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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2016 – 303

Distribution : daily to 35.500+ active addresses 29-10-2016 Page 1

Number 303 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Saturday 29-10-2016 News reports received from readers and Internet News articles copied from various news sites.

Van Wijngaarden’s VLIESTROOM & MERWESTROOM Photo : Arie Boer ©

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EVENTS, INCIDENTS & OPERATIONS

Van Wiijngaarden’s VLIESTROOM with the Svitzer newbuilding SVITZER RAN after discharging from SAL’s SVENJA

at the ROG terminal in Rotterdam Waalhaven ROG, your partner for Dockside and Onsite services Photo : Arie Boer (c)

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World's largest marine park created in Antarctic Ocean

Twenty-four countries and the European Union agreed on Friday to create the world's largest marine park in the Antarctic Ocean, covering a massive 1.55 million square km (600,000 square miles) of ocean The Commission for the Conservation of Antarctic Marine Living Resources, meeting in Hobart, Australia, said the Ross Sea marine park would be protected from commercial fishing for 35 years. The Ross Sea is seen as one of the world's most ecologically important oceans.The sanctuary will cover more than 12 percent of the Southern Ocean, which is home to more than 10,000 species including most of the world's penguins, whales, seabirds, colossal squid and Antarctic tooth fish. Fishing will be banned completely in 1.1 million square km (425,000 square miles) of the Ross Sea, while areas designated as research zones will allow for some fishing for krill and sawfish Scientists and activists described the agreement as a historic milestone in global efforts to protect marine diversity. "The Ross Sea Region MPA will safeguard one of the last unspoiled ocean wilderness areas on the planet – home to unparalleled marine biodiversity and thriving communities of penguins, seals, whales, seabirds, and fish," U.S. Secretary of State John Kerry said in a statement, referring to the marine park authority. Scientists said the marine park would also allow a greater understanding of the impact of climate change. Russia agreed to the proposal, after blocking conservation proposals on five previous occasions.The 25-member commission, which includes Russia, China, the United States and the European Union, requires unanimous support for decisions "They all have diverse economic, political interests and to get them all to align - especially in the context of there are divergent economic interests - is quite a challenge," Evan Bloom, director at the U.S. Department of State and leader of the U.S. delegation, told Reuters. Source : Reuters (Reporting by Colin Packham; Editing by Michael Perry, Robert Birsel)

The AIDA PRIMA outbound from Rotterdam passing the Delta Hotel in Vlaardingen Photo : Wim Sinke (c)

BIMCO responds to MEPC decision on the implementation of the global sulphur cap for

shipping BIMCO has responded to the decision at the International Maritime Organization’s MEPC on the implementation of the global sulphur cap for shipping. Lars Robert Pedersen, Deputy Secretary General at BIMCO gave the following statement: “BIMCO respects the decision of the MEPC to move ahead and implement the global sulphur cap by 1 January 2020. We also noted the concerns raised by a number of IMO member states about availability of fuel oil in some regions of the world and the ability of their refineries to respond adequately.” “BIMCO recognises that the global sulphur cap implementation is about transition and would have been equally challenging either in 2020 or 2025. The transitional issues have been highlighted and we continue to hold the view that this will not be a “walk in the park”. The decision by the MEPC does not change this view.” “BIMCO is appreciative of the further decision by the MEPC to recognise the need for effective implementation as suggested by a number of IMO member states and industry organisations including BIMCO. The years leading up to 2020 must now be used effectively to alleviate the



consequences of the unprecedented disruptive change in supply of marine fuels by 1 January 2020 and ensure a continued level playing field in the industry.”

Japanese shippers kicked when down as strong yen worsens weak outlook

By Keith Wallis and Tim Kelly Japan's big three shippers will report earnings on Monday as yen strength threatens to widen annual loss estimates, in a sector shaken by shrinking demand and over capacity that has already sunk a major carrier Nippon Yusen KK (NYK) Mitsui OSK Lines Ltd (MOL) and Kawasaki Kisen Kaisha Ltd (K-Line) - whose combined fleet of over 2,000 vessels includes tankers, dry-cargo carriers and container ships - will issue second-quarter results and updated full-year estimates that analysts say are currently too optimistic. The announcements will come just weeks after NYK said it would write down assets to the tune of 160 billion yen ($1.52 billion) in the July-September period. The charge is symptomatic of a global container shipping industry that is set to book a collective loss of around $6 billion in 2016, showed estimates by maritime consultant Drewry Financial Services. "With costs above sales and underlying freight markets showing no sign of recovery, the outlook for 2016 is grim," Drewry said in a report. Over capacity and anaemic economic growth globally has left hundreds of ships idle, causing the collapse in August of South Korea's Hanjin Shipping Co Ltd, then the world's seventh-largest container shipper. Analysts expect capacity to worsen at least over the next three years. As of Oct. 25, as much as 1.55 million 20-foot equivalent units (TEU) of container ship capacity was idle, or 7.5 percent of the global fleet, showed estimates by market intelligence firm Alphaliner."The poor global economic situation, as well as the depressing outlook for most of the seaborne shipping sector... needs to be countered by a drastic increase in demolition activity," said chief shipping analyst Peter Sand at ship-owners lobby group BIMCO in Copenhagen Container lines are unlikely to return to profitability until at least 2020, he added. For the three Japanese shippers, whose income is mostly earned in U.S. dollars, earnings are being further squeezed by a 7.5 percent fall in the value of the dollar against the yen so far in the current business year that started April 1. For whole year, NYK three months ago said it expected to break even on an operating level, but the average estimate of 11 analysts surveyed by Thomson Reuters is a 6.9 billion yen loss. Analysts expect a loss of 9.3 billion yen at MOL rather than the shipper's own forecast of 5 billion yen, and 22.5 billion yen at K-Line versus the firm's view of 13 billion yen. "K-Line has the largest exposure to the container market compared to its peers. We therefore expect the company to post significant losses in coming years," Deutsche Bank analysts, who recommend selling K-Line stock, said in a research note this week. Shippers are shrinking fleets to cope with global over capacity - including MOL which is cutting its big bulk carriers by a tenth - but a lengthy downturn will still weaken finances. "We expect the upcoming Q2 results to again surprise to the downside," Deutsche Bank said of all three shippers. "We do not rule out the possibility of certain Japanese carriers facing liquidity issues ahead." Source: Reuters (Reporting by Keith Wallis in SINGAPORE and Tim Kelly in TOKYO; Editing by Christopher Cushing)

The HEBO-CAT 9 passing the Delta Hotel in Vlaardingen (The Netherlands)

Photo : Piet Sinke (c) CLICK at the photo !

China says latest South China Sea drill was normal search and rescue exercise

China's latest drill in the South China Sea was a normal search and rescue exercise, the defence ministry said on Thursday, less than a week after a U.S. navy destroyer sailed near the Paracel Islands, provoking a warning from Chinese warships to leave. China routinely holds drills in the busy waterway, where Brunei, Malaysia, the Philippines,

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Taiwan and Vietnam also have rival claims.The search and rescue exercises were being conducted off the coast of the island province of Hainan and were regular drills forming part of annual plans, a defence ministry spokesman, Wu Qian, told a monthly news briefing, but gave no further details. China's maritime safety administration said the exercises would run all day on Thursday, and ordered all other shipping to keep away. The maritime administration has given coordinates for an area south of Hainan and northwest of the Paracel Islands, which are also claimed by Vietnam and Taiwan, but controlled by China.China has a runway on Woody Island, its largest presence on the Paracels, and has placed surface-to-air missiles there, according to U.S. officials. Beijing's claim in the South China Sea is the largest of all the claimants. It argues it can do what it wants on the islands it claims as they have been Chinese since ancient times. Source: Reuters (Reporting by Ben Blanchard; Editing by Clarence Fernandez)

Sima Charters SC OPAL operating in La Reunion Photo : Michel Koffeman (Sima Charters) (c)

Mistreatment of crew on sub-standard ship leads to detention

A vessel which had already been detained following a Port State Control inspection by MCA (Maritime and Coastguard Agency) surveyors in Cardiff, Wales, has been issued with a further detainable deficiency notice after it was discovered the crew had not been paid for many months. “The state of the vessel is bad enough from a maintenance point of view,” explained International Transport Workers Federation (ITF) inspector Tommy Molloy. “It is self-evident that no money is being spent on the basics and, as is usual with such shipowners, the crew are also not being paid.” The Malta-registered Svetlana has been in Cardiff since 8 October 2016. The MCA had suspended their inspection and detained the vessel for a number of deficiencies and returned when the owner claimed to have rectified matters. However, it was then discovered that the Russian, Ukrainian and Bulgarian crew had not been paid wages and a further deficiency notice was issued. The MCA made a request for the ITF to attend in order to aid the crew and assist

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with the calculation for owed wages. Mr Molloy then discovered that since the crew had joined, only small, infrequent cash payments had been received. “One man had not been paid since he transferred to the ship in June and had not been paid the three months wages he was owed from his employment on the ship he was transferred from.” Mr Molloy also discovered that wages were the lowest he had seen for a long time and were certainly below the International Labour Office (ILO) minimum referred to in the Maritime Labour Convention 2006 (MLC)*. He calculated the wages owed at the ILO minimum level and submitted the claim to the company, along with other amounts for additional work for which payment had been promised but never materialised. The crew had also been forced to purchase their own personal protective equipment such as safety footwear and overalls, before joining, which is totally unacceptable. The owners were invited to enter into discussions to sign an ITF agreement which would provide acceptable minimum employment standards for the crew. The company responded by accusing the inspector of acting illegally, of blackmail and by insisting they would only pay what was written on contracts, however low. Unfortunately the MCA have appeared reluctant to push for payment of ILO minimum wages and the flag state, Malta, has declined to respond. “To me it is clear,” said Mr Molloy. “The MLC requires member states that have ratified to establish procedures for determining minimum wages for seafarers and that when doing so they should give consideration to those set by ILO. I have asked how low wages can be set before it becomes an issue for the Malta shipping register.”Worse still, he has learnt from maritime welfare organisations in Cardiff that the third officer has now been sacked. “It seems the company has determined that as he is the only claimant who speaks fluent English it must have been him who called the ITF to complain about not getting paid. This is his reward. In fact he did not call us. The request to visit came from the MCA.” “We have had similar dealings with this operator before. They have been described as being at the very low end of the industry, and the MLC was designed to give seafarers protection against exactly this kind of sub-standard outfit.”

The pipe layer CASTORO 10 from Saipan alongside Jetty 1 at Caracas Bay on Curacao after a job in Venezuela.

Photo : John Smit (c)

Asia Tankers-VLCC rates to rebound from 3-week low on firm cargo volumes

By Keith Wallis Freight rates for very large crude carriers (VLCCs), which plunged to a three-week low, are set to recover next week as owners hold out for higher rates on expectations of firm cargo volumes from the Middle East, ship brokers said on Friday. "Owners, especially those with modern vessels are now holding out as they view the market is definitely going to firm up," said a Singapore-based supertanker broker.That came after China National Offshore Oil Corporation fixed the 1998-built 311,189 dwt (deadweight tonne) VLCC Front Century at 56 on the Worldscale measure, equivalent to around $36,000 per day. "Owners feel fixing such an old ship at that rate has drawn a line in the sand and rates for modern tonnage will be higher," said a European supertanker broker. Rates slumped earlier this week as charterers picked off older vessels or newly delivered ships from shipyards and dry-dock because owners needed immediate employment for the vessels, brokers said. Thinner cargo volumes from Basra and West Africa, where there are 10-15 fewer fixtures for November loading, also weighed on the rates, brokers said. That came as crude oil exports from Iran are set to drop 5 percent in November to a four-month low, a source with knowledge of the preliminary tanker schedule said. Around 55 cargoes have been fixed so far for loading in the Middle East in the first 20 days of November, while a further 25-30 cargoes are expected to be fixed up to Nov. 20, said Ashok Sharma, managing



director of shipbroker BRS-Baxi Far East in Singapore.There are around 40-45 ships available for charter, he said. "I think the market will be steady while there is a potential for it to come back," he said, adding there is a speculation that rates could surge to W75 in the next few weeks. Floating storage also could be making a comeback with seven VLCCs fixed this week for short-term charter of five to six months mostly around Singapore, Sharma said. VLCC rates from the Middle East to Japan dropped to W55.50 on Thursday from W67 on the same day last week. They hit W55 on Wednesday, the lowest since Oct. 5. Rates for VLCCs from West Africa to China fell to around W62.25 on Thursday against last week's W67.50. They slipped to around W62 on Thursday, the lowest since Oct. 7. "Owners are clearly expecting rates to be firm throughout the winter. Therefore, West Africa-Asia rates have not corrected nearly as much as in the Middle East," Norwegian ship broker Fearnley said in a note on Wednesday. Charter rates for an 80,000-dwt Aframax tanker from Southeast Asia to East Coast Australia fell to W94.25 on Thursday from a near W98 on the same day last week on weaker cargo volumes. Source: Reuters (Reporting by Keith Wallis; Editing by Sherry Jacob-Phillips)

The NORD BUTTERFLY assisted by the MULTRATUG 16 and MULTRATUG 31 in the port of Rotterdam

Photo : Piet Sinke (c) CLICK at the photo and hyperlinks in the text !

Volle Kracht 40 jaar Volle Kracht, de vereniging van oud-studenten van het hoger en middelbaar maritiem onderwijs Rotterdam & omstreken, viert 12 november as. het 40 jarig bestaan. De viering vindt plaats aan boord van het ms. Smaragd 2 met een rondvaart door het havengebied, waarbij onder genot van een hapje, drankje en feestelijk buffet, sterke verhalen uit het verleden kunnen herleven en oude vriendschappen worden hernieuwd. Het feest zal worden opgeluisterd met de klanken van ‘De Heeren van het goede leven’. Oud-studenten die dit lustrum willen meevieren zijn van harte welkom. Zij kunnen zich aanmelden op de website www.volle-kracht.com of via de ledencontacttelefoon 010-4663684. De vereniging is opgericht in 1976 na een succesvolle reünie van oud-studenten van de Gemeentelijke Hogere Zeevaartschool, toen gevestigd aan de Pieter de Hoochweg in Rotterdam. De Zeevaartschool van Scheveningen, die in 1970 werd opgeheven, is ook in de vereniging opgenomen. In november 1989 kwam de fusie met de ous-studentenvereniging van Hogere School voor Scheepswerktuigkundigen tot stand. Doelstelling van de vereniging is het bevorderen van contacten tussen de leden, studenten en (oud-) docenten en het propageren van de studie in betreffende onderwijsinstellingen. Hiertoe worden contactavonden met lezingen, excursies en reünies georganiseerd. Daarbij ontvangen de leden vier keer per jaar het periodiek De Spreekbuis, dat met vier andere oud-studentenverenigingen wordt uitgegeven. Alle oud-studenten van de huidige maritieme opleidingen in Rotterdam, zowel HBO als MBO, kunnen lid worden van de vereniging. Belangstellenden die de doelstelling van de vereniging onderschrijven kunnen donateur worden, zie de website.




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HAFNIA SOYA berthed on the Tyne. Photo : Capt Alex (c)

LPG tankers off Singapore waters find buyers, but risk of turbulence persists

By Seng Li Peng Growing demand and improving prices have helped most cargoes of liquefied petroleum gas (LPG) stored on vessels off Singapore find purchasers, easing the oversupply woes of sellers, industry sources said on Thursday. Turbulent times are far from over, however, as the availability of the fuel, a mixture of propane and butane, will stay high for at least another four years, the sources said. "I expect global oversupply of LPG to last beyond 2020," said consultant Ong Han Wee of energy consulting firm FGE, adding that no more than 2 Very Large Gas Carriers (VLGCs) are now being used as storage off Singapore, down from 14 in August. The economics of storing LPG, employed in heating, cooking and production of petrochemicals, among other uses, overturned after prices flipped into backwardation in the middle of last week after having been trapped in contango since May, Ong added. Backwardation refers to stronger prices in the front month versus the later months, as supply tightens. Brokerage Ginga said LPG prices for the second half of November averaged $396 a tonne on Oct. 26 and $394 for the second half of December.This compared with average prices about two weeks ago of $382.50 and $383.50 for second-half November and second-half December, respectively. New supplies poured in to disrupt a tight supply situation in the LPG market, with the United States alone exporting a record 1 million tonnes to Asia in June. U.S. exports to Asia are set to hit 970,000 tonnes in October, FGE data showed. Buyers who had signed long term deals with the U.S. suppliers found themselves at the losing end, given the low spot prices, triggering a number of disputes. "Unless the oil price were to rise to at least $80 a barrel, LPG prices would stay weak. Buyers who are locked in long-term deals will continue to suffer, especially the smaller buyers, who have no bargaining power," said one LPG trader. Source: Reuters (Additional reporting by Jessica Jaganathan; Editing by Clarence Fernandez)

Concordia Maritime signs another sale & leaseback agreement – this time for the

suezmax tanker Stena Supreme Concordia Maritime is selling the Suezmax tanker Stena Supreme. The counterpart is one of Japan’s largest ship owning companies and senior debt funding will be provided by one of Japan’s “Mega Banks”. This is another sale & leaseback transaction, which in this case means that Stena Supreme will be chartered back on a bareboat basis (i.e., without crew) for 12 years, with annual purchase options from year three onwards. The sale gives rise to an accounting profit of approx. USD 1.8 million and a positive liquidity effect of approx. USD 22 million. The transaction is scheduled for late November. “We are very happy with the agreement. It’s a good price, while the leaseback arrangement means that we can continue employing Stena Supreme in the successful Stena Sonangol Suezmax pool for many years to come. Just as with Stena Image, the transaction is a way of preparing ourselves for a subdued market situation and good business opportunities that may arise. We are not sitting still, but are actively working on the fleet’s structure and disposition,” says Kim Ullman, CEO of Concordia Maritime. “With the agreement, we are taking a further step into the Japanese financing market. Once again, the terms of the transaction are highly competitive and the agreement will have a substantial positive cash effect for us. We have now conducted two transactions in a short space of time and we are



continuously evaluating the possibility of similar arrangements,” says Ola Helgesson, CFO of Concordia Maritime.Fearnley Securities AS has acted as financial advisor to Concordia Maritime for the transaction.

Petronas' oil rig-making unit stays in the red for fourth straight quarter

Malaysia Marine and Heavy Engineering, an oil rig builder controlled by state oil and gas company Petronas, suffered its fourth consecutive quarter of losses due to fewer and lower-valued projects. Net loss for the three months ended September 30 totaled 4.5 million ringgit ($1.1 million) compared to net profit of 17.0 million ringgit a year earlier, the company said. Quarterly revenue fell nearly 24% year-on-year to 333.5 million ringgit from 436.3 million ringgit. "The continued downturn of the oil and gas industry is expected to impact the group's business with significant offshore project cancellations and deferments," the company said. "This is expected to result in further decline in asset utilization, currently being assessed for impairment which will significantly affect the current year financial result." Malaysia Marine is among the casualties of the plunge in global oil prices that has prompted producers to scale back exploration activities and halt expansions. While oil has gained nearly 38% so far this year, prices remain far below its triple-digit peak in mid-2014. Brent, the global benchmark for crude oil, was trading around $50.30 a barrel on Friday. Malaysia's national oil and gas company Petroliam Nasional, or Petronas, owns 67% in Malaysia Marine via its listed shipping unit MISC. For its first nine months, Malaysia Marine recorded a net loss of 14.6 million ringgit compared to a net profit of 71.0 million ringgit while revenue plummeted 49% to 887.7 million ringgit from 1.74 billion ringgit over the same period last year. "Nevertheless, the group continues its efforts on cost management and resource optimization in line with the outlook of the industry," Malaysia Marine informed the stock exchange. "In addition, the group is also intensifying its effort in realizing the initiatives it had embarked upon to replenish its order book."Analysts say the results came in below market expectations and flagged risk of lower margins amid depleting orders that the company has struggled to replenish."This is worrying, given that it provides minimal earnings visibility," said Kenanga Investment Bank's analyst Sean Lim. "With its continuous decreasing yard utilization, we do not discount the possibility of impairment in the coming quarters." Source: asia-nikkei

Hanjin collapse drives idle container ship fleet to all-time high

By: Bruce Barnard Hanjin Shipping's failure has swollen the jobless fleet by 62 ships of 390,000 TEUs.

The fleet of idle container ships is racing to an all-time high as Hanjin Shipping, the collapsed South Korean container line, continues to return vessels to their owners, according to industry analyst Alphaliner. The “Hanjin factor” is also impacting the depressed charter market, with rates for several size segments that were in relatively short supply before the liner’s demise now sliding to fresh lows. There were 397 unemployed ships above 500 twenty-foot-equivalent units with an aggregate capacity of 1.55 million TEUs, equivalent to 7.6 percent of the global fleet, on Oct. 17, up from 371 vessels of 1.33 million TEUs two weeks

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earlier. Non-vessel-operating owners account for 80 percent of the unemployed fleet by capacity. Hanjin has swollen the jobless fleet by 62 ships of 390,000 TEUs — of which 54 were returned to charter owners while eight are controlled by the carrier. After their cargoes are discharged, the further redeliveries of vessels that have so far remained under Hanjin’s control will swell the idle fleet by an additional 200,000 TEUs, which is expected to boost the total idle fleet to a record high of more than 1.7 million TEUs by December, Alphaliner says. “Employment prospects for the idle fleet remain dim, as carriers are currently starting to trim their capacity requirements for the winter slack season. Hence, scrapping remains the only factor that could bring down the overall idling figures.” The rising demolition of unwanted container ships is, however, driving down scrap prices, and with Indian buyers reportedly impacted by lower steel plant prices, vessels are being diverted to the smaller Bangladeshi and Pakistani breakers.The fallout from Hanjin’s collapse has “significantly” impacted employment prospects and charter rates for ships in the 7,500- to 10,000-TEU, 5,300- to 7,500-TEU, and 3,000- to 3,500-TEU segments, which were in relatively short supply until this summer, according to Alphaliner. The larger size sector has taken the biggest hit, with its small fleet of spot vessels suddenly inflated by a dozen ships of 9,000 to 10,000 TEUs returned to their owners by the South Korean carrier.Hanjin accounts for half of the six, jobless, 4,000- to 5,100-TEU, wide-beam ships and six of the fifteen 3,000- to 3,800-TEU vessels currently seeking employment. Oversupply in the classic 3,000- to 5,100-TEU Panamax segment, which has been under pressure since the widened Panama Canal opened in June and allowed the transit of larger ships, is still rising. There are now 90 such vessels without work, up from 83 two weeks ago. “The outlook for this segment remains extremely grim, with a need to clear over 100 ships through scrapping. Against this depressing supply backdrop, charter rates remain stuck at historically low rates.”Meanwhile, German ship financier HSH Nordbank is reported to have acquired nine New Panamax vessels from Hanjin and is chartering six to Maersk Line and three to its 2M Alliance partner Mediterranean Shipping Co. Source: The Journal of Commerce

HSH Nordbank Seals Charter of Hanjin Ships to Maersk

Germany’s HSH Nordbank has arranged a deal which will see six container ships from collapsed South Korean line Hanjin chartered out to Denmark’s AP Moller Maersk, the state-backed lender said on Thursday. This is one of the first examples of Hanjin’s lenders looking to resolve the fallout from the shipping firm’s collapse in August, which has left an estimated $14 billion in cargo stranded on its ships. HSH, which was among a consortium of banks that had financed Hanjin ships, said in a statement that Maersk’s container unit, the world’s No. 1 line, would operate the six vessels. “The chartering of the container ships by Maersk Line means that, in a difficult setting, these ships have been given a long-term perspective following the insolvency of Hanjin,” said HSH’s chief risk officer Ulrik Lackschewitz in the statement. “In Maersk Line we have a strong partner at our side for this transaction.” Maersk confirmed the arrangement without providing further details. The global container shipping sector is struggling with its worst ever market conditions, caused by a glut of ships and slowing global trade, which has battered earnings and forced at least one out of business.A source involved in the transaction told Reuters HSH had separately arranged together with three other banks for three additional Hanjin ships to be chartered out to the world’s No. 2 line, Swiss-based MSC. MSC did not immediately comment. This week Hanjin said its European routes services had completed stopped and a Seoul court overseeing its receivership process has approved winding down four of its European units. HSH has been under pressure due to the global shipping sector downturn and is trying to offload assets.The bank turned to its state owners after risky assets turned sour in 2008. In March, the European Commission approved a bailout which includes an ambitious plan to hive off a total of 8.2 billion euros ($8.96 billion) in bad loans, 5 billion of which are being transferred to the state owners, while the lender must sell up to 3.2 billion itself. Source: Reuters (Reporting by Jonathan

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Saul in London, Andreas Kroener in Frankfurt and Annabella Pultz Nielsen in Copenhagen, editing by William Hardy)

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Vietnam: Can Tho's port receives first large container ship

The container ship of Tan Cang Shipping Company under the Saigon Newport Corporation anchored at the Tan Cang-Cai Cui Port in Cai Rang district, the Mekong Delta city of Can Tho on October 24. Tan Cang Pioneer V.1631S is the first container ship to go through the newly-opened Quan Chanh Bo canal, paving the way for high-capacity ships to enter the Hau River. The ship has a capacity of 610 TEUs. In the first voyage, it carried 102 TEUs of imported products including lime, coal and building materials and 85 TEUs of exported rice, rice bran and aquatic products.It is also the first container ship to carry goods directly from Hai Phong city in the north to Can Tho city without going through Ho Chi Minh City.Tan Cang-Cai Cui Port covers an area of 7ha and can receive ships of up to 20,000 tonnes. The port will serve as the entrepot and logistic centre for businesses operating in the Mekong Delta. Source VNA - Thai News Service

Van Oord named Norther star Van Oord has been confirmed as balance of plant contractor for Eneco and Elicio’s 370MW Norther offshore wind farm in Belgium. The developers selected the Dutch contractor following a tender in which a total of three companies were



in the running, according to official documents. The deal was first reported exclusively in subscriber-only newsletter reNEWS in September. Workscope at the wind farm includes design, supply and installation of foundations, a substation and export cable to shore. Van Oord is also expected to supply a turbine installation vessel to be used for erection of 44 MHI Vestas V164 8.4MW turbines. Construction at Norther is due to kick off in 2017 and wrap up in 2019. Financial close is expected before the end of the year. The wind farm is located around 23km offshore. Source : RE-News

Third Abis vessel arriving in Rotterdam Waalhaven for a (sad) lay-up Photo : Jan Berghuis (c)

Ibercisa supplies winches to Brazilian and Mediterranean tugs

by Martyn Wingrove Ibercisa has supplied a wide range of winches and other deck equipment for tugs and anchor handlers operating in South America. The Spanish company has supplied equipment to tuboats operated by Svitzer in Brazil. According to spokesperson Nieves García Figueira this included hydraulically-driven winches MR-MAN/H/70/2x120-64/19-S/1 with a capacity of 200m of 64mm diameter cable and 19mm chain. “Svitzer is enlarging its fleet of tugboats in Brazil and hopes to be able to build a fleet of up to 20 vessels to operate in South America in 2016,” said the spokesperson. “Its presence in Brazil is part of its strategy to bet on emerging markets. We are manufacturing two other winches for this client.” Ibercisa has in the past supplied winches to Svitzer tugs that manoeuvre gas carriers at the Wheatstone LNG plant in Australia. Ibercisa, which is headquartered in Vigo, Spain, supplies tugs built at shipyards in northern Spain. One of the most recent deliveries was the supply of deck machinery to a tug under construction at the Armón Shipyard in Vigo for Cattaruzza Shipping, which conducts port operations in Porto Marghera, Italy. The order consists of a hydraulic towing winch driven by two low-speed high-torque, hydraulic motors with two speeds. The winch has capacity for 700m of wire of 50mm diameter and 200m of 100mm rope. This winch has a nominal line pull of 33.6

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tonnes at 22 m/min at first layer and 165 tonnes of braked static capacity. Ibercisa supplied a hydraulic anchor winch driven by a low-speed, high-torque, hydraulic motor with a capacity of 3.2 tonnes at 23 m/min and capacity for 22mm diameter chain. Deliveries also included an electric auxiliary winch, driven by an electric motor of 400V and 5.5kW at a 1,500 rpm. The winch has capacity for 150m of 8mm diameter wire with a nominal line pull and speed at half drum of 750kg at 39 m/min. Armón Shipyard installed deck equipment supplied by Ibercisa on a 24.4m harbour tug built for Remolques Unidos subsidiary Remolques Gijonenses Towage & Salvage in Spain. Ibercisa supplied a hydraulic towing winch with capacity for 140m of 88mm diameter wire and capacity of 31.5 tonnes at 11 m/min at the first layer. Ibercisa also supplied a hydraulic towing winch for a 31.7m, 7,600 bhp tug, with 80-tonnes bollard pull, that Zamakona Shipyard in Bilbao built for Boluda. The winch has a capacity of 75.5 tonnes at 8.4 m/min at the first layer. The deck machinery also includes an electric capstan driven by a 21.5kW electric motor and an electric anchor winch driven by a 7.5kW electric motor.The towing winches that Ibercisa manufacturers can be delivered with a configuration of double drum and additional anchor and mooring parts, and different measurement and monitoring systems. They can be hydraulic or electric driven, clutch operated with hydraulic or pneumatic brakes and with stainless steel brake bands. They can come with length and load line monitoring, a constant tension system, grooved or Lebus drum and an automatic spooling system. Source : tugtechnologyandbusiness.

The NORDIC ORION departing from the EECV terminal in Rotterdam-Caland canal with the NORDIC OLYMPIC

moored alongside – Photo : Jan Oosterboer (c)

KONGSBERG Integrated Automation for LNG Fuelled Bulker

By Joseph R. Fonseca Kongsberg Maritime has been chosen to supply a full integrated automation solution including the first delivery of its advanced new Fuel Gas Supply System (FGSS) for a newbuild 50,000 DWT LNG Fuelled bulk carrier, ordered by South Korean ship owner, Ilshin Shipping Company. The new bulk carrier will be built at Hyundai Mipo Dockyard and is scheduled for delivery during the fourth quarter of 2017. It is the first dual-fuel merchant vessel to be built in South Korea. Ilshin’s new bulk carrier signals the beginnings of a move towards LNG bunkering in the far east, driven by the lower cost of fuel and the need for more environmentally friendly vessel operation, in addition to new mandatory requirements for cleaner shipping through Sulphur Emission Control Areas (SECA) and Emission Control Areas (ECA). As an established supplier to shipyards globally, including in South Korea and China, KONGSBERG is well positioned to support the industry with FGSS solutions, with a portfolio of technology developed to enable full control of diverse vessel configurations. In addition to the advanced new FGSS solution, the delivery includes K-Chief 600 alarm, monitoring and control system, AutoChief 600 propulsion control system, Bearing Wear Monitoring System (BWCM), Emergency Shutdown System (ESDS) and K-Gauge fuel tank monitoring. The AutoChief 600 propulsion control system will be integrated with the Kongsberg FGSS to ensure seamless control of the main Fuel Gas valve, propulsion and main engine. “Kongsberg Maritime has an established long-term relationship with Hyundai Heavy Industries and we



are keen to support its shift towards building ‘Green Ships’ to comply with new ECA/SECA requirements. Our diverse portfolio of integrated technology is designed to make shipping more efficient. Our systems make new solutions like Fuel Gas Supply Systems a viable option for more vessel types, enabling more shipowners to save money on bunkering costs and the shipping industry to reduce its overall environmental footprint,” said Morten Stanger, Vice President, Merchant Marine Sales, Kongsberg Maritime. Source : MarineLink

Plymouth lifeboat joins flotilla paying respects to 13 heroes lost in Salcombe disaster

Lifeboat crews, sailors and seafarers formed a flotilla to pay a poignant tribute to 13 lifesaving heroes who gave their lives in a bid to rescue others a hundred years ago. Plymouth Lifeboat joined other local crews and a host of seafarers on the water to honour those who lost their lives in the Salcombe Lifeboat disaster in 1916, on the day of the tragic anniversary. A flotilla of six lifeboats led by the Salcombe's all weather and inshore lifeboats, Plymouth's all weather lifeboat and a number of

former, retired

lifeboats headed to Salcombe Bar where the wreath laying ceremony took place. A 13-gun salute rang out across the calm waters of Salcombe, during a commemoration that brought together the community, many of whom observed a minute's silence. A maroon broke the silence to mark the end of the minute of quite reflection as crowds of people took part in the events. The Rt Rev Nick McKinnel, Bishop of Plymouth, led a service of commemoration in the morning at Salcombe Holy Trinity Church before seafarers ventured to the scene of the disaster on October 27, 1916, for a wreath-laying ceremony. Other seafarers attended on leisure crafts and members of the public lined the shore to watch. The Coastguard helicopter 924 also oined the lifeboats for the ceremony. A lone piper aboard Salcombe's all-weather lifeboat, The Baltic Exchange III, led the flotilla back into the harbour. Andrea Hemsley, the granddaughter of James Canham, one of the crew members lost

in 1916, said: "My mum was only four and a half when her father died, but she remembered the day clearly. She



talked about it all of her life, it deeply affected her and her family and had a devastating impact on the community in Salcombe. "It's been incredible to come back to commemorate and hear such stories, it brings the whole thing to life. "It's emotional and upsetting but my mother, if she was around would have been so thrilled that the anniversary is being marked in such a fitting way. On behalf of all the descendants I would like to say thank to all the people involved in the organisation." The events marked the day that 15 men launched the Salcombe lifeboat into a severe gale but, forced to return an abortive mission, tragedy struck as they made their way back to harbour Only two survived after their lifeboat, the William and Emma, was flipped over by a powerful wave, battering them into the sand of the notorious Salcombe Bar and drowning the rest of the crew. The lifeboat had been called out to give assistance to the Western Lass, wrecked in a storm near Prawle Point, in the years during the First World War. The gun salute was fired by a small arms detachment from Britannia Royal Naval College in Dartmouth, who stepped in to the role after Plymouth-based frigate HMS Sutherland, which had been due at the service, was called away on an urgent operational task so could not attend. The salute rang out from the gardens of The Bolt at South Sands – one shot for each of the lives lost. source: plymouthherald.

HAPPY DRAGON seen in Zeebrugge / ICO terminal Photo : Luc de Schutter (c)

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The Grimaldi Lines EUROCARGO PALERMO seen departing Barcelona. Photo: David A. Bowley (c)

0.5% Global Sulphur Cap to Take Effect from 2020

The International Maritime Organization announced that the 0.5% global sulphur cap on emissions would come into force in 2020, at the 70th session of the Marine Environment Protection Committee. The Singapore Shipping Association welcomes this long-awaited announcement, which will provide shipowners with much-needed clarity in their decision-making. There is, however, a need to anticipate potentially significant disruptions to the industry such as increased operating costs, the concern of fuel quality and availability. Bearing these implications in mind, the Singapore Shipping Association recognises that a great deal of work has to be done between now and 2020, and we stand committed to collaborate with the Maritime and Port Authority of Singapore and relevant stakeholders to ensure that Singapore will be able to comply with the new requirements whilst maintaining its position as a leading bunkering port.

Maersk Feeder and Maersk Fighter sold

As part of Maersk Supply Service’s recently announced divestment plans, MAERSK FEEDER and MAERSK FIGHTER have been sold. Maersk Supply Service is reducing its fleet by up to 20 vessels over the coming 18 months. The divestment plan is a response to vessels in lay-up, limited trading opportunities and the global over-supply of offshore supply vessels in the industry. MAERSK FEEDER and MAERSK FIGHTER were officially delivered to their new owners on 21 October and 27 October, 2016. Both vessels will be modified by their new owners and will no longer compete in the Offshore Supply Vessel (OSV) segment. MAERSK FEEDER and MAERSK FIGHTER are both Platform Supply Vessels and joined the Maersk Supply Service fleet in 1993 and 1992. To date, MAERSK FINDER, MAERSK PUNCHER, MAERSK PROVIDER, MAERSK FORWARDER, MAERSK FEEDER and MAERSK FIGHTER have been sold, leaving the Maersk Supply Service fleet at 51 vessels.



The Muller-Dordrecht tug EN AVANT 9 outbound from Dordrecht Photo : Leo van der Wal (c)

The ferry TJØTTA in Sandnessjoen (Norway) Photo : Henk de Winde ©

Platform News – Maersk involved in illegal toxic waste trafficking

The Maersk-owned floating oil production and storage tanker, NORTH SEA PRODUCER, left the UK in May 2016 and was directly towed to Bangladesh, where it arrived on 14 August 2016. Two days later, the North Sea Producer was beached at the Janata Steel shipbreaking yard in Chittagong. The vessel is likely to contain large amounts of highly

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contaminated residues including NORM (natural occurring radioactive material). It is currently being torn apart on a tidal beach, sadly known for the human rights abuses and environmental pollution caused by substandard shipbreaking. The tanker’s export from the UK for demolition in Bangladesh was illegal under the European Waste Shipment Regulation. The NGO Shipbreaking Platform calls on the UK Government to hold the Maersk-owned North Sea Production Company responsible for illegal trafficking in hazardous waste. The case has recently been high up on the agenda of Danish media, prompting both policy makers and investors of Maersk, including Nordea, and pension funds PFA and KLP, to react. Whilst Maersk claims that they sold the vessel for further operational use, they have so far been unwilling to reveal which company from the oil and gas sector bought the vessel and claimed to be able to operate it. Taking the current market conditions into account, it was highly unlikely that Maersk was able to find a new owner for the North Sea Producer within the oil and gas sector. The North Sea Producer was owned and operated by UK-based North Sea Production Company, a joint venture between Danish Maersk and Brazilian oil & gas company Odebrecht, with 50% ownership each. Having operated in the North Sea as an FPSO [3], the vessel is likely to contain large amounts of residues that are contaminated by NORM and sulphur in addition to the various other hazardous materials in its structure and tanks. The Bangladesh shipbreaking yards are not equipped with any infrastructure that could safely remove and dispose of such toxic wastes. The North Sea Producer was allowed into Bangladesh based on a fake certificate stating that the tanker did not contain any hazardous materials. The import of end-of-life ships containing hazardous waste into Bangladesh is banned, but circumvented with such false documents.“After the recent revelations on Maersk’s shipbreaking practices in India, we also had to learn that Maersk shamefully exposes workers in Bangladesh to enormous risks,” said Patrizia Heidegger, Executive Director of the NGO Shipbreaking Platform. “If Maersk sells a contaminated old oil tanker to an anonymous post box company in the Caribbean under the pretense of further operation use, this is at best a total failure of due diligence, if not punishable negligence. We expect the UK authorities to hold all involved companies responsible for illegal hazardous waste trafficking.”. In late April, local newspapers wrote about the sale of the North Sea Producer. The North Sea Production Company was quoted as still being the owner and soon to strike a deal of which the details were confidential. Later, the newspapers stated to have been informed that the FPSO would be reused at the Tin Can Island Port in Nigeria. However, when the ship left Teesport, UK, on 17 May it sailed straight to Bangladesh, with only a few fuel stops for the tug boat TERASEA HAWK on its way. Its first stop was in Namibia – way beyond the stated destination in Nigeria. “It is highly likely that the North Sea Production Company sold the ship directly to cash buyers GMS (Global Marketing Systems), via an anonymous post box company in St. Kitts and Nevis. GMS is one of the world’s largest companies that specialises in selling end-of-life tonnage to the beaching yards in South Asia,” says Patrizia Heidegger. “While GMS has recently been extremely busy in polishing its image with claims of ‘green ship recycling’, the company’s track record – and obvious continued practice – tells another story. GMS continues to strike deals with some of the worst shipbreaking yards in the world, including those in Bangladesh where hazardous waste management capacity is completely absent, where illegal child labour persists, and where workers are killed or maimed in accidents that could have been avoided.”. A Saint Kitts and Nevis-based postbox company, Conquistador Shipping Corporation, became the new registered owner of the ship during its last voyage. Contracts for the vessel with Janata Steel shipbreaking yard were signed with the help of a Chittagong-based agent. It is likely that GMS is behind Conquistador Shipping Corporation which is used for last voyage ship registration. GMS has been involved in similar cases before, such as in 2012 when they used anonymous post box companies in Panama and the end-of-life flag of Belize to illegally export two French ferries, SeaFrance’s Cézanne and Renoir, from France to India. In the coming years a high number of vessels, including semi-submersible platforms, used by the oil and gas sector operating in the North Sea will be decommissioned. Some of these structures have already ended up on the South Asian beaches for breaking under conditions that are both dangerous and polluting. “We are asking governments to effectively prevent any future illegal waste trafficking as we have seen with the case of the North Sea Producer. The large number of vessels and structures used in the North Sea that will need to be decommissioned in the coming years should prompt public strategies for the creation of jobs in the EU that promise the environmentally sound recovery of valuable resources,” says Patrizia Heidegger.

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Drunk captain jailed By: Sam Chambers

A ship’s captain has been sent to jail for eight weeks and fined £150 for being drunk in charge of a 2,500 dwt ship in UK waters. Sergey Safronov was so inebriated he had to hand over control of the PUR-NAVOLOK bulker to his chief mate. When breathalysed Safronov was found to have 80mg of alcohol in his breath – the legal limit for shipping is

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25mg. The ship was sailing up the River Fowey in Cornwall last month when concerns were raised. Source: Splash 24/7

The NORD INTEGRITY anchored off Gibraltar – Photo : Francis Ferro (c)

Demolition activity slowly but steadily grows…yet again

Global demolition activity rose in the first nine months of 2016 in comparison to the same period of 2015, by 16%. Showcasing shipping industry action, to counter the imbalance between supply and demand in the market. However, diminishing demolition activity from March through July was bad for the recovery of the market. But could the recent increase in August and September be seen as a mild sign of hope? Next weeks’ update of BIMCO’s “Road to Recovery” will shed more light on recent developments, specifically on the dry bulk sector, whereas this analysis focuses on the total shipping industry’s demolition activity. From a broader perspective, a total of 36.2m DWT was demolished in the first nine months of 2016, with most of it taking place in the first four months of 2016. This is equal to 21.8m DWT or nearly twice as much as in the following five months of 2016. However, comparing the period May – September 2016 in the same period as last year, the growth of demolition activity adds up to 2.9m DWT or 26%. Therefore, the decrease in scrapping from the fourth till the ninth month of 2016 can be accounted for by cyclical demolishing activity. BIMCO’s Chief Shipping Analyst Peter Sand says: “The poor global economic situation, as well as the depressing outlook for most of the seaborne shipping sector caused by excess supply of capacity, needs to be countered by a drastic increase in demolishing activity in order to lower merchant fleet growth.” Throughout 2014, 33.9m DWT was demolished; China accounted for 26% and became the major ship breaking location. In 2015, demolition increased in comparison to the previous year by 5.8m DWT 15%. Bangladesh scrapping yards recycled 35% of the total in 2015. In the first nine months of 2016, the market-share of Bangladesh diminished to 32%. However, it still maintained leading position as the single biggest scrapping location. Comparing the period between January through September 2016 to the total previous year’s amount in DWT is a record in the making, 94% is already scrapped in the yards. In reference to the available data from the beginning of January 2014 through September 2016, the average demolished ship size in DWT increased on a year-on-year basis by 32% in 2015 and additionally 13% in 2016. Peter Sand adds: “The trend for the demolition of bigger ships can be explained by weak global demand, especially for containerships in 2016, which is not growing at the pace needed to match excess containership capacity.

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Another factor is the expansion of the Panama Canal, which takes the uniqueness away from the panamax ship segment.” Pakistan has demolished, on average, the largest ships in DWT in the period between 2014 until present day. In the current year, Pakistan’s scrapping yards have on average ships with 79,077 DWT on their docks, in comparison to the global average of 47,845 DWT per ship.The dry bulk segment accounted for, from the beginning of January 2014 through September 2016, 72.9m DWT or 66% of the total demolition. Bangladesh demolition yards, took 35% alone of the total bulk demolishing activity. Throughout the years, in consecutive order, 16.4m DWT, 30.6m DWT and 25.8m DWT of the dry bulk shipping segment was scrapped. Crude oil tankers accounted for 8.6m DWT or 8% of the total demolition in the entire reference period, especially in the year 2014 where 73% of the crude oil tanker total was scrapped. Pakistan alone demolished the majority of this particular segment with 49%. As a minor segment, product tankers accounted for only 3.2m DWT or 3% of the total demolition in the entire period. In 2014, 46% of the total for this segment was demolished, the majority in India with more than 50%. Containership demolition accounted for 14.2m DWT or 13% of the total demolition in two years and nine months starting from January 2014. Most notably, India demolished, in the whole period, 8.3m DWT or 58% of the total. The majority of India’s container ship demolition occurred in the year 2014 with 3.8m DWT or 46%. In the first nine months of 2016, 6.1m DWT or 43% has already been demolished, therefore marking the current year a record breaker.All other ship segments accounted for 10.7m DWT or 10% in the period from January 2014 through September 2016. Bangladesh and India demolished, in total, 5.4m DWT or 51%. In 2016, India has already demolished 1.1m DWT or 35% and is the single biggest location. In the two year and nine-month period from January 2014, India demolished by far the most with 721 ships. However, the percentage of Indian shipowners demolishing in Indian ship demolition yards was only 8%, while Chinese shipowners scrapped 82% in local demolition yards. Peter Sand adds, “The high ratio of Chinese shipowners demolishing at local shipbreaking yards can be explained by the government-run rebate programme. It provides additional subsidies to Chinese shipowners who choose to recycle their ships in Chinese yards.” Source: BIMCO; Peter Sand, Chief Shipping Analyst

The 1998 built passenger/roro EXCELLENT moored in Barcelona. Photo: David A. Bowley (c)

Low tanker rates are enabling more long-

distance crude oil and petroleum product trade Recent expansion of the global crude oil and petroleum product tanker fleet has resulted in falling or lower tanker rates for much of 2016 that have widened the geographic scope for economically attractive trade at a time when

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inventories of both crude oil and petroleum products are at high levels. In recent years, growing global oil production and growth in global refining capacity in markets distant from crude sources led to an increase in orders for new vessels in anticipation of an increasing need for tanker transportation. This resulted in several consecutive years of an expanding global tanker fleet, with an estimated net change of 205 ships added in 2015, according to Thomson Reuters. Note: Deadweight tons (DWT) is a measure of a vessel’s capacity to carry cargo. Barrel equivalents will vary based on the cargo’s density. AFRAMAX is not an official vessel classification on the AFRA scale. On a global scale, demand for tankers is influenced by differences in supply and demand conditions across regional markets. Tankers of different sizes and classes have specific characteristics that help determine the markets and shipping routes they serve. For example, so-called dirty tankers, which transport unrefined or less-refined cargos (such as crude oil and residual fuel oil), tend to be large, with low per-barrel transportation costs. So-called clean tankers, which transport refined products such as gasoline and diesel fuel, are typically smaller vessels. Note: Vessel sizes range from 10,000 deadweight tons to 300,000 deadweight tons. Net change is deliveries minus demolitions.To date in October, monthly average rates for very large dirty tankers in the carrier (VLCC)-size range traveling between the Arabian Gulf and Singapore, an indicator for the overall dirty tanker market, are down 23% from January. Rates for smaller average freight rate assessment (AFRA)-size range dirty tankers on the same route are down 49% from January. Rates for dirty VLCC-size range tankers and AFRA-size range tankers through October have each averaged 36% lower, respectively, than the full year 2015 average. Rates for clean tankers are also lower. The average October rate, to date, for a clean long range 1 (LR1)-size tanker on the Arabian Gulf-to-Japan route is down 38% from January. The monthly average rate for a smaller medium range (MR)-size range tanker on the same route is down 22% from January. With lower tanker rates, the price spread needed for economically attractive trade between two markets narrows, making it possible for importers to bring in distant supplies at reduced cost. For exporters, lower tanker rates increase the price competiveness of their supplies in more distant markets. This can help to explain some of the motor gasoline imports to the U.S. East Coast in 2016 from relatively distant countries such as South Korea, Malaysia, Taiwan, and Japan. Low tanker rates also aid the competitiveness of U.S. crude oil exports. Currently, no U.S. port is capable of loading the larger vessels typically used to transport crude oil, so U.S. crude exporters must use more expensive smaller vessels.However, with lower tanker rates, exporters may be able to load smaller ships at U.S. ports and transfer the cargoes onto larger vessels offshore for transport to final destinations at an attractive per-barrel cost. This may explain U.S. Customs data showing some crude oil exports to places like the Marshall Islands, a nation where many vessels are registered but are most likely not taking deliveries.Going forward, tanker rates should recover as the global market slowly returns to balance. EIA’s most recent Short-Term Energy Outlook (STEO) forecasts a global quarterly draw in crude oil stocks in the third quarter of 2017, the first since 2013. Source: EIA

NAVY NEWS

The unmanned mine countermeasures speedboat BLADERUNNER seen at the NATO exercises Unmanned Warrior off the NW of Scotland last week. Bladerunner, powered by 2x250hp outboards,passes the German multipurpose tender ELBE and the Lithuanian minesweeper SKALVIS ,formerly the Royal Navy ship COTTESMORE. BLADERUNNER has been developed by the Southampton company ASV who are in the sixth year of developing a range of unmanned surface vessels. Bladerunner’s performance at Unmanned Warrior celebrated a contact signed the week before between the French Procurement Agency and the British Ministry for Defence procurement to develop unmanned



MMCM systems ( Maritime Mine Countermeasure Systems) in a joint venture between Thales, BAE Systems, ECA group and ASV. The next stage in the development of Bladerunner will be to take this first stage design into a complete manufactured system for assessment by the Royal Navy and the French Navy. Other ASV developed systems were demonstrated at the exercise on board BAE Systems’ Pacific 950 and Pacific 24 RIBs, and Dstl’s Maritime Autonomy Surface Testbed. While Bladerunner was operating at Unmanned Warrior, ASV passed the total of 1000 days on unmanned operations. These cover 80 different ASV vehicles operating worldwide in hydrography, oceanography subsea positioning, mine countermeasures, ISTAR and naval gunnery training. This total does not include the many operations already running with ASV’s clients in South Korea, Japan and Singapore. ASV has 30 different Marine packages controlled by ASV’s proprietary ASView system. Photo ASV & Story Raymond Wergan. ©

SHIPYARD NEWS

the 1997 built MLT flag cruise liner MEIN SCHIFF 2 drydocked at Palumbo Malta Shipyard Ltd Dock no 6 on Thursday

27th October, 2016. Photo : Capt. Lawrence Dalli - www.maltashipphotos.com ©

Sembcorp profit plunges 56% as oil rig demand falters

By: MAYUKO TANI, Nikkei staff writer Sembcorp Industries' net profit fell 56% year on year to 53.9 million Singapore dollars ($38.7 million) for the quarter ended in September, Singapore's state-linked conglomerate reported Thursday. The slide resulted from a continued slump in demand for oil drilling rigs as producers shy away from new investments amid protracted market weakness. Revenue for the quarter fell 11% to S$2.13 billion, with the marine division recording a 21% drop. The utilities business, consisting of power and water plant operation and development in countries such as China and India, earned a 3% revenue increase, yet this could not cover the weakness in the marine and other segments. The marine division logged a net loss of S$13.2 million as customers deferred projects. The division's higher bank borrowings led group finance costs to jump 40% from a year ago to S$90.6 million. The rig-building subsidiary Sembcorp Marine said this week that it has cut 8,000 jobs, including employees and subcontracted personnel. Sembcorp Marine also froze

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salaries to cut costs amid the doldrums. The weak demand has hurt Singapore's major rig builders. Keppel Corp., another state-linked rig construction player from the city-state, announced a 38% decline in net profit and 3,080 additional job cuts for the quarter ended in September. An increasing number of smaller offshore service companies are facing difficulty in paying debts The net order book for Sembcorp's marine sector at the end of September shrunk to S$8.4 billion from S$9.2 billion three months earlier. Excluding orders from ailing customer Sete Brasil, the net order book would be even thinner at $5.2 billion, near the level last seen at the end of 2011. Sembcorp Marine made loss provisions of S$329 million last year for the contracts with Sete, which is under judicial restructuring.Sembcorp said the market "remains challenging" as "the global oil and gas industry remains subdued and uncertain." The marine business will "focus on liquidity, costs and balance sheet management," the company said. Source : Asia-Nikkei

The BAR PROTECTOR IMO 7814450 seen in Drydock in Brest

Photo : Emmanuel Godillon http://larmes-de-rouille.piwigo.com ©

Harland and Wolff bags £7m contract with Stena Line

BY DAVID ELLIOTT Shipping firm celebrating after landing major deal with Stena Line

One of Northern Ireland’s most iconic companies has secured a £7m contract with ferry operator Stena Line.Harland and Wolff will be refitting most of the firm’s annual ferry fleet refit and maintenance as part of the deal. Stuart Wilson, General Manager of Harland & Wolff’s Ship Repair Division, said the contract is a boost both to company and to the local companies which supply it with parts and services. He added: “By docking their Irish Sea fleet with us on an annual basis, Stena Line’s business has become an integral part of our ship repair activities, providing valuable support not just to our company but also to the local supply chain, who provide specialist and ancillary services as part of the vessel dockings." Each year Stena Line carries out a series of passenger facility upgrade works as well as a number of scheduled maintenance and engine works to ensure its fleet of 11 ferries on the Irish Sea are running to optimum efficiency. The Harland & Wolff refit schedule for 9 of the Irish Sea fleet will start at the end of December and will run through until early May 2017 to ensure that Stena Line’s sailing schedules are not unduly impacted. Paul Grant, Stena Line’s Route Manager (Irish Sea North), welcomed the deal. He said: “The marine refit sector is a highly competitive market and I’m delighted to confirm that Stena Line has appointed Harland & Wolff to carry out this important operational project."Stena Line is committed to supporting the local communicates in which it operates and with our expanding operations hub at Belfast Port, having a world class refit expertise close by is a real benefit.” Stena Line is the largest ferry operator on the Irish Sea and operates routes between Britain to Ireland including Belfast to Liverpool and Heysham, Belfast to Cairnryan, Dublin to Holyhead and Rosslare to Fishguard routes. Source : Belfast Live

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ROUTE, PORTS & SERVICES

The LADY ANNE-LYNN Photo : Flying Focus Aerial Photography www.flyingfocus.nl ©

Baltic Dry Index climbs to 834, up 36 points Friday, October 28 2016, the Baltic Dry Index climbed by 36 points, reaching 834 points. Baltic Dry Index is compiled by the London-based Baltic Exchange and covers prices for transported cargo such as coal, grain and iron ore. The index is based on a daily survey of agents all over the world. Baltic Dry hit a temporary peak on May 20, 2008, when the index hit 11,793. The lowest level ever reached was on Wednesday the 10th of February 2016, when the index dropped to 290 points. Source: Hellenic Shipping News Worldwide

The GOLFSTRAUM inbound for Antwerp – Photo : Huib Lievense ©

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CMA CGM said to seek US$1b Neptune Orient terminal sale

CMA CGM SA, the French company that bought Neptune Orient Lines this year, has started a sale of the Singapore shipping company’s terminal business in a deal that could raise about US$1 billion, according to people with knowledge of the matter. CMA CGM is seeking a buyer for Neptune Orient’s container terminals in the US, Japan and Taiwan, as well as its joint ventures in Vietnam, Thailand, China and the Netherlands, the people said. It has asked for first-round bids by next month, one of the people said, asking not to be identified because the process is private. The French shipping company’s 7.75 per cent bonds due in 2021 jumped 2.7 cents on the euro to 82.5 cents on Wednesday, the sharpest increase since August last year. A sale would help CMA CGM, the world’s third-biggest container shipping company, cut debt after its December offer to acquire Neptune Orient for S$3.38 billion amid a glut of capacity, declining demand and lower rates. The Marseille-based company has said it intends to raise more than US$1 billion through steps including cost cuts and asset sales within two years of closing the deal, which was completed last month. The assets may attract interest from terminal and ship operators as well as infrastructure funds, according to one of the people with knowledge of the matter.Any sale of Neptune Orient’s terminals could avoid duplication with CMA CGM, which has 13 terminals in countries including the US, France, Egypt and Vietnam, according to its website. CMA CGM could sell the assets separately to multiple buyers, the person said. A representative for CMA CGM declined to comment. A prolonged slump in shipping lines is weighing on earnings as container lines struggle to raise fees after a boom in Chinese shipbuilding led to a capacity glut. CMA CGM reported in March that full-year revenue dropped 6.4 per cent to US$15.7 billion, even with a 6.3 per cent increase in container volumes. Source: Bloomberg

MINING – ENERGY INDUSTRY IN ARGENTINA PICKING UP AGAIN

After years of reduced activity in project cargoes, finally investments in the areas of mining – infra structure – energy - industry are picking up in

Argentina. Railroads undergo a revamping with an announced investment close to

usd 1400 million in tracks – sleepers and railroad equipment. Railroads have 3 different gauges and the first 50 of close to 600 wagons for the mid size tracks were discharged at DEL GUAZU Terminal. All in all about 2500 wagons and Locs will be coming to the country for the 3 different tracks. Units were discharged by the vessel PINE ARROW onto a flatbed and transported 70 mtrs and located at the railroad tracks. The remaining 550 wagons will arrive within the next months.Also other equipment is coming in, the CHIPOL HUANGHE discharged a 120 tons rotating fishmeal

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dryer plus other equipment which was discharged at DELTA DOCK terminal. Materials from both shipments were imported from China.

Click HERE for the LIVE STREAM WEBCAM in Hoek van Holland Berghaven

…. PHOTO OF THE DAY …..

ZENITH EXPLORER entering port at Wellington NZ on a sunny afternoon recently.

Photo : Chris Rabey (c)

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