying Shell’s use of the port terminal to prepare for exploratory oil drilling in the Arctic Ocean violates the permitted use as a cargo terminal.The port and Foss Maritime appealed the city’s interpretation. City planning spokeswoman Wendy Shark says penalties would have started Friday but the port, Shell and Foss Maritime won’t be fined while the case is being appealed. Source: q13fox
Norsepower and Bore successfully test wind power technology for ships
Norsepower Oy Ltd. and Bore Ltd announced the successful sea trial of Norsepower’s Rotor Sail Solution, a new wind propulsion technology for ships. The sea trials, verified by NAPA and supported by VTT Technical Research Centre of Finland, confirm fuel savings of 2.6% using a single small Rotor Sail on a route in the North Sea. With these fuel savings, the technology has a payback period of 4 years.Based on the trials, Norsepower and Bore believe that a full system on Estraden with two rotors has the potential to deliver 5% efficiency savings on an ongoing basis. Norsepower forecasts savings of 20% for vessels with multiple, large rotors traveling in favourable wind routes. The Norsepower Rotor Sail Solution was installed on the 9,700 DWT Ro-Ro carrier MS ESTRADEN. Owned by Bore, the leading Finnish Ro-Ro Shipping Company, MS ESTRADEN operates in a continuous service between the Netherlands and the UK, sailing through the North Sea’s windy corridors at speeds of 16 knots.“The successful trials of our wind technology are a ground-breaking moment not only for Norsepower, and also the wider development of wind propulsion technology for shipping. The results suggest that when Norsepower’s technology is implemented at scale, it can produce up to 20% net savings in fuel costs with a payback period of less than four years at current fuel prices, confirming that wind technologies are commercially-viable solutions that reduce fuel and carbon emissions in the industry,” said Tuomas Riski, CEO, Norsepower.The trials were measured and analysed with continuous monitoring systems from maritime data analysis, software and services provider, NAPA and VTT Technical Research Centre of Finland. VTT Technical Research Centre of Finland collected data over a six-month period, during which both the Rotor Sail technology and automation system was operational 99% of the time. The results confirmed that Norsepower’s
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rotor is able to produce large amounts of thrust force, which enables considerable fuel savings.Reinforcing VTT’s findings, NAPA conducted a randomised trial that found clear and significant savings, despite largely calm weather conditions throughout the study. After establishing a baseline profile of the vessel in normal operation, the Rotor Sail was activated and de-activated at random intervals to verify that any measured effect was solely due to the sail, and that any benefit was measurable across the vessel’s operating profile. The average verified fuel savings during the trial in NAPA’s analysis was 2.6%. The trial was conducted using ClassNK-NAPA GREEN, the vessel performance monitoring and verification software developed by NAPA and ClassNK, the world’s leading class society.“As impartial data analysis and verification is vital for charterers and shipowners looking to retrofit efficiency technology onto vessels, we used both randomised trialing and advanced statistical modeling to ensure objective results. The Rotor Sail offered clear savings against this criteria and adds to a growing list of innovative eco-efficiency technologies that have proved themselves through robust data collection and advanced analytics,” said Esa Henttinen, Executive Vice President, NAPA.“We are proud to be the first shipowner to install the Norsepower Rotor Sail, and demonstrate that wind propulsion technology has verifiable 5% fuel savings on a yearly basis, can be retrofitted without any off-hire costs, and is extremely easy to use in practice. It’s our goal to find ways to establish sustainable shipping with minimal impact on our environment,” said Jörgen Mansnerus, Vice President, Bore.The Norsepower Rotor Sail Solution is a modernized version of the Flettner rotor – a spinning cylinder that uses the Magnus effect to harness wind power to propel a ship. When the wind conditions are favourable, Norsepower Rotor Sails allow the main engines to be throttled back, saving fuel and reducing emissions while providing the power needed to maintain speed and voyage time. Rotor sails can be used with new vessels or can be retrofitted on existing ships without off-hire costs. The installation was completed in two parts: the required foundations were installed during a normal dry-dock stay, followed by the 18-metre-high rotor during an ordinary seven-hour harbor stay.Norsepower is one of several technology companies participating in a joint program of Carbon War Room and UCL Energy Institute to fast-track adoption of emerging wind-propulsion technologies by the shipping industry.“Modern wind systems are demonstrating measurable and meaningful fuel savings for ships. As wind propulsion, air bubble systems and other ground-breaking technologies are increasingly adopted and become mainstream, the industry will reap the rewards of lower fuel costs—more sustainable than those from short-term price decreases, and be able to stay ahead of external pressures,” says Jose Maria Figueres, Chairman, Carbon War Room. Source: Carbon War Room
Hydrex: A carefree underwater ship is only a call away
If you have a problem with your ship of which you are not sure that it can be solved afloat, you are very welcome to give us a call. We will evaluate the problem and can let you know whether an underwater solution is possible. Many solutions are available without the need for drydocking.Our technical advisors will inform you whether the operation is feasible underwater. We will give you fast and clear answers to your questions.Hydrex offers underwater solutions based on 40 years of gathering experience and developing unique underwater repair techniques . This allows us to give you certainty about what can and what cannot be done while a vessel is afloat. Think of us as an underwater know-how company.If you have any problem with your ship do not hesitate to contact us. Our technical estimators would be happy to advise you about possible underwater solutions that will keep your vessel out of drydock and on schedule.For more information, please visit : http://www.hydrex.be
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USCG BERTHOLF (WMSL-750) is the first Legend-class maritime security cutter of the United States Coast Guard. She is named for Commodore Ellsworth P. Bertholf, fourth Commandant of both the Revenue Cutter Service and Coast Guard. In 2005, construction began at Northrop Grumman's Ship Systems Ingalls Shipyard in Pascagoula, Mississippi. She was launched on September 29, 2006, christened November 11, 2006 and commissioned on August 4, 2008. The cutter's home port is Alameda, California. BERTHOLF was the first to fire the Bofors 57 mm gun aboard a U.S. vessel on the 11th of February 2008.
US Army spy ship ‘Worthy’ is in Cairns for three-month overhaul
ONE of the world’s most advanced “spy” ships has been in a Cairns shipyard for the past two months undergoing a refit.The 2500-tonne United States Army vessel USAV Worthy looks more like a floating version of the CIA Pine Gap spy base near Alice Springs than a normal military ship with four large white radomes and other electronic instruments mounted on her superstructure.The maintenance work was undertaken at the Tropical Reef Shipyard in Cairns Harbour where she has been for the past 10 weeks.The USAV Worthy is known as a “missile range
surveillance ship”, and is based at the top-secret US missile and space facility at Kwajalein Atoll in the Marshall Islands midway between Cairns and Hawaii, about 3000km south west of Honolulu.The US Government leases 11 of the 100 islands that make up the world’s biggest coral atoll around the largest lagoon on earth for its Ronald E Reagan test facility.source: news.com.au
PLA naval escort fleet arrives in Croatia for goodwill visit
The 19th Chinese naval escort fleet on Monday arrived in the Croatian port of Rola in Split where they were welcomed by top naval officers and nearly 300 Chinese people living in Croatia.The five-day visit of the Chinese naval fleet,
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comprising the missile frigates Linyi and Weifang and the supply ship Weishanhu, is historic as the first visit of Chinese naval ships to Croatia. At the welcome ceremony, Commodore Predrag Stipanovic, commander of the Croatian Navy, said, "We are honored to host the Navy ships of the People's Republic of China."
Rear Admiral Jiang Guoping, commanding officer of the 19th Chinese naval escort fleet, said, "This visit will deepen friendship, understanding and partnership between the two countries. Warships are also the bridge for enhancing mutual understanding and trust between our people and militaries. " He announced that the ships will be open for locals to visit and the Chinese naval crew would hold friendly football match with Croatian Naval soldiers.The Chinese ambassador to Croatia, Deng Ying, said the visit would open a new chapter of friendship not only for the navies of two sides but also for the two countries.The visit was another proof of the excellent relations between the two countries, said Split's mayor Ivo Baldasar. "I hope that this will not be the only visit, but the first of many." Source: wantchinatimes
A Vanguard class submarine seen leaving Faslane - Photo : Royal Navy via Twitter
SHIPYARD NEWS
Second auction of STX Dalian falls through Dalian: Dalian Intermediate Court held an auction for two vessels at the bankrupt STX Dalian under the request of the yard’s receiver, however, the auction fell through due to there being no bidders.One day earlier, the second auction for STX Dalian and its six subsidiaries also fell through for the same reason.The two vessels include one livestock carrier and one VLOC, and starting price for the two vessels was RMB135m ($21.7m) and RMB181m ($29.2m) respectively. Earlier STX Offshore & Shipbuilding claimed that it owns the two vessels and it has filed a complaint at Dalian Maritime Court, requesting to cancel the auction of the two vessels.Dalian Shipbuilding Industry Corporation (DSIC) is said to be very likely to take over STX Dalian at the third round of auction at a knockdown price. Source : Splash 24/7
Sink or sell? Russia spat leaves France with warships to spare
For sale: two French-built helicopter carriers, tested by Russians. Buy now for only US$1.2 billion (RM4.4 billion). Shipping extra.
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Tensions between the West and Russia over Ukraine have blocked a deal in which Moscow was to buy the ships, leaving Paris trying to negotiate a face-saving compromise and work out what to do with two unwanted warships.“There are three possibilities: deliver the boats to Russia, sell them to someone else or destroy them,” said a source close to the matter. It is an embarrassment that is not of French President Francois Hollande’s making.The deal stems from his predecessor Nicolas Sarkozy’s decision in 2011 to
make the West’s first major foreign arms sale to Russia since the fall of the Soviet Union.But it will be difficult for Hollande politically and underlines the difficulty for Franceto reconcile its ambitions as a global arms supplier — a sector on which thousands of French jobs depend — with commitments to Nato allies. It may also be very costly. At present the delivery of the ships remains indefinitely suspended rather than formally cancelled. But even Russian officials say now that they are not interested in taking the Mistral-class carriers.Moreover France’s Nato allies, notably the United States and Poland — with whom Paris is negotiating US$6 billion of defence deals — would be outraged if France tried to get the deal back on track with the crisis in Ukraine far from resolved.That leaves the Russians demanding not only a full refund but also the penalties that go for pulling the deal.“That Russia won’t take them (the ships) — that’s a fait accompli,” Oleg Bochkaryov, deputy head of Russia’s Military Industrial Commission, told daily Kommersant last week.“There is only one discussion going on now: the amount of money that should be returned to Russia.”The first carrier, the Vladivostok, had been due for delivery in 2014; the second, named Sebastopol after Crimea’s crucial seaport, was supposed to be delivered by 2016. Russia and French sources said US$1.2 billion plus compensation for costs incurred for the purchase of equipment and training of sailors.France’s special envoy Louis Gautier, who has been shuttling between the two capitals since end-March, has offered just US$785 million, according to Russian media citing officials who also described the offer as “unacceptable.”Gautier has asked Russia to either contribute to the cost of dismantling them or allow France to sell the Mistrals to another country. Canada and Singapore have been mooted, as has Egypt which has just bought French fighter jets and naval frigates.Yet senior Defence Ministry official Yury Yakubov, quoted by Interfax news agency, argued they could not be sold on because the carriers were built to specific Russian navy requirements and therefore it was a “matter of state security.” That may turn out to be just a bargaining position. But even if Russia relents, there would be a cost to France. For one thing, it is already costing US$5 million a month to maintain them at their current port on the Atlantic.The MISTRAL is known as the Swiss army knife of the French navy for its versatility. But DCNS, the 65% state-owned manufacturer, nonetheless estimates any adaptation for another country would cost hundreds of millions of dollars — and it would seek compensation.An intriguing outside bet might involve China. Amid a warming of Paris-Beijing ties under Hollande, the DIXMUDE — another Mistral-class vessel — attracted speculation when it docked in Shanghai earlier this month for a week. But for now, analysts suggest the geopolitical context is just too dicey to contemplate a sale to China. With growing tensions in the South China Sea, France is not seen willing to risk alienating Japan, with which it has just signed a defence cooperation deal, let alone suffer the displeasure that such a move would incur in Washington.Said General Christian Quesnot, chief military adviser to Hollande’s mentor, the late president Francois Mitterrand: “The cheapest thing would be to sink them.” Source: therakyatpost
Shipbuilders strike out in key market South Korean shipbuilders failed to strike a single deal in selling offshore support vessels in the January-April period, a sign that they are at risk of losing the market to increasingly confident Chinese competitors. Up to 22 of 34 offshore support vessels worldwide were sold by Chinese shipbuilders during the period, while local firms posted zero sales, according to industry reports. China’s outpacing of local shipbuilders, including Daewoo Shipbuilding & Marine Engineering and Hyundai Heavy Industries, shows Korea’s lack of investment in the vessels, which transport equipment for offshore energy resource production, an industry source said. “South Korea has an outright lead in
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drilling technology and production facilities compared to Chinese shipbuilders. But the figures show that they have been focusing less on OSV investment, which led them to lose in the 10 trillion won ($9 billion) market,” he said. STX Offshore & Shipbuilding had attempted to enter the market with STX OSV, but sold the affiliate to Italian state-controlled shipbuilder Fincantieri SpA in 2012. Hyundai Heavy also vowed in 2013 to invest in OSVs, but the firm has shown no developments yet.“We do not have good projections for the market. It is illogical to think the OSV market would be good when the shipbuilding industry on the whole is doing badly,” Hyundai Heavy spokesman Hong Jang-gwan said.In the meantime, China’s OSV order book jumped nearly fivefold to 382 units between 2010 and 2014, accounting for about 53 percent of the global market, according to Shanghai-based Clarksons Research.The exponential sales record deals a bigger blow to South Korean firms, as the OSV market is the only profitable industry amid slow demand in other shipbuilding sectors. Recent oil price volatility has greatly reduced the demand for drill ships and floating production, storage and offloading units. But the demand for OSVs is steadily rising as they are also used for offshore plants that have been completed, according to reports. Some industry watchers said the development is a tell-tale sign that other shipbuilding sectors will not remain immune to the competition.In a separate development, South Korean shipbuilders clinched the largest amount of new orders in May, retaining the top spot for the fourth consecutive month, data showed Wednesday.According to the data compiled by global researcher Clarkson Research Services, South Korean shipyards bagged new orders totaling 820,000 compensated gross tons last month.Japanese rivals took orders worth 400,000 CGTs, followed by Chinese ones with 220,000 CGTs, the data showed.South Korea has retained its status as the world’s leading shipbuilding country in terms of new orders since February.In May alone, orders for 41 ships totaling 1.66 million CGTs were placed around the globe, down 36 vessels and 110,000 CGTs from the previous month, the data showed.In the first five months of the year, South Korean shipbuilders secured new shipbuilding orders totaling 4.33 million CGTs, followed by Japan with 2.23 million CGTs and China with 1.95 million CGTs. Source : KoreaHerald
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Japanese Shipbuilding Industry Showing Signs of Revival
Japanese shipbuilders are raising their share in the LNG carrier market where Korean and Japanese shipbuilders recorded a market share of 55 percent and 26.8 percent two years ago, respectively. The latter’s share had been higher until the 1990s, but the former overtook them at that time by taking advantage of the weak won and expanding their facilities.Mitsubishi Heavy Industries is currently building high-tech LNG carriers with high fuel economy. They come with large-capacity tanks and engines consuming less fuel along with improved design, allowing the fuel to be saved by 20 percent. The company had a total of eight LNG carriers in its order backlog as of October last year.Japan Marine United and IHI resumed their large LNG carrier building in two decades. They adopt SPB, their own tank design technique, so as to improve the durability of their ships.Kawasaki Heavy Industries, in the meantime, developed an LNG carrier in which loading capacity is increased by 10 percent, and in which fuel costs are reduced based on the improvement of the LNG tank without any adjustment of the hull size. The ship is scheduled to be put to commercial use in 2017, and the company is planning to build 20 units of it by 2020. Source: businesskorea.
Hyundai Heavy Industries receives DNV GL approval in principle for skyBench concept
Classification society DNV GL has presented Hyundai Heavy Industries CO., LTD. (HHI) with an Approval in Principle (AiP) certificate at the Nor-Shipping exhibition in Oslo. The result of development conducted by HHI and co-work closely together with DNV GL, the certificate confirms that the concept complies with the DNV GL rules for the
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classification of ships. HHI’s Senior Executive Vice President & COO of Shipbuilding Division, Yoon Moon-kyoon, was presented with the certificate by Tor E. Svensen, CEO of DNV GL – Maritime, at a ceremony at the DNV GL booth.
First demonstrated at the SMM trade fair in Hamburg last year, the SkyBench concept is an innovative design to increase the cargo capacity of large container vessels. The bridge and upper three decks of a “twin island” design container would be constructed as a separate sliding block, mounted on rails and able to move over the length of two 40ft container bays. In combination with a resizing and relocation of fuel tanks and the utilization of the void spaces beneath the accommodation block in a traditional design, this allows the addition of two extra 20ft container bays. The resulting cargo increase amounts to 270 TEU on a 17-row wide 10,000 TEU ship, 450 TEU on a 23-row wide 19,000 TEU ship and 350 TEU on a 20-row wide 14,000 TEU vessel.“We would like to extend our sincere appreciation to DNV GL for the approval of our SkyBench concept design,” said Yoon Moon-kyoon. “As we have been doing over the past four decades, we will continue to provide competitive ships differentiated from others in terms of quality, reliability and technological capabilities to our valued clients. I believe that SkyBench, like many other previous technological breakthroughs we have shown to the world, will surely bring benefits to our customers.”“This was an extremely interesting and exciting project and we are very pleased that HHI selected us to work with them to realize this concept,” said Tor E. Svensen. “The SkyBench shows how the industry’s increased focus on efficiency and maximizing transport capacity has really sparked innovation in design and operation. Additionally, the potential of this design to offset reduced cargo capacity when choosing LNG as ship fuel means that HHI can offer a design tailored to meet stricter sulphur emission limits in the future.”The SkyBench mechanism takes ten minutes to operate, using four electric drive train units to move the block backwards from its normal position. The two 40ft side casings on which the accommodation block rests provide structural strength and hold lifeboats, provision cranes and utility rooms. In an emergency, the sliding block is detachable and is designed to float independently of the vessel. For more information, please visit: https://www.dnvgl.com
Jiangnan Shipyard aims to boost revenue 16.2%
JIANGNAN Shipyard (Group) Co, China’s largest naval shipbuilder, said yesterday that it aims to lift annual revenue to 15 billion yuan (US$2.4 billion) this year under the government’s “Made in China 2025” blueprint. The shipbuilder’s revenue this year is set to climb 16.2 percent from 12.92 billion yuan a year ago. It expects profit to surge more than 300 percent from 2014 to 418 million yuan this year.The company is optimistic of meeting its performance expectations as its increased capacity will help the shipyard build 23 ships this year, up from 17 in 2014, Huang Yongxi, president of the shipyard, said yesterday.The State Council, China’s Cabinet, last month unveiled the “Made in China 2025” blueprint to transform the country into a major global technological manufacturing power. The 10-year vision emphasizes the country’s expertise in ocean engineering equipment and building high-tech ships.The shipyard, which celebrated its 150th anniversary yesterday, aims to raise the contract value of high-tech ships by 8.1 percent to 8.28 billion yuan in 2015, which will see seven such vessels completed.The shipyard’s parent, China State Shipbuilding Corp, is arguably the world’s largest shipbuilder by orders. source: shanghaidaily
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