daily collection of mar itime press clippings 2014 –...

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2014 – 099

Distribution : daily to 29150+ active addresses 09-04-2014

Number 099 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Wednesday 09-04-2014

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

After almost 30 years, more than 5000 flights and almost 7000 hours photo flying we still break records now and then . Recently we made aerial photos of the smallest

vessels captured from the air, the KNRM RWC's of IJmuiden Photo : FLYING FOCUS luchtfotografie - www.flyingfocus.nl ©

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IN MEMORIAM

Dirk Pluimgraaff

After serving the offshore industry for forty years, DIRK PLUIMGRAAFF (24-3-1950) died at his home in France on

26 March 2014.

Dirk started as a geotechnical engineer at Fugro - The Netherlands in 1974 and was initially involved in offshore engineering and the supervision of geotechnical site investigations, mainly in the North Sea and offshore the Americas, India and S.E. Asia. After a couple of years at Fugro - Singapore he moved to Heerema Marine Contractors - The Netherlands in 1985 to help optimizing the installation of platforms though foundation engineering, instrumentation and monitoring. The last part of his career Dirk worked for Conewel - The

Netherlands as consultant/supervisor for the installation of offshore structures.

Quality of work, meeting deadlines and practical solutions were his trademarks and the reason why he was always fully booked by oil companies and offshore platform installation contractors.

He will be missed.

Your feedback is important to me so please drop me an email if you have any photos or

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EVENTS, INCIDENTS & OPERATIONS

The cargo of the ZHEN HUA 29 was offloaded and above seen passing Maassluis.under tow of the KOTUG tugs RT ADRIAAN, SD SHARK and SD SEAHORSE Photo : Johan van der Wel ©

Tanker owners should not bet "all-in" in Chinese oil market warns analyst

China's importance as a consumer of raw materials for the shipping markets, both dry bulk, as well as tanker, is undoubtable. The rise of China's trade over the past decade or so has been instrumental towards altering the landscape for the shipping industry as well. According to a recent report from Poten & Partners, for the most part of the past decade, "China has been the saving grace for the tanker, and other, shipping markets. While economic malaise pervaded in the West, China’s economic dragon appeared difficult to tame", it noted.

However, the analyst also warned that "recently released data suggest that China’s incremental demand growth for transportation fuels may not be as robust as some originally anticipated. It is important to understand that this does not suggest a contraction in Chinese demand, but rather a moderation in its consumption growth rate. In general, the outlook at this point still appears rosy, but the recent moderation should be heeded as a warning sign for shipowners, especially those going all-in on the China bet".

The effect Chinese charterers have had on the VLCC spot market is undeniable. According to Poten, "the reported spot fixture volumes have been converted into VLCC equivalent units in order to show how much demand per year is generated by this subset of companies. In 2009, Chinese spot fixture activity to both China and Southeast Asia (Singapore) created enough demand to fully utilize 66 VLCCs per year. In 2013, Chinese demand for vessels in the spot market has more than doubled to nearly 150 VLCCs, or 23% of the total VLCC fleet".

Poten added that "the catalyst that sparked the past decade’s significant uptick in VLCC demand was the expansion of Chinese refining capacity in the early 2000’s. Demand for approximately 80 VLCCs was created when crude oil inputs increased from around 4.5 million barrels per day to current levels of around 7 million barrels per day. This analysis assumes a crude oil sourcing mix of 75% Arabian Gulf crude oil and 25% West African, for arguments sake. By comparison, the VLCC fleet size increased by only 49 vessels between 2003 and 2006".

It went on to note that "the project slate is suggested to add 4.6 million barrels per day more of capacity through 2020. History has demonstrated, however, that not all refinery dreams come true. If Chinese refined product demand slows, there may be less incentive to see these projects to fruition. Reuters recently reported that “implied oil demand” rose by 1.6 percent in 2013 which is below the 3.8 percent rate expected by the International Energy Agency (IEA), yet in line with forecasts made by China National Petroleum Corporation (CNPC). Regardless of who’s estimates are

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considered, the outlook for refining capacity expansions far outpaces that of expected increases in transportation fuel demand, calling into question the urgency of such projects", Poten said.

The analyst concluded that "while China’s continued growth is still a sure thing by any measure, the outlook for refining capacity expansions should be viewed by shipowners with cautious optimism. The Chinese Government and its representative oil companies have proven they too can be austere when the market warrants". In a recent note, ship owner Euronav said that the tanker market for VLCCs and Suezmaxes could face improving conditions in the coming months and years. According to the company, the main reason for this is the diminishing orderbook. "Given the market for tankers in the past couple of years and the difficulties faced by most owners to secure financing, not many newbuilding contracts were placed. Consequently, few vessels (6 VLCCs and 8 Suezmaxes including 6 shuttles) are scheduled to be delivered in 2014. If the scrapping rate in 2014 remains at the same level as in 2013, there would be a negative fleet growth in these segments which has not been seen for quite some time. That should help balancing the fleet and increase rates", Euronav said.

In terms of demand, it added that "the increase of US shale oil production has caused some concerns with regard to the diminishing demand for oil. The US, which was a heavy importer of crude from West Africa, primarily carried on Suezmax vessels, has therefore reduced its requirement almost entirely. West-African crude has consequently been exported elsewhere, towards North Europe and to the Far East, which should increase the demand for ton-miles and therefore tankers. Moreover, several Latin American countries have been increasing their oil production, often destined to go East, which should also increase ton-miles". Euronav added that "the market is expected to be highly volatile as it has already been so far in the first couple of months of 2014. That should enable owners to lock some voyages at pretty good rates which should have a positive impact on the average TCE result for the year, therefore expected to be better than in 2013. With consumption in the US rebounding to its strongest level in five years, global oil demand in 2014 will be higher than previously forecasted. The IEA is reporting a growth of 1.3% in 2014 to 92.4 million barrels per day. The floating platform market remains one of the strongest offshore sectors with an increasing amount of floating production investments being made". Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide

The SAIPEM 3000 enroute Rotterdam – Photo : Leo Varekamp ©

'Ostfriesland' LNG retrofit postponed Germany’s first dual-fuel LNG car/passenger ferry 'Ostfriesland' will now not enter service until November, six months later than planned, because its owners want more time for detailed work on the project. The 1,860gt ship will not go to Bremen’s BVT Shipyard in May as scheduled for installation of her new 15m stern and dual-fuel LNG technology prior to entering service in June. AG Ems spokeswoman, Corina Habben, told Maritime Journal that instead, the ship would remain in operation until mid-September and then dock at BVT for conversion before going into service



in early November. Ms Habben explained there had always been an option to delay the ‘marriage’ of the ship and its new stern. A company statement said the delay would “create more time for detailed work” and added “it goes without saying that quality takes precedence over speed”.

AG Ems chairman, Bernhard Brons, and BVT managing partner, Thorsten Rönner, added: “the new technology will set new standards and so it is better to go forward a step at a time." The delay also has the advantage of freeing the ship for summer season operation.

Meanwhile steelworks on the new stern section were proceeding as normal, AG Ems said. Ms Ha bben added that deliveries for the new propulsion system, including the engines were also as planned.

The new stern will increase the ship’s current 78.7m length to 92.7m and provide not only a bigger sundeck for 1,200 passengers but also space for the installation of the ship’s two 6-cylinder Wärtsilä 20DF dual-fuel gensets and a Wärtsilä LNGPac. Ostfriesland will also boast double rudder Schottel pods to provide 15.5 knots.

The dual-fuel engines will run primarily on LNG as the main fuel, but be able to switch to conventional fuels if necessary. The LNGPac comprises onboard LNG bunkering, storage tanks, and handling equipment with related safety and automation systems.

When the original timetable for completion of the seven week conversion/retrofit was announced, it was reported that the job would cost some €13m. It was not known if the delay had changed that. When finished Ostfriesland will go back into service between Emden and Borkum. Officials said it will not only be Germany’s first dual fuel island ferry but also the first of her kind in Europe. Significant operational savings and an increase in overall vessel efficiency are promised, with officials saying the new engine configuration will reduce CO2 emissions by 20% and NOx, SOx and particle emissions by more than 90%.

In the meantime, AG Ems is set to take the title as operator of Germany’s first new passenger/cargo ferry with LNG propulsion. Fassmer will deliver that 80m newbuilding, costing about €30m, in April 2015, just five months behind Ostfriesland. Source: Maritime Journal

The DEEP HELDER was moved out of the building hall and placed on the slope partially painted, and in in a few

weeks she goes into the water. Photo : Geert Woord - www.seamar.nl ©

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Delivering a maritime single window 2 As part of the European Union’s drive to streamline and standardise the reporting formalities for ships arriving in and/or departing from ports of the Member States, it has introduced wide-ranging legislation. EU Directive 2010/65/EU, commonly known as the ‘Reporting Formalities Directive’ mandates that Member States must adopt a “Single Window” system as soon as possible and, at the latest, by 1 June 2015. Such a “Single Window" is a system that allows parties involved in trade and transport to submit once, standardized information using electronic data transmission with a single entry point to fulfil all ship, import, export, and transit-related regulatory requirements. The master, or any other person duly authorised by the operator of the ship, must provide the competent national authority with notification, prior to arriving in an EU port - the information required under the Reporting Formalities Directive. While the logic behind the legislation is straightforward, the reality of developing and rolling-out a compliant system is a good deal more complex both for authorities and shipping companies.

Dr Takis Katsoulakos, Director of Inlecom Systems provides an overview of current reporting requirements and outlines the issues and challenges that must be overcome by 1 June 2015. He goes on to outline key Single Windows developments and best practice and suggests a coherent and practical way forward for shipping lines, port authorities, national authorities and all other stakeholders.

The European Union’s stated aim of introducing a Maritime Single Window is driven by a desire to simplify the administrative burden for ships entering and leaving EU ports. The current reporting requirements are extremely onerous and due to elements of overlapping legislation there is often a need to submit similar information to different authorities in different formats. Furthermore, individual ports have their own by-laws so reporting requirements vary considerably. Very little information is t ransmitted electronically with paper forms the preferred media. In short, the current system is labour intensive, inefficient and delivers little value to any of the stakeholders.

Starting in 2009, the EU began to streamline and standardise ship reporting formalities by introducing a number of directives. These included the Vessel Traffic Monitoring & Information Systems (VTMIS) which made every European country responsible for introducing their own SafeSeaNet national application. This means that all Member States became interconnected via the SafeSeaNet Community system which provides a complete view of the movement of ships and dangerous or polluting cargo in European waters. Although initially difficult to roll out, SafeSeaNet has become very successful and is w idely used for pollution control and prevention. SafeSeaNet has also demonstrated what is possible in terms of Pan-EU cooperation in the maritime sector. In 2011 the EU introduced a policy to promote increased use of maritime transport by creating the European Maritime Transport Space Without Barriers. The concept is aimed to eliminate or simplify administrative procedures in intra-EU maritime transport, thus making it “more attractive, more efficient and more competitive“. As part of this, directive 2010/65/EU (Reporting formalities for ships) was introduced and this mandates the Member States to adopt the electronic Maritime Single Window by 1 June 2015. It’s important to underline the Maritime Single Window because in the past there have been a number of single windows particularly associated with customs clearance.

The important element of directive 2010/65/EU is that each Member State must introduce a Maritime Single Window so that ships arriving at EU ports can submit the required reporting information once, to a single point and that information will be disseminated as required to all authorities that need access to it. Furthermore, from 1 June 2015 the directive prohibits acceptance of reporting formalities in paper form so everything from that date will have to be submitted electronically. In terms of satisfying the EU’s goal of reducing the administrative burden for shipping companies, the deployment of the Maritime Single Window should, in the long term, be a major success with a number of additional benefits to ports and regulative bodies. The major issues lie in building and deploying a system that is robust, flexible and fit for purpose.

Inlecom has been part of a number of pilot projects over the last five years developing such systems and demonstrating proof of concept. Currently the eMAR Project in which the maritime authorities of Latvia and Norway, DNV and DANAOS are participating is developing prototypes to determine how the software, hardware and infrastructure required to support the Maritime Single Window could be rolled out across Europe. The experience of countries such as Finland, which have long since developed their own single window systems for commercial reasons, have also been taken into account.

In developing its national Maritime Single Window, each EU country must specify a National Data Set reflecting all the regulatory requirements in that specific country. This National Data Set allows each country to include reporting requirements above and beyond what is specified as the minimum reporting requirements by the EU directives. The data model required by the EU, as well as the standard messages to submit the information are being developed by the EU Expert Group on Maritime Administrative Simplification and Electronic Information Services (eMS) committee



and the EU-funded Advanced National Network for Administrations (AnNa) project. All this development work is being carried out in parallel with similar EU single window projects for multimodal freight to promote potential interoperability.

There will be two main channels for submitting reporting formalities to Maritime Single Windows. First, through the Port Community Systems or other port systems that the industry is already using - these systems have a proven track record in transmitting information to various authorities electronically. This methodology reflects current electronic reporting routes used for example in in the UK, Holland, France and Spain. The other is through reporting gateways and applications that shipping companies and their agents may decide to use by extending their own systems or by adopting new/extended compliance applications. This approach is followed by Finland and Norway which operate central single window systems which transmits information to ports. Both routes have their merits and it’s possible that both will be made available and interconnected, in order to provide maximum flexibility for all stakeholders.

One issue that Inlecom has considered throughout the development of the Maritime Single Window is building in suitable flexibility and standardisation of messages to allow roll-out beyond the EU. There have been discussions with the World Customs Organisation (WCO) but currently there isn’t the will to drive international harmonisation, although this might change once the pan-EU rollout is complete and operational.

Another key issue during the roll-out of the Maritime Single Window is supporting the stakeholders through the transition period and ensuring that there are contingency measures to deal with ‘not ready parties’. It would be unsatisfactory for ship owners to switch to all electronic reporting only to find that some ports are still asking for reporting using more traditional methods. Taking the UK as an example of a country without a legacy single window system, all the interested government agencies including, HM Customs & Excise, the Home Office, the Maritime and Coastguard Agency (MCA), the Department of Health and the Department of Transport established a steering group early in the process to look at technical and policy issues and provide direction on developments. Inlecom has been working with the steering group together with BMT as part of the eMAR project to address each agency’s differing requirements within the context of a UK system that’s not only fit for purpose, but also future-proof. This has engendered a pragmatic approach recognising that the needs of the user must be paramount.

Consequently, the steering group has stipulated that rolling-out the Maritime Single Window at ‘least-cost’ for the industry must be a high priority. While 90 of the UK’s large and intermediate ports are already electronically linked, to the MCA there are approximately 250 medium and small ports that have no direct connection. Rather than demanding that these 250 ports invest in an expensive direct connection, information can be entered manually through a Maritime Single Window web interface. Furthermore, there is an understanding that having a transition period where PDF documents could be used as a halfway house between paper forms and direct, electronic submission will help ease the changeover. The next stage will be to roll-out a UK pilot project running to the end of 2014 so that any issues can be identified and addressed prior to the main roll-out in 2015.

Countries such as Finland and Norway that already have a single window system in place have a different set of issues to contend with. In the main, suitable infrastructure is already in place so the major task will be updating the National Data Set to reflect the reporting formalities data model and standard messages. While stakeholders using the system are used to the process of submitting the reporting information to a single point of contact, they will be faced with different reporting messages. If support is readily available for users, this need not be an issue.

Inlecom has also been working with potential users of the Maritime Single Window. A common thread with companies that have already invested in their own reporting network is the desire not to duplicate systems. Major shipping companies routinely record crew lists, passenger lists, manifests and other important data electronically so they do not wish to enter the data manually for a second time for submission to the Maritime Single Window. In many cases, Inlecom has been able to create a bespoke data map from the internal system to the Maritime Single Window so that reports can be submitted automatically. While this requires an investment in IT by the user prior to roll-out, the long term benefits are clear to see.

Looking forward to 2015, the most important action is for the different stakeholders across Europe to prepare for the change that lies ahead. There are already good examples of both National Authorities and potential users across Europe engaging with the process and developing best practices. More pilot schemes will be starting soon providing further knowledge and experience to make sure that the transition period is planned properly. Users that want to integrate their existing systems with the Maritime Single Window to allow direct data transfer will have to start the adaptation process. There will almost certainly be some unforeseen problems during the transition period but the effect of the pilot projects will be to minimise these issues are far as possible. The impact of the EU’s Maritime Single Window will undoubtedly be positive. Article written by Dr. Takis Katsoulakos, Director of Inlecom Systems



The MARATHA passing the Bosporus – Photo : Adrian Brown ©

Damen pontoon deliveries ensure global stock availability

13 Stan Pontoons, 6 Stan Tugs and 4 Stan Tenders come to West Africa and Rotterdam

Last Friday, April 4th, a shipment that left China seven weeks ago carrying 13 new Damen Stan Pontoons and 10 other Damen vessels arrived in Rotterdam. The built-for-stock pontoons and vessels will uphold Damen’s ultra-short delivery times as demand rises - 170 deliveries in 2013. This has also led to Damen introducing newly designed barges and completing a number of custom pontoon and barge projects.

Damen has sold 37 pontoons and barges in the last two years. Production has increased with an even larger amount of vessels currently under

construction at four different yards in the Middle East, Vietnam and China. Following strong

demand for last year’s shipment of pontoons and barges delivered to Rotterdam, this new

Photo top : Willem Holtkamp - http://fotomaker.jalbum.net/FOTOMAKER/ © shipment of built-for-stock vessels ensures continuous availability in Western Europe and North America. On the journey from Shanghai, the semi-submersible vessel also had room to transport a further six Stan Tugs and four Stan Tenders. Before reaching Europe, the ship stopped in West Africa to deliver a number of pontoons and tugs, which had already been sold to repeat clients while the vessel was en route.

Global availability The shipment carried eight different models from the range of high quality Stan Pontoons, including Damen’s largest built-for-stock pontoon measuring 120 x 32.2 x 8.1 metres and has a deadweight of 20150 tonnes. Following last year’s shipment, a built-for-stock vessel of the same model was sold to the McKeil-Malaspina partnership to support

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offshore construction operations off the East coast of Canada. All Damen pontoons are fully ballastable and the majority is already fitted with a ballast system. The vessels are prepared for the plug & play installation of pumps and generator sets and can be commissioned within a very short time.

Custom-built pontoons and barges In addition to its stock-building programme, Damen completes custom-designed one-off projects that can literally be built anywhere. Current examples include an 80-metre Crane Barge and a 140-metre module offloading facility transition pontoon. In close cooperation with the client Damen designs, constructs and delivers built-for-purpose projects.

New designs for bunkering & transshipment Damen recently introduced a new standard range of Bunker Barges. The range is optimized for short delivery times and can easily be equipped with plug & play options. They can be towed or operated in combination with a specially designed Pusher Tug.

Another new design, the Transshipment Crane Barge 6324 with a Liebherr CBG 350 crane, is also available as of now. Developed in close cooperation with Liebherr, the barge is for the transshipment of containers or dry-bulk materials. It is perfect for ship-to-shore, ship-to-barge or ship-to-quay operation and has a maximum turnover of up to 1,000 tonnes per hour.

VIDEO A short video of the transport is available here: https://www.youtube.com/watch?v=vEVSKfLLLV8&feature=youtu.be A short video of the CBa 6324 is available here: www.youtube.com/watch?v=bVXPhHPswCg&feature=youtu.be

As the colours suggest, originally operated by Torm but owned by Cido – and as the owning company remains the same in registers, maybe Eships has simply replaced Torm as operator. Or maybe Eships bought the owning company! Exact sister ESHIPS RUWAIS is at anchor waiting to take ESHIPS LIWA's berth. Photo : Dale E.Crisp ©

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One of Hartmann's Super A class MPPs this has been on charter to Austral Asia Line's Singapore-based tramp/project division for the last two years or so, making frequent visits to its namesake port with equipment for the coal seam gas-to-LNG plants under construction there. Earlier this year when the above seen AAL GLADSTONE hit heavy weather in European waters during a voyage from Gdynia, Poland to Brisbane with 30 new (and consequently damaged) Kalmar AutoStrads ultimately destined for Patrick's Port Botany terminal (now under conversion to semi-automation) the vessel was reported to have ended its AAL charter and was instead under control of German freight forwarder Schleif Transport of Bremen. However, as its current voyage is listed on AAL's positions list it must be back with them.

Ownership is a lso interesting and now seems to be with Mastermind Shipmanagement of Cyprus, a company whose MD is Capt Eugen-Henning Adami, who I think was associated with Athens Bulk Carriers who partnered Hartmann in UBC, and/or ship manager Intership Navigation (where he was also MD). Website says MSM was founded in 1999 but the good Capt was still associated with Intership (which has/had very similar funnel colours) as recently as 2007. The AAL GLADSTONE was in Melbourne to load pre-fabricated housing for Northwest Australia. Photo : Dale E.Crisp ©

Vietnam shipping lines hit by costly dispute with S.Korean contractor

The Vietnam National Shipping Lines, commonly known as Vinalines, has suffered monetary damage worth hundreds of thousands of US dollar after a vessel in its fleet was held by a South Korean company over a payment dispute in a sluggish transshipment port project.

Vinalines Sky, a cargo ship belong to the state-run shipping line, was held as “hostage” by SK E&C in mid-March, following a ruling by the Vietnam International Arbitration Center (VIAC) that Vinalines has to pay VND135 billion (US$6.37 million) in steel pile purchase and late payment interest for the South Korean company.

SK E&C has been contracted to supply the said steel piles for the Van Phong transshipment port project, based in Vietnam’s coastal Khanh Hoa Province, but Vinalines refused to check and take over the equipment and settle payment, saying the piles are below standard.

Vinalines Sky is a 42,714-ton cargo ship that was manufactured in Japan in 1997. The detained ship has caused $400,000 damage for Vinalines. Vinalines is considering paying deposit to release its vessel, even though the detention of the ship over the payment dispute “is beyond normal limit,” said Nguyen Truong Son, director of the shipping line’s Project Management Board No.1. Vinalines refused to check and take over the steel piles imported by SK E&C due to a number of conflicts, sending the South Korean company to put its Vietnamese partner to the VIAC.

The VIAC then ruled that Vinalines clear the VND135 billion payment for the piles that the Vietnamese company said do not meet the conditions to be checked and taken over. The Vietnamese shipping line also lodged a lawsuit to the Hanoi People’s Court, asking to void the VIAC ruling. “While the Hanoi court has yet to open a hearing for the case,



the detention of Vinalines Sky is against the law and SK E&C has to be held responsible for all financial damages of Vinalines from this detention,” Vinalines said. Son, the Vinalines official, said the batch of 544 steel piles supplied by SK E&C does not meet the quality standard to be checked and taken over. The piles do not meet standard and lack the manufacturing records, he said.

In an assessment report, SK E&C also admitted that some of the piles were rusted during transport, and were later fixed by paint coating. But this solution was rejected by Vinalines. The Van Phong transshipment port project broke ground late 2009 but was suspended in August 2010 due to a series of issues, including the pipe payment dispute between Vinalines and SK E&C. Source: Tuoitrenews

The MARIETJE ANDREA moored in Rotterdam-Calandcanal – Photo : Arie Boer ©

Why Demand for DryShips, Navios Maritime Partners, and Diana Shipping May Be Much Greater Than You Think

Global iron ore demand continues to escalate, and is pulling production and shipments along in its wake. DryShips couldn't be more excited. Navios Maritime Partners is so confident that it is getting ready to raise its dividend. Even the cautious and conservative Diana Shipping is singing high praises. There is something, however, that the street seems to be missing that could cause shipping demand to skyrocket still even higher than you think.

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Iron ore demand in China Hedge fund manager and shipping expert Jay Goodgal thinks they're all nuts and are ignoring a credit bubble in China that could kill the party. He reasons that most of the demand has been artificial, stoked by easy credit and easy money similar to the bubble in the United States before 2008. It can't last forever, it will burst, and demand and shipping rates will come crashing down.

The number one driver of global dry bulk rates has been iron ore shipments to China, which accounts for 70% of the current worldwide market. Believe it or not, though, most of China's consumed iron ore has actually come from domestic sources and not from imports.

According to an interview with DryShips CEO George Economou, imports of iron ore accounted for roughly one-third of the consumption of iron ore in the country. This means that the demand for specifically imported iron ore is more important than just demand for iron ore in general. DryShips points out that domestic production is more pollutive, more expensive, and even some of it is financed by the very credit that Goodgal is worried about losing.

Rising import demand A situation could arise in which overall demand and consumption of iron ore in China will decline, yet the import demand and volumes of shipments actually would rise. As weakness in global iron ore demand causes prices to fall, expensive domestically produced iron ore in China would become unable to compete with the cheaper, better quality imported ore because the cost of mining can be prohibitively too high.

Is it starting to happen already? According to a report by Nikos Roussanoglou of the website Hellenic Shipping News Worldwide, we may already be starting to see this shift. Last year domestic production was up 14.5%, whereas so far this year it's only up 4.5%. Meanwhile, imports are up a staggering 21%. Dryships, Navios Maritime Partners, and Diana Shipping must love it.

Contributing to this shift is a 23% drop in year-over-year spot prices for iron ore. The actual iron content in imported ore tends to be two to three times greater than domestically mined ore, adding further to its competitive advantage as prices decline. According to Roussanoglou, iron prices have been under pressure this year, which has priced several small mining firms completely out of the market. Iron ore prices are expected to continue to fall.

Foolish final thoughts Watch not only the macroeconomic picture out of China, but specifically the import environment and iron ore prices. One thing everybody seems to agree on is that China will indeed dictate where the dry shipping market is heading for the foreseeable future. Fools invested in DryShips, Navios Maritime Partners, and Diana Shipping should absorb everything they can about iron ore and China to stay ahead of the game. Source: Motley Fool

The OCEAN SAPPHIRE in Rio Grande – Photo : Marcelo Vieira ©

Why 5- and 10-year VLCC prices suggest higher oil shipping rates

While newbuild prices rose by just 1% for both VLCCs and Suezmax ships in March, prices of secondhand vessels rose at a faster pace. Five-year-old VLCC prices rose from $73 million to $75 million—a 2.74% increase—while ten-year-old



VLCC prices stood unchanged at $48 million. While the latter might seem negative, investors should consider that similar ships rose 14.29% in price in February—so a break is to be expected.

The difference compared to newbuilds

Unlike they do for newbuilds, buyers and sellers don’t have to wait for about two years to have secondhand ships delivered. So price movements in secondhand vessels tend to reflect industry participants’ expectations for medium-term fundamentals. This also means secondhand vessel prices tend to be more responsive to changes in current rates.

Since buyers and sellers are more medium-term thinkers, they’re more responsive to industry turnarounds compared to newbuilds. Although this only takes about one or two months, share prices can move fast within a small period. Given current levels of five-year and ten-year prices, buyers and sellers are expecting Baltic Dirty Tanker Index to average around 760 to 787—similar to the number we got using current newbuild prices.

Vessel price appreciation

Investors should consider that analysts use secondhand vessel prices to value dry bulk shipping companies in the stock market. The higher the value of these assets, the higher the value of a company’s assets. Changes to the value of a firm’s assets would also have a magnified impact on shareholders’ equity (the value of ownership in the company) after subtracting debt.

As long as these prices continue to rise, tanker stocks such as Teekay Tankers Ltd. (TNK), Tsakos Energy Navigation Ltd. (TNP), Nordic American Tanker Ltd. (NAT), and Frontline Ltd. (FRO) should continue to benefit from higher rates and valuations—unless already priced in. If vessel values eventually come down because of over-optimistic expectations for rates, these stocks and the Guggenheim Shipping ETF (SEA) could be negatively affected. Source: Market Realist

Cycle the Ride London-Surrey 100 for Sailors' Society

Sunday 10th August 2014

Celebrating the legacy for cycling created by the London 2012 Olympic and Paralympic Games, Prudential Ride London-Surrey 100 starts in Queen Elizabeth Olympic Park and then follows a 100-mile route on closed roads through the capital and into Surrey’s stunning countryside.

With leg-testing climbs and a route made famous by the world’s best cyclists at the London 2012 Olympics, it's a truly spectacular event for all involved. Your cycle will finish on The Mall in central London as you are welcomed by thousand of spectators and the Sailors’ Society team!

Sponsorship: £800

As part of this we will provide you with a guaranteed space, dedicated fundraising support and a personalised cycling vest to wear at the event! Sign up deadline: 5th May 2014

For more information on joining our Ride London team please contact Sofie Bennett at [email protected] or call +44(0)23 80 515 957

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The LORELAY arrived in Cape Town – Photo : Ian Shiffman ©

Icebreakers escorted 650 cargo ships in the Gulf of Finland

From the beginning of the 2013-2014 winter shipping season, Rosmorport's icebreakers fleet provided ice-breaking assistance in the Gulf of Finland to 650 merchant vessels as of April 7, 2014, Rosmorrechflot reported.

There are 14 icebreakers currently deployed in the Gulf. As of now, no cargo ship has applied for ice-breaking assistance.

The Captain Zarubin is now escorting merchant ships to the ports of Vyborg and Vysotsk. Icebreakers "Mudyug", "Thor", "Kapitan Nikolayev", "Karu", "Yermak", "Kapitan Sorokin" "Ivan Krusenstern", "Yuri Lisyansky", "Kapitan Plakhin", "Semen Dezhnev", "St. Petersburg", "Moskva" and "Kapitan Izmailov" are standing idle for now. Earlier, authorities at the ports of Big Port St. Petersburg, Ust-Luga, Primorsk, Vyborg and Vysotsk had lifted all restrictions on ice class of ships. Source : PortNews

The THORCO COPENHAGEN approaching the Ijmuiden locks enroute Amsterdam – Photo : Marcel Coster ©



Alfa Laval acquires Frank Mohn AS, a leader in marine and offshore pumping systems,

and strengthens its fluid handling portfolio Alfa Laval -- a world leader in heat transfer, centrifugal separation and fluid handling -- has signed an agreement to acquire Frank Mohn AS, a leading manufacturer of submerged pumping systems to the marine and offshore markets. The acquisition, which strengthens Alfa Laval's fluid handling portfolio by adding a unique pumping technology, will further reinforce Alfa Laval's position as a leading supplier to the marine and offshore oil & gas markets.

Alfa Laval has agreed to acquire Frank Mohn AS ("Frank Mohn"), with the product brand Framo, for a total cash consideration of NOK 13 billion, on a cash and debt free basis, from Wimoh AS, a company controlled by the Mohn family. Frank Mohn, headquartered in Bergen, Norway and with approximately 1,200 employees, generated sales of NOK 3.4 billion and had an order intake of NOK 6.1 billion in 2013. The operating margin is significantly above the Alfa Laval average. The acquisition is expected to be EPS accretive as from closing of the transaction.

"Frank Mohn is an excellent company that we have been following closely for several years. It has highly skilled employees, high quality products and a market-leading position within segments offering attractive long-term growth prospects", says Lars Renström, President and CEO of the Alfa Laval Group. "The combination of Frank Mohn and Alfa Laval will provide a very attractive offering of products, systems and services and it will strengthen our leading position as a provider of critical systems for ships and offshore oil & gas production units, with unmatched service capabilities."

Alfa Laval continuously looks for growth opportunities and considers the long-term growth prospects for marine and offshore oil & gas markets to be very attractive. Frank Mohn is a leading supplier to these markets by providing submerged pumping systems, under the product brand Framo.

With the acquisition of Frank Mohn, Alfa Laval also strengthens its fluid handling portfolio by adding industrial pumping systems to the existing range of equipment, which is today mainly dedicated to sanitary applications with high demands on hygiene.

Frank Mohn's main product in the marine segment is its unique submerged cargo pumping system, which plays a vital part in maximizing the utilization of product and chemical tankers. The system enables safe and flexible cargo handling performance for quicker turnaround time and fewer voyages in ballast.

In the oil & gas segment, Frank Mohn offers packaged pumping systems for offshore installations including seawater lift, water injection and fire water pumping systems contributing to safe and efficient operations.

The service organization of Frank Mohn provides technical support during the installation phase of a project, as well as professional service throughout the lifetime of the installed systems. The service activities represented slightly more than 20 percent of the total sales 2013.

"Consolidation and globalization takes place in all industries. We have shown competitiveness through innovation, quality and a long-term view on customer relations. Alfa Laval's commitment and focus on quality products to an international market is a h eritage we share", says Trond Mohn, Chairman of Frank Mohn AS. "Our customers and employees have recognized Alfa Laval as a reliable supplier of heat exchangers and separators for generations."

Trond Mohn continues: "Alfa Laval is the only company we could see as a responsible and long-term owner of Frank Mohn AS and I am very happy that we have reached an agreement. Through Alfa Laval's industrial platform and global reach we are confident that Framo will continue to serve demanding customers and foster its position as a global leader."

The acquisition of Frank Mohn will be funded by existing credit facilities and a fully committed bridge facility. Alfa Laval's net debt/EBITDA ratio on a pro forma basis (following completion of the acquisition) would be around 2.5x. The transaction is expected to be EPS accretive as from the closing and synergies are expected to reach about NOK 120 million annually, gradually realized over a three year period.

After closing, Alfa Laval intends to include Frank Mohn and the product brand Framo in the Marine & Diesel division, headed by Peter Leifland, Executive Vice President, Alfa Laval Group. The company will be kept together and form a new segment in the Marine & Diesel division, under the same management as today. The activities in the Bergen area in Norway; the new office and sales & service facility at Askøy -- as well as production facilities at Fusa, Flatøy and Frekhaug -- will become Alfa Laval's operational centre for marine and offshore pumping systems. Together with Alfa Laval's other marine operational centres in Aalborg, Denmark, and Tumba, Sweden, it will create an even stronger



supplier to the marine and offshore industries. The closing of the transaction is subject to approval from regulatory authorities.

Alfa Laval's acquisition strategy is b ased on the business concept of constantly optimizing the performance of our customers' processes. This means that Alfa Laval seeks to undertake acquisitions and form alliances that strengthen the existing key technologies by adding new solutions as well as complementary products and channels. Over the last five years, Alfa Laval has acquired some 20 companies with total sales, the year prior to the acquisitions, of about SEK 7.5 billion. Did you know that... IEA expects demand for oil to increase 27 percent between 2012 and 2035, to 101 million barrels a day and that fully two-thirds of that growth will come from Asia, with China in the lead?

Frank Mohn, which is based in Bergen, Norway, is a leading manufacturer of submerged pumping systems. From its beginning in 1938, Frank Mohn has grown into a worldwide organization with subsidiaries on three continents.

The operating segments include marine pumping, offshore pumping, oil recovery systems, and parts & service. Frank Mohn's customers are mainly found in the shipping and offshore industry. Framo's hydraulically driven submerged cargo pumps handles various types of liquid cargo with an efficiency that saves time for its customers.

In 2013, Frank Mohn employed about 1,200 and posted annual sales of NOK 3.4 billion and an order intake of NOK 6.1 billion. www.framo.com Alfa Laval is a leading global provider of specialized products and engineering solutions based on its key technologies of heat transfer, separation and fluid handling.

The company's equipment, systems and services are dedicated to assisting customers in optimizing the performance of their processes. The solutions help them to heat, cool, separate and transport products in industries that produce food and beverages, chemicals and petrochemicals, pharmaceuticals, starch, sugar and ethanol.

Alfa Laval's products are also used in power plants, aboard ships, in the mechanical engineering industry, in the mining industry and for wastewater treatment, as well as for comfort climate and refrigeration applications.

Alfa Laval's worldwide organization works closely with customers in nearly 100 countries to help them stay ahead in the global arena. Alfa Laval is list ed on Nasdaq OMX, and, in 2013, posted annual sales of about SEK 29.9 billion (approx. EUR 3.45 billion). The company has today about 16,300 employees. www.alfalaval.com

SEB has acted as financial advisor and provided the bridge funding to Alfa Laval. Furthermore, BA-HR has acted a legal advisor, Golder as environmental advisor and PWC as accounting and tax advisor. Saga Corporate Finance has acted as financial advisor, Advokatfirmaet Schjødt as legal advisor and EY as accounting advisor to Frank Mohn.

Offshore services firm POSH attracts Hwang, Fortress as IPO investors

PACC Offshore Services Holdings (POSH), part of the empire of Malaysia's richest man Robert Kuok, has roped in Hwang Investment Management Berhad and Fortress Capital Asset Management as cornerstone investors for its Singapore listing, which sources close to the matter said could raise about $400 million.

The two cornerstone investors would take up 85.6 million shares, according to the company's preliminary prospectus.

POSH operates a fleet serving offshore oilfields in Asia, Africa and Latin America.

Singapore is home to the world's two biggest rig builders, Keppel Corp Ltd and Sembcorp Marine Ltd, as well as smaller oil services companies such as Ezion Holdings Ltd. The sources declined to be identified because the

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information has not been made public. Bank of America Merrill Lynch, DBS Group Holdings Ltd and Oversea-Chinese Banking Corp Ltd are joint issue managers, bookrunners and underwriters. Source : Reuters (Reporting by Saeed Azhar; Editing by Mark Potter)

VEERBOOTOORLOG OP DE WADDENZEE IS VOORBIJ

Door Dick Overduin

Zaterdagavond 5 april jl. lagen de veerboten ‘Tiger’ (Doeksen) en ‘Spathoek’ (EVT) broederlijk naast elkaar in de haven van Harlingen. Op donderdag 3 april ondertekenden de Terschellinger Stoomboot Maatschappij (TSM, werknaam Rederij Doeksen), de Eigen Veerdienst Terschelling (EVT) en staatssecretaris Wilma Mansveld van Infrastructuur en schikkingsarangement. Daarmee was een eind gekomen aan acht jaar concurrentiestrijd op de veerverbinding tussen Harlingen en Terschelling en de juridische procedures die er mee gepaard gingen.

EVT en TSM waren samen overeengekomen dat EVT zou stoppen met de veerdienst en dat TSM bepaalde bedrijfsmiddelen, waaronder de veerboot ‘Spathoek’, overneemt en TSM als enige rederij de dienst naar Terschelling en Vlieland gaat onderhouden. Naast deze overeenkomst tussen de rederijen (waar de Staat buitenstaat) hebben de betrokken partijen, waaronder de Staat, TSM, EVT en de gemeente Terschelling, een schikking getroffen. Deze schikking houdt in dat EVT alle juridische procedures over de Waddenveren intrekt en geen nieuwe juridische procedures zal starten of schadeclaims indienen. In ruil voor deze afspraken ontvangt EVT van de Staat een vergoeding van 9 miljoen euro. Daarnaast houdt de schikking in dat TSM een Raad van Advies instelt,

waarin eilanders en belanghebbenden bij de eilanden worden benoemd, zodat het belang van de eilanders wordt versterkt. Deze Raad van Advies krijgt als onderdeel een reeds bestaand consumentenplatform dat inspraak heeft bij het jaarlijks door TSM op te stellen vervoerplan en een adviserende stem heeft bij verbetering van het vervoersaanbod van TSM. Voor zover bekend zijn er geen afspraken gemaakt dat TSM haar jaarcijfers voortaan openbaar maakt. In 2006 maakte toenmalig minister Peijs bekend dat de contracten voor de verdiensten naar de Waddeneilanden door concessies zouden worden vervangen. In 2008 werd door de Staat onderhands een concessie voor 15 jaar aan TSM gegund. Als gevolg van allerlei juridische procedures is die nog steeds niet van kracht en nu die door EVT zijn ingetrokken, zou de concessie snel in werking kunnen treden. De concessie is gebaseerd op de PSO-verordening ter toepassing op binnenwateren. Volgens het voorlopige antwoord van de Advocaat Generaal van het Europese Hof zou de concessie moeten voldoen aan de regels voor kustvaart op zee. Dit betekent dat de huidige concessieverlening niet overeenkomt met de geldende Europese regelgeving. Zolang er geen officiele uitspraak van het Europese hof hierover



is, kan de concessie niet zomaar van toepassing worden verklaard. Wanneer de Waddenzee als water voor de kustvaart op zee zou worden aangemerkt, dan moet volgens de Europese regelgeving een concessie openbaar worden aanbesteed. Bovendien krijgen de schepen dan de status van zeeschip, waardoor kapitein, stuurlieden en werktuigkundigen moeten voldoen aan de vaarbevoegdheid voor zeeschepen tot 3000 GT en/of 3000 kW, in tegenstelling tot andere veerboten op de Waddenzee, die voldoende hebben aan het Groot Vaarbewijs aangevuld met een cursus Zoute Veren. Voorlopig blijft de dienstregeling van de 'Spathoek' met personeel onder de Doeksenvlag tot 30 september a.s. zonder wijzigingen van kracht. Daarna komt er voor het vaste personeel van EVT waarschijnlijk een sociaal plan. Der veerbootoorlog is voorbij. Op Terschelling is de rust met betrekking tot de discussie over de veerdienst weergekeerd. Voor- en tegenstanders groeten elkaar weer en op verjaardagen e.d. gaat de discussie nu over iets anders. Hopenlijk is nu een goede en betaalbare verbinding met de vaste wal voor de eilanders gewaarborgd.

NAVY NEWS

The annual naval exercise Joint Warrior is taking place in the North Atlantic this week. A large fleet of NATO

warships assembled on the Clyde last weekend before heading off.The RFA Lyme Bay and the USS Ross are just two of the ships taking part. Photo : Tommy Bryceland. Scotland ©

U.S. House approves sale of warships to Taiwan

The U.S. House of Representatives on Monday passed by unanimous consent legislation reaffirming the importance of the Taiwan Relations Act and authorizing the sale of four Oliver Hazard Perry class guided missile frigates to Taiwan.

The Taiwan Relations Act Affirmation and Naval Vessel Transfer Act of 2014 will now be forwarded to the Senate for further actions. The bill authorizes the sale of four frigates -- the USS Taylor (FFG-50), USS Gary (FFG-51), USS Carr (FFG-52) and USS Elrod (FFG-55) -- to Taiwan based on the Taiwan Relations Act, which guides U.S. arms sale policy to Taiwan and the unofficial ties between the two sides. It states that the law has been "instrumental in maintaining peace, security and stability in the Western Pacific since its enactment in 1979."

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The legislation reaffirms Congress' "unwavering commitment to the Taiwan Relations Act as the cornerstone of relations between the United States and Taiwan." It also supports "the United States commitment to Taiwan's security in accord with the Taiwan Relations Act, including Taiwan's procurement of sophisticated weapons of a defensive character, such as F-16 C/Ds aircraft and diesel electric submarines."

Foreign Affairs Committee Chairman Ed Royce, who introduced the legislation, said the bill, which was passed three days before the Taiwan Relations Act celebrates its 35th anniversary, is meant to show the House's strong support for Taiwan. He noted that America's support for Taiwan over the past 35 years has allowed the island nation to realize its full potential, as evidenced by Taiwan's "monumental transformation from grinding poverty and dictatorship to a vibrant, multiparty democracy."

"It is now more important than ever that we reaffirm our strong commitment to Taiwan and the Taiwan Relations Act," he said. He also praised Taiwan as "a beacon of hope and democracy in a part of the world that still yearns for the basic freedoms that Americans and Taiwanese enjoy on a daily basis." The legislation would also authorize the transfer of two Oliver Hazard Perry Class frigates each to Thailand and Mexico. Source : FocusTaiwan

The 1800 ton Displacement Turkish Type 209/1400 submarine passing the Bosphorus – Photo : Adrian Brown ©

SHIPYARD NEWS

ULJANIK Shipyard launches fourth ferry for Jadrolinija

On 05th April 2014, Yard 506 constructed by ULJANIK Shipyard for the Croatian national shipping company Jadrolinija from Rijeka was launched into the sea from slipway number one, the company said in its press release.

This is the fourth and final vessel of a series of four identical Ro-Ro passenger vessels designed for two-way direct sailing for the transportation of 600 passengers in summer months or 320 passengers in the winter period in the closed lounge. The ferries will also be able to transport 145 standard vehicles or 16 trailers of 40 tonnes each. Apart from leading people from Uljanik and Jadrolinija, Mr Siniša Hajdaš Dončić, Minister of Maritime Affairs, also attended the launching while the first lady of the ceremony, Ms Slavica Afrić, an employee of the Marketing department of Jadrolinija, released the vessel into the sea with the traditional cutting of the rope.

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Mr. Eduard Milovan, director of ULANIK Shipyard, addressed all those present at the beginning of the ceremony, emphasizing the employment capacitates of the shipyard and businesses in the local environment, the business collaboration between Uljanik and Jadrolinija as well as the increase of business competitiveness. At the end Milovan thanked for their contribution the inspectors of Jadrolinija, the inspectors of the Croatian Register of Ships as well as Uljanik workers. The President of the Management Board of Jadrolinija, Mr. Alan Klanac, thanked all the participants in this project of construction of ferries for Jadrolinija. All the vessels from the series will be 99.8 m long, 17.5 m wide, draught 2.4 m, deadweight at maximum draught of 950 tonnes and will have a speed of 12.5 knots. Each vessel will be driven by four Volvo (Penta) main engines each having a power of 442 kW at 1800 rpm. Source : PortNews

A rare situation at the Flensburger Shipyard outfitting pier, where are moored 3 ships at the same time. From left to right: Amazon Warrior for Western Geco, Yard No. 760, Loch Seaforth for Caledonian MacBrayne, Yard No. 764 and the Rolldock Storm for Rolldock, Yard No. 759 Photo : Markus Brinkmann - Flensburger Schiffbau-Gesellschaft mbH & Co. KG

Astrakhan shipbuilder launches yet another jack-up rig

Astrakhan based shipyard, the Astrakhan Shipbuilding Production Association (ASPO, part of Caspian Energy Group) on April 6, held a launching of jackup drilling rig "Mercury", the Professional Union of Astrakhan shipbuilders and repairers said in its news release.

The jack-up rig's blocks were assembled at a Transport &

Installation Barge (TIB) "Margon" and then launched from the vessel. The operation was planned and carried out by Crane Marine Contractor, a service division of the Group. This is the second jack-up built at the Caspian Energy yards. The first jack-up rig "Neptune" was built in November 2013. The project is implemented by Caspian Energy Projects LLC. in conjunction with Lamprell Energy LTD. The rig "Mercury" will be deployed in the Caspian Sea. Main specifications: weight - 6200 tonnes, dimensions – 70x75 meters, depth 7.9 m, rig's legs height - 145 m, full load displacement – approx. 11,000 tonnes, drilling to a depth of more than 9 km. Source : PortNews

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ROUTE, PORTS & SERVICES

MOL Launching Mexico-NAFTA Car Carrier Service

Mitsui O.S.K. Lines, Ltd. announced that it started new car carrier services that transport vehicles produced in Mexico to ports in NAFTA region.

In recent years, many car manufacturers have been aggressive in building and enlarging plants in Mexico, and it is e stimated that automobile production will increase by more than 10% per year for the next several years. Around 3 million vehicles were produced in Mexico in 2013, about 80% of which were exported. As this trend shows signs of continuing, MOL launched the new services from both the East and West Coast of Mexico to the United States, the largest destination of Mexican made vehicles, to meet these increased customers’ needs. For the service from east coast of Mexico to the east coast of the

U.S., Nissan Motor Car Carrier Co., Ltd. and World Logistics Service (USA), Inc., both MOL Group company, have joined forces to provide weekly shuttle services with three car carrier vessels from Veracruz, Mexico, to ports in Jacksonville-FL, Brunswick-GA, Baltimore-MD, Newark-NJ, and Davisville-RI in the United States. The shipment was done by MV Cosmos Ace (46,346 GT; capacity: 4,100 units) which sailed from Veracruz in March 2014, followed by MV Harmony Ace (47,519 GT; capacity: 4,800 units) and MV World Spirit (37,949 GT; capacity: 3,200 units).

Furthermore, MOL will launch new car carrier service from the west coast of Mexico to the west coast of North America to offer transport from Lazaro Cardenas, Mexico, to San Diego-CA, Richmond- CA, Portland-OR, and Tacoma-WA in the United States, and New Westminster-BC in Canada which is planned to be a weekly service for some regions.

MOL assumes exports of automobiles from Mexico will continue to expand, and with our 50 years of experience in the car carrier operations, MOL offers continual improvements to the safety and reliability of the car carrier services to meet the rapidly growing demand for vehicle transport of the nation. Source: MOL

Oman: Ports sector set for stronger growth

On the back of higher volume of container throughput, the Sultanate’s ports sector is expected to see robust growth in 2014. “Aided by construction of a port at Duqm and new cargo terminals at Salalah and Sohar and the country’s strategic position, Oman continues to develop into a regional powerhouse for the shipping and transshipment of dry bulk goods,” according to Oman Shipping Report 2014, published by Business Monitor International. The report

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forecasts that container throughput at Salalah forecast is set to return to 3.2 per cent growth, following an estimated 2013 growth of 3.7 per cent. Growth to 2018 will average 6.1 per cent.

The total tonnage throughput at Sohar forecast to reach 66.36 million tonnes in 2014 — an expansion of 18.9 per cent — as operations are transferred from Port Sultan Qaboos. Growth will average 8.2 per cent over the medium term, while the total trade real forecast at 5.6 per cent, and to average 2.3 per cent per annum to 2018. “Port of Salalah is set to receive even more investment in an attempt to position the facility as an Eastern gateway to the Gulf Cooperation Council (GCC) and boost its transshipment appeal,” says the report. With a $143 million expansion of its general cargo terminal and building of a liquid jetty already being undertaken, and both due to be completed by mid-2014, there are now plans for a major new breakwater, more liquid jetties, container berths, a cruise terminal, and tank farm — to be built over the next seven years.

The volumes handled on Oman’s freight transport network are set to enjoy strong growth over the coming years. In 2014, the Sultanate’s total trade real forecast at 5.6 per cent, and to average 2.3 per cent per annum to 2018. “The sector will benefit not only from a rapidly growing economy, and consumer base, but also sizeable investment,” it says. To enable the growth further is the construction of a new port at Duqm and the announcement that all cargo operations are to be moved from Port Sultan Qaboos to Sohar by the end of August 2014, notes the report. Duqm will be a new area of interest as lots of industries are going to be developed there, including an oil refinery. With these infrastructure developments we will see Oman develop as a hub for transshipment in the future. On the macroeconomic side, the report says, “Growth in the Omani ports sector will be supported by an expanding GDP and rising private consumption”.Source: Oman Daily Observer

Holland America Line in 2014-2015 met vier schepen naar Zuid-Amerika

Vanaf komend najaar tot het voorjaar van 2015 positioneert Holland America Line maar liefst vier van haar schepen in Zuid-Amerika. Het ms Statendam, ms Maasdam, ms Prinsendam en ms Zaandam maken gezamenlijk twintig reizen rond het Zuid-Amerikaanse continent. De cruises variëren in lengte van veertien tot achtenzestig dagen, met vertrekken vanuit Fort Lauderdale, San Diego en Vancouver, aangevuld met afvaarten vanuit bestemmingen in Zuid-Amerika.

Richard Meadows, Executive Vice President of Sales, Marketing & Gast Programma’s bij Holland America Line: "Zuid-Amerika heeft een grote aantrekkingskracht op cruisegasten. Het is het meest diverse continent ter wereld, met extreme klimaten, uiteenlopende landschappen en fantastische mogelijkheden voor excursies. Naast unieke ervaringen zoals het bijwonen van carnaval, het zien van pinguïns in hun natuurlijke leefomgeving en varen rondom Kaap Hoorn, brengen de vaarroutes de gasten naar plaatsen die het best bezocht kunnen worden met een cruiseschip, zoals Antarctica en de Amazone rivier."

Voor de cruises in Zuid-Amerika is h et ms Zaandam (1.432 passagiers) het hele seizoen in Zuid-Amerika gestationeerd. Het ms Maasdam (1.258 passagiers) maakt een 49-daagse “Amazon and Carnaval Explorer” cruise, inclusief een bezoek aan Rio de Janeiro in Brazilië tijdens het jaarlijkse carnaval. Het ms Prinsendam (835 passagiers) maakt in november 2014 de 28-daagse “Amazon Explorer” cruise en het ms Statendam (1.260 passagiers) maakt in november 2014 en maart 2015 rondreis cruises vanuit San Diego. De langste reis van het seizoen

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is de 68-daagse “Grand South America and Antarctica Voyage”, waarbij het ms Prinsendam het hele continent omcirkelt.

Zaandam brengt het seizoen door in Zuid-Amerika Als start van het Zuid-Amerika cruiseseizoen, vertrekt het ms Zaandam op 5 oktober 2014 vanuit Vancouver voor een 22-daagse "Inca Discovery" cruise naar Valparaiso (Santiago) in Chili. Gasten kunnen ook in San Diego aan boord gaan, waardoor het een 18-daagse reis wordt. De cruise verkent zeven landen en bevat een overnachting in de haven van Callao (Lima) in Peru. Dit biedt gasten de mogelijkheid om een bezoek te brengen aan Machu Picchu. Op 27 oktober vertrekt het ms Zaandam vanuit Valparaiso voor een 14-daagse “Zuid-Amerika Passage" en vervolgt zijn route rondom Kaap Hoorn naar Buenos Aires in Argentinië. Het schip gaat door verschillende klimaatzones, van gletsjers tot tropische stranden, inclusief een tocht door de Chileense fjorden en de Straat van Magellan. Een overnachting in Buenos Aires biedt extra tijd om de lokale cultuur te verkennen. De “Inca Discovery" cruise en de "Zuid-Amerika Passage" kunnen worden gecombineerd tot een 36-daagse Collectors Voyage: de "Inca Discovery en Zuid-Amerika Passage". Van oktober 2014 tot maart 2015 vaart het ms Zaandam zeven keer de een 14-daagse route ‘Zuid-Amerika Passage’ tussen Valparaiso, Chili en Buenos Aires. De cruise biedt een overnachting in Buenos Aires, meerdere cruisedagen langs de fjorden en nationale parken van Chili en memorabele stops in onder andere de Falkland Eilanden (indien het weer het toelaat), Kaap Hoorn en Ushuaia, de meest zuidelijke stad ter wereld.

Het ms Statendam showt Mexico en het Panamakanaal Op 2 november 2014 begint het ms Statendam aan een 31-daagse ‘Inca Empires’ rondreis in de richting van Callao waarbij het Panamakanaal gedeeltelijk wordt doorkruist. Gasten hebben meer tijd in de haven met overnachtingen in Huatulco (Mexico), Fuerte Amador (Panama) en twee nachten in Callao, waardoor er tijd is een land excursie te maken naar Machu Picchu. Naast de 31-daagse reis, kan de cruise ook in segmenten worden geboekt. Er is een 16-daags segment van San Diego naar Callao beschikbaar en een 15-daags segment van Callao naar San Diego met vertrekt op 18 november. Bij beide segmenten is een excursie naar Machu Picchu mogelijk. Op 15 maart vertrekt de Statendam voor een 30-daagse ‘Inca Empires’ rondreis vanuit San Diego welke vergelijkbaar is als de route in november, echter zonder de gedeeltelijke oversteek van het Panamakanaal. Er zijn twee 15-daagse segmenten beschikbaar van San Diego naar Sallao en Callao naar San Diego.

De Amazone ontdekken en carnaval aan boord van het ms Maasdam Gasten die de natuurlijke schoonheid van de Amazone willen combineren met het spektakel van het carnaval in Rio, kunnen in januari 2015 aan boord gaan van het ms Maasdam voor een 49-daagse cruise. De rondreis "Amazone en Carnaval Explorer Voyage" vertrekt op 23 januari 2015 vanuit Fort Lauderdale. De cruise legt aan in vijfentwintig havens, waaronder de havens van Aruba, Bonaire en Curaçao en maar liefst veertien havens in Brazilië. Tijdens de reis zal het schip de evenaar drie keer passeren en tot diep in het hart van de Amazone doordringen. Een van de hoogtepunten op deze route is het carnaval in Rio, een feestelijke viering die vaak wordt bestempeld als het grootste feest ter wereld. Voor de viering van het carnaval blijft het schip van 15 tot 17 februari twee nachten in de haven van Rio liggen. Verlengde stops in de havens van Oranjestad op Aruba, Willemstad op Curaçao en Salvador de Bahia in Brazilië - evenals overnachtingen in Rio en Manaus in Brazilië - zorgen voor voldoende tijd aan wal om te kunnen genieten van alle historische en culturele attracties. Voor reizigers met minder tijd ter beschikking, zijn er kortere routes van de Maasdam's "Amazon en Carnaval Explorer Voyage" beschikbaar. Er is een 23-daagse route die op 23 januari vanuit Fort Lauderdale vertrekt naar Rio de Janeiro. Op 15 februari vertrekt een 26-daagse cruise vanuit Rio de Janeiro naar Fort Lauderdale, inclusief cruisen op de Amazone en twee nachten in de haven van Rio de Janeiro tijdens carnaval.

Grand Voyage cruise en diep het Amazone gebied in met het ms Prinsendam Op 20 november vertrekt het ms Prinsendam zuidwaarts voor een 28-daagse ‘Amazon Explorer’ cruise vanuit Fort Lauderdale. Gedurende deze cruise zal het schip de evenaar tweemaal kruisen en door het Caribisch gebied varen, inclusief bezoeken aan onder andere Guadeloupe, St. Lucia, Aruba, Tobago en Barbados. Met negen dagen cruisen op de langste rivier ter wereld is de Amazone is de parel van de route, met onderweg zes havenstops en een overnachting in Manaus. Gasten die graag het hele continent inclusief de oversteek naar Antarctica willen maken, kunnen 3 januari 2015 aan boord gaan van de Prinsendam voor de ‘Grand South America and Antarctica Voyage’. De 68-daagse reis vanuit Fort Lauderdale voert gasten door het Panamakanaal en langs de westkust naar Ecuador, Peru en Chili waarna het schip drie dagen in de wateren van Antarctica doorbrengt. De Prinsendam vervolgt zijn weg via Kaap Hoorn, richting de Falklandeilanden, Argentinië, Uruguay en Brazilië waarna de route eindigt in het Caribisch gebied. Reizigers met minder tijd ter beschikking kunnen de 37-daagse cruise van Fort Lauderdale naar Buenos Aires maken of de 31-daagse cruise terug van Buenos Aires naar Fort Lauderdale.



OLDIE – FROM THE SHOEBOX

ss. FREJA passing Velsen along the Noordzeekanaal around 1905 - Photo : Coll. Kees van Huistede

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

…. PHOTO OF THE DAY …..

Bore's SEAGARD, while positioning in the Tilbury Lock. Photo : Capt. Julian Jager, Master m.v. Norstream ©

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