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Number 051 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Saturday 20-01-2016

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

The EENDRACHT seen moored in Willemstad-Curacao – Photo : Kees Bustraan ©

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EVENTS, INCIDENTS & OPERATIONS

The NORGAS PETALUMA seen moored in Willemstad-Curacao – Photo : Kees Bustraan ©

Unique Group expands life support division to Europe

Leading subsea, offshore and life support service provider Unique Group plans to offer its hyperbaric oxygen treatment chambers and life support equipment expertise to medical centres, hospitals and refineries across Europe. Unique Group is a global leader in the diving and life support industry, regularly supplying the industry with hyperbaric chambers, servicing and support across Europe, the Middle East and South East Asia. The company now intends to manufacture and support medical hyperbaric treatment facilities across Europe from its base in Rotterdam and has started to assemble a world class team of engineers to be able to produce these chambers, providing bespoke facilities for medical centres and hospitals that are investing in hyperbaric treatment. The company further intends to provide innovative long term payment structures to allow for this technology to grow in Europe. Hyperbaric chambers, traditionally used to treat divers at risk of, or suffering from, decompression sickness, are increasingly used in mainstream medical treatment. Hyperbaric oxygen therapy can be used to treat a range of conditions, such as carbon monoxide poisoning, crushing injuries, non-healing wounds and more. Harry Gandhi, founder and CEO of Unique Group, said: “We’re the largest supplier of diving life support equipment in the world, with a global reach through our

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offices spanning nine countries. “Decades of developing and working with hyperbaric chambers and their component parts mean we are experts in this field; it makes sense to expand into the healthcare sector, where the use of intense oxygen therapy is growing. “As well as developing bespoke, patient-friendly chambers, we can advise medical professionals on the best equipment for existing facilities and provide 24/7 technical support across Europe from our base in Rotterdam. “A hyperbaric treatment facility is a significant investment for a healthcare organisation: Unique Group has the knowledge, expertise and flexibility to provide the very best quality and support.” Unique Group has global life support expertise. In 2015, it acquired Oceanwide SAS based in Rotterdam. For more information on Unique Group’s medical hyperbaric treatment facility offering, contact diving@uniquegroup.com

Alphatron Marine’s river radar success in Venice

lagoon Alphatron Marine is pleased to announce to have signed, together with our Italiandistributor SIRM, an agreement with theA zienda del Consorzio Trasporti Veneziano (ACTV) authority for the delivery of 40 river radars for the public transport lines in Venice, Italy. With Venice renowned for their many canals and thereby low bridges, the river radar model JMA-610 was required to undergo special modifications. The scanner unit, positioned on top of the wheelhouse should, once the captain puts the radar into standby mode, stop rotating precisely at a fixed position. This way the scanner unit can be lowered at this specific position in the hole cut and allows for safe passage under the bridges. At the end of 2015 we successfully installed this first, 100% working river radar concept onboard of the waterbuses with the owner trulysatisfied. This concept has been developed in-house with custom built mechanical foundation with appropriate electronics and software. Our trusted partner in Italy will take care of the installation process and will also be able to quickly support the entire fleet fitted with our river radar. The 40 river radars will bedelivered within a period of two years, of which the first one will be installed in April this year. The river radar plays an integral role in the inland AlphaBridge. The JMA-610 is ancost-effective, user friendly, high qualityriver radar developed together with JRC. Available as a black box solution featuring a multi speed scanner, the superior radar picture, integrated AIS functionalities and a unique Photoshot recordingfunction, this navigation center is considered the best of its kind. Alphatron Marine is a world renowned supplier

of integrated bridge solutions, represents major industry brandsand is manufacturer of unique complementary products to the JRC portfolio. Together with JRC and support of the Centers of Excellence in Tokyo, Rotterdam, Singapore and Houston, the combined synergies bring quality and innovation to owners, operators and shipyards.

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Swire’s KOKOPO CHIEF seen arriving in Hobart – Tasmania Photo : Glenn Towler ©

Why Naval Academy students are learning to sail by the stars for the first time in a decade

By : Andrea Peterson Peter Hogan was surprised at how heavy the sextant felt in his hand when he squinted through its eyeglass this week, the first time he had ever held one. For centuries, sailors used sextants to plot their location on the trackless sea, lining up stars in the sky to find their own place on EarthHogan is a sailor, too — a midshipman at the U.S. Naval Academy in Annapolis, surrounded by some of the most advanced geolocation technology ever devised. But even though GPS can pinpoint Hogan and his shipmates on the most remote oceans on the planet, the Navy is once again teaching them the ancient art of celestial navigation The U.S. Naval Academy brought celestial navigation, a means to find your way at sea without technological support, back to their curriculum after a decade-long hiatus. F That’s because

batteries run out, systems get hacked, and even advanced technology can be balky. In a pinch — or in a war — sailors need something to fall back on. And stars and sextants have been working pretty well for hundreds of years. So the Naval Academy started teaching its sailors how to navigate ships by looking to the heavens again this academic year. The training was dropped altogether in 2006.“I thought that we had computers and all that for navigation,” Hogan, 20, a Charleston, S.C., native said this week during a class on the subject. But amid concerns about cyberattacks and new weapons that can shut off the electricity of a ship or a plane, the Naval Academy made celestial navigation a requirement for third-year students.“Redundancy is the best policy,” said Lt. Alex Reardon, who taught three sections of the class. Especially because, when it comes to a Navy ship on the open seas, “we’re typically alone in what we do.” That could be a major problem in the event of a cyberattack, said Salvatore Mercogliano, an assistant professor focused on naval history at Campbell University and a former merchant mariner.“The big concern the Navy has is that some sort of event takes out the GPS system — that somehow a nefarious group or nation is able to disrupt it — and all of the sudden you have no means to cross the Atlantic or the Pacific because the system that you’ve come to rely on doesn’t work anymore,” Mercogliano said. The fear of cyberattacks did not factor into the decision to resume celestial navigation training at the Naval Academy, said Lt. Commander Kate Meadows, a naval public affairs officer. But Reardon cited such risks as one of the reasons why students need the class.Those students clearly had those threats in mind: When Reardon opened his class by asking them why they thought the Naval Academy brought celestial navigation training back, one said cyberattacks and another EMPs — electromagnetic pulses that could be weaponized to knock out power. “Especially if you’re in a wartime scenario, maybe the GPS or the satellites are shot down — radar isn’t working or jammed — and you’re forced to go dark, so you can’t use your electronics,” then celestial navigation might become invaluable to a ship needing to figure out its location, Hogan said. But it’s not just that sort of nightmare scenario that could cause a ship’s high-tech gear to stop working, Reardon said. During one of

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his recent tours out at sea, flooding in his vessel’s generators caused the whole ship to lose power — and while some systems had battery backups, they don’t last forever, he said.“It was a little bit scary not being very comfortable with celestial navigation and being in that situation,” Reardon said.Of course, power problems aren’t limited to the Navy, noted David Raymond, the deputy director of Virginia Tech’s IT Security Lab. He recalled when he was deployed in Iraq with the Army back in 2005, his base had regular power outages — sometimes just because people forgot to put fuel in the generators. So they always made sure to have paper maps tracking operations pinned to the walls in addition to the digital ones projected onto screens.“You just couldn’t always trust you were going to have power — and if you lose power, you lose all of your computers,” said Raymond, a former West Point instructor.A power loss on the open waters could be even more consequential because Navy ships are generally isolated at sea. A wrong turn could mean the difference between sailing in safe waters or those owned by Iran or North Korea. In fact, over-reliance on emerging navigation tech has resulted in Navy disasters in the past. In 2013, a naval minesweeper called the USS Guardian went aground on a World Heritage site coral reef near the Philippines thanks in part to a digital chart that misplaced the obstacle and its navigation team relying “exclusively on electronic fixes derived from GPS” to guide them while failing to heed lighthouses, according to a Navy report on the incident.Such problems, as well as the threat of losing access to high-tech tools altogether, are why basic celestial navigation training is important for sailors, said Mercogliano, the Campbell University professor. “We shouldn’t get too comfortable with our technology — there should always be an ability to double check,” he said.Indeed, for much of human history, seafarers long looked to the sky for guidance. Even Homer’s Odyssey referenced using the stars to stay on course, with the goddess Calypso telling Odysseus to keep “the Bear” — the constellation Ursa Major — on his left-hand side during part of his voyage in the fictional epic.In the 1700s, sailor started using a device known as a sextant to track their position using the heavens. Sextants use a series of mirrors and a sliding arm to help measure the angle between celestial bodies and the horizon. Those measurements, the precise time they were taken, nautical almanacs, and a series of complex calculations, allow sailors to triangulate their location even when far out at sea. Newer technologies have all but replaced the humble sextant. During World War II, the U.S. began using land-based radio beacons known as the LORAN system to help guide ships. And the space race helped further celestial navigation’s decline: The Navy sponsored the development of the first operational satellite navigation system, dubbed TRANSIT, which went into active service in 1964 — providing navigation assistance for naval submarines and surface vessels. But TRANSIT was retired in the mid-’90s after the Air Force completed the modern GPS system, which uses dozens of satellites circling the globe. GPS pinpoints a location by measuring how long it takes for messages from at least three of the satellites to arrive at a receiver — almost akin to an automatic version of the sextant measurements and calculations navigators once did by hand, but using satellites instead of the stars. And GPS can nail down an exact spot within meters, while even a skilled celestial navigator may be off by several miles, Reardon said. GPS remains one of the most critical tools on the high-tech bridges of Navy ships. And given the limited training in the Naval Academy course — three hours of lectures and classroom exercises — the midshipmen who go through Reardon’s class probably won’t be plotting courses via the stars right away.“These classes teach you the theory behind it very well,” said Hogan, but actually using a sextant out in the field would be another set of challenges. “I think you could go through a whole year of class just trying to learn that.”The Navy at large also stopped training its fleet on celestial navigation in 2006 but restored lessons for navigator and assistant navigator officers in 2011, said Meadows, the naval public affairs officer. It’s in the process of rebuilding a curriculum for some enlisted ranks, she said, as well as setting up pilot courses within some ROTC programs.And there may be at least one other fringe benefit for sailors: It may give them extra appreciation for the nighttime views when out at sea. “You just have stars from horizon to horizon — there’s really nothing like it,” Reardon said. Source: The Washington Post

North Sea decommissioning: changes afoot? Douglas Westwood's (DW) new publication, the North Sea Decommissioning Market Forecast 2016-2040, considers whether offshore decommissioning will continue to be carried out using heavy lift vessels. The publication provides a detailed analysis of the amount of infrastructure that needs to be removed in the North Sea over the next 25 years and the associated expenditure.DW has split the forecast into two different scenarios - one which assumes that decommissioning will continue to be carried out using heavy lift vessels; and another which assess the potential impact that single lift vessels (SLV), like Allseas' Pioneering Spirit, could have on the forecast.Overall, DW suggests that using single lift vessels could offer major cost savings of around USD12 billion, but only if it is accepted by the industry. Author of the report, Ben Wilby, commented: "The potential impact of utilising SLVs is huge, with costs savings that will equate to billions of pounds. This is because it will be possible to complete offshore work in one trip, as opposed to the time consuming reverse installation method that pushes costs up. This will all depend on how successful Allseas' Pioneering Spirit is."DW predicts that the UK will see the removal of 144 platforms between 2019 and 2026, with the UK retaining a high level of spend up until 2040 in both decommissioning scenarios."The low oil price environment and

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age of platforms in the UK are the main drivers of activity," said Wilby. "Operators pushed small fields long past their intended life when oil prices were high, which required life extension techniques that no longer make economic sense."Due to the lack of significant improvement (to pre-2014 levels) expected in the oil price over the next five years, operators will instead cease production and begin decommissioning preparations. This will start earliest in the UK, with Norwegian decommissioning activity peaking after 2030."DW research director and editor, Steve Robertson, added: "Denmark will also contribute to spend over the forecast, though it will differ from that of the UK and Norway owing to the much smaller volume of infrastructure to be decommissioned."The decommissioning of North Sea infrastructure presents a sizable opportunity for the specialist decommissioning firms that can work in the harsh environment offshore and can also handle the essential requirements from operators to complete decommissioning projects in a safe and cost effective manner." Source: heavyliftpfi

The ANL KURANGO (9399791) called Melbourne in March 2013 when on Hyundai charter under owners' name ANGELES. Taken on charter by ANL in 2014 and renamed ANL KURANGO deployed on the KIXservice (Southeast Asia-Brisbane-Sydney-NZ-Brisbane-SEA), but transferred late last year to the CMA CGM/Marfret PAD/ NASP service betweenAustralia/NZ, East Coast North America and Europe. ANL participates in the ANZ-ECNA-ANZ leg.Photo : Dale E.Crisp ©

Container shipping shake-up as CMA CGM, China Cosco, OOCL and Evergreen plan new alliance

By Mike Wackett Newly-merged Chinese ocean carriers Cosco and CSCL, together with Evergreen, OOCL and CMA CGM are set to form a new east-west mega-alliance. According to Alphaliner, the new grouping would challenge the market dominance of the Maersk and MSC 2M vessel-sharing agreement. The plans, apparently discussed at high-level meetings last month, would “radically alter the currently liner shipping landscape”. Of the four east-west alliances, only the 2M (Maersk and MSC) would remain unchanged. OOCL is a member of the G6; Evergreen and Cosco are part of the CKYHE; and CMA CGM and CSCL are members of the O3.The 2M alliance operates over 2.1m teu of capacity on across the three main east-west trades, followed closely by the CKYHE offering of just over 2m teu, the G6’s 1.8m teu and the O3’s 1.5m teu.CMA CGM has already stated its intention to pull APL out of the G6 alliance once it completes its acquisition from NOL in the second half of this year, and Alphaliner suggests that the financial distress of the two South Korean

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carriers, Hyundai and Hanjin Shipping in the CKYHE alliance, could be the catalyst for a new game of musical chairs in liner shipping alliances.It said: “The potential insolvency of two Korean carriers and any potential restructuring arising from an (enforced) merger could undermine the service networks of the CKYHE and G6.”The plan for the new grouping also appears to be a move by the stronger players to distance themselves from the rest and, at the same time, prevent the 2M partners from becoming totally dominant on some routes. The “CCEO” (CMA CGM, Cosco, Evergreen and OOCL) would potentially be larger in capacity terms than the 2M, and Alphaliner said the move could leave UASC (O3); Hapag-Lloyd, NYK and MOL (G6); and K Line andYang Ming (CKYHE) without the necessary partners to enable them to offer a full range of services.These carriers would then seem to have little option but to form a new alliance in order to compete. “Various partnership scenarios are being contemplated and, given the prevailing uncertainties, the carriers are keeping all options open at this stage, “said Alphaliner.However, with the ink barely dry on a previous round of alliance changes, ports and service providers are set to again face another period of uncertainty. And shippers face a similar set of unknowns regarding potential network changes and whether contracts with carriers would be honoured if capacity becomes tighter.Meanwhile, it is understood that relationships have become strained between some alliance partners over the past six months, as financial results have deteriorated on many trades and pressure from shareholders to improve results has intensified.One source told The Loadstar recently that the decision-making process in one particular alliance on the blanking of voyages last year had become “extremely heated”. Source : the Loadstar

The THSD VOLVOX ASIA seen anchored in the port of Damietta (Egypt) Photo: Maarten J. Vermeulen ©

2nd Mare Forum Singapore 2016 "Why Singapore, Why Now"

Singapore Asia and the World - looking Ahead

Tuesday 23 February, 2016

Hilton Hotel Singapore Singapore

It will be great again!... as the 2nd Mare Forum Singapore 2016 will take place at the Hilton Hotel in Singapore next Tuesday, February 23rd 2016, with a great number of local and international shipping and shipping related industries participating at this unique forum.

Be there!

If you are interested in global and Asian maritime, shipping and yachting business, and if you want to know what’s next in the Asian hemisphere, Singapore and the world we invite you to attend the 2nd Mare Forum Singapore 2016. You will find your answers there.

Customized Brokers to Clear Perishables Entering Port of Charleston, S.C.

Thanks to Pending Expansion of Cold Treatment Program

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Customized Brokers, Crowley Maritime Corp.’s Miami-based subsidiary specializing in Customs clearance of imported perishable apparel and refrigerated products, said it could begin clearing certain produce requiring cold-treatment from Peru, Uruguay and Argentina into the Port of Charleston, S.C. as early as this Spring. This development would indicate an expansion of the U.S. Department of Agriculture’s (USDA’s) Animal and Plant Health Inspection Services (APHIS) cold treatment pilot program that has previously been rolled out in South Florida and in Savannah, Ga. Cold treatment is a process whereby perishable fruits have their pulp brought to a certain temperature for a period of time as dictated by phytosanitary authorities in order to fulfill APHIS quarantine requirements for fruits and vegetables entering the U.S. The process eliminates harsh chemical fumigation but ensures that foreign insect and their larvae are eradicated from the cargo in order to protect the U.S. agricultural industry. For compliance, fruits and vegetables must be shipped in new or completely clean containers equipped with temperature sensors to monitor the near-freezing temperatures required for the cold treatment process. The treatment begins with pre-cooling dockside at the point of export or once the produce is aboard the vessel, then refrigerating the cargo at acceptable temperatures for the duration of transit and, finally, keeping it at near-freezing temperatures for around two weeks upon arrival portside in the U.S. Once formally implemented, Customized Brokers will be authorized to clear citrus, blueberries and grapes from Peru; blueberries and grapes from Uruguay; and blueberries, apples and pears from Argentina. As with previous implementations, containers that do not pass cold treatment will be prohibited from entering the port and will not be offloaded from vessels. Instead, failed containers will be allowed transit via sea to a Northeastern port for retreatment, or, they will be re-exported to the country of origin.“We’ve worked diligently with the Florida Perishable Trade Coalition to make the cold-treatment program a reality,” said Nelly Yunta, vice president, Customized Brokers. “Each time the program expands to include another port of entry or an additional commodity, it’s a huge win for consumers looking to have fresh produce on their tables throughout the year.”The Florida Perishable Trades Coalition is a non-profit association cofounded by Crowley, Customized Brokers, Seaboard Marine and Port Miami, that was developed to increase trade in perishable products through Florida’s air and seaports as an alternative to congested Northeast ports. Prior to the program’s start in 2013, these perishables were required to enter Northeastern ports for cold treatment and clearance, but then had to be transported to southern states, for distribution into stores. Those who benefit from allowing these perishables to enter southern ports include shippers, who will see lower transportation costs and a longer shelf life for their products; southern-based consumers, who will see lower grocery store prices on these items; and the southern economies, which will see a boost of business. Additionally, environmental benefits from reduced emissions related to the transportation of these perishables will be seen.Crowley and its subsidiary, Customized Brokers, can prepare and submit any and all customs documentation for imports of any kind coming into the U.S. The company’s strong knowledge of compliance and excellent relationships with regulatory trade authorities combine to allow for expedited client service at seaports, airports and border crossings. Together, the companies handle textiles/807 cargoes; drawback services; duty preference programs; foreign trade zones; in-bonds; Quota/Visa requirements; U.S. goods returned; warehouse reconciliation, and mail/informal entries, along with fresh fruit and produce clearance – including fumigation and transportation coordination. For more information, please visit www.crowley.com/customsbrokerage.

Boskalis TSHD FREEWAY working at Belview Port, Waterford, Ireland Photo: Ian Haan ©

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Update construction Walk-to-Work DP2 Support Vessel “Zwerver II”

The construction of the Walk-to-Work DP2 Support Vessel “ZWERVER II” is all on schedule. The vessel is scheduled to conduct trials during April 2016.The vessel is based on the existing DP1 Support Vessel “ZWERVER III”, which is very successful in the current market, but equipped with some

innovative solutions. These solutions have been developed and implemented in close cooperation between HvSDS and Scheepswerf Gebr. Kooiman, enabling the new “ZWERVER II” to serve the top of the market and be the first Walk-to-Work vessel in its Class.The vessel is equipped witha Passive Heave Compensated gangwayfor personnel transfer to windfarms / platforms. The gangway system is installed in such a way that all the free deck-space is kept available. Further on she has DP-2, 4-point mooring system, large Knuckle-boom crane of 510 Tm with an Active Heave Compensated winch, a Knuckle-boom crane of 370 Tm and 2 large anchor-handling/towing winches of 200 and 100 T pull. The bollard pull of the vessel will be approximately 65 T with a draft of only 2.7m, which is exceptional in this class.The “Zwerver II” will be employed mainly in the offshore- and renewables market with services like Offshore Renewable maintenance/Walk-to-Work, cable laying, cable burial, UXO-clearance, diving support, ROV-support, dredging support, anchor handling, PLGR-ops as well as many other activities. There is accommodation on board for 17 persons and will be MLC certified. This number can be increased up to 21 persons by involving available accommodation containers which are owned by HvSDS.Earlier, Kooiman together with HvSDS have developed and supplied the ZWERVER I (2007) and ZWERVER III (2011).The delivery of the “ZWERVER II” is scheduled for End of April 2016. Check for further specs/updates www.hvsds.nl and/or follow us on: www.linkedin.com/company/hvs-dredging-support-bv www.facebook.com/hvsds

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The 99 mtr long 1997 delivered STOLT JAEGER IMO 9114775 (ex Bow Bracaria), inbound for Rotterdam

Photo: Krijn Hamelink ©

Le gigantisme des navires face aux limites de la Des navires de plus en plus gros, transportant de plus en plus de marchandises, mais aussi de plus en plus de passagers. Et si un accident survenait? Sommes-nous prêts à y faire face? Pas sûr, disent des experts. Quelque 8.400 personnes, dont 6.300 passagers, pourront embarquer à compter de mai à bord du paquebot Harmony of the seas, actuellement en construction à Saint-Nazaire. Le navire, véritable ville flottante de la compagnie américaine Royal Caribbean, qui souhaite ainsi proposer au plus grand nombre des prix toujours plus compétitifs, sera alors le plus grand paquebot du

monde, avec 362 mètres de long.La compagnie CMA CGM a inauguré de son côté en octobre le Bougainville, plus gros porte-conteneurs battant pavillon français. Long de 398 mètres, soit quatre terrains de foot, le navire peut transporter jusqu'à 18.000 conteneurs EVP (équivalent vingt pieds, soit la taille standard).Trente-cinq autres bâtiments dans le monde peuvent transporter le même nombre de boîtes, tandis que huit ont une capacité un peu supérieure. Soixante-dix, pour la plupart de 20.000 EVP, seront livrés d'ici 2019, selon le cabinet Alphaliner.Les armateurs sont ainsi engagés dans une course au gigantisme destinée à réduire leurs coûts de fonctionnement. Cependant, bien que le

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secteur affiche des statistiques de sécurité supérieures à d'autres modes de transport, cette évolution pose question."Le transport maritime est incontestablement plus sûr et moins polluant qu'il ne l'a été, mais beaucoup reste à faire", a assuré Frederick Kenney, de l'Organisation maritime internationale (OMI), lors du colloque Safer Seas récemment organisé à Brest. L'expert a mentionné quelque 53 conventions et des dizaines de directives et circulaires régissant les questions de sécurité maritime au niveau international. Parmi celles-ci, la convention Solas de 1974 pour la sauvegarde de la vie humaine en mer, considérée comme la plus importante en matière de sécurité des navires de commerce. - "On ne saura pas gérer" - Avec des bateaux de cette taille, "tout est forcément plus problématique", juge dans un entretien à l'AFP Paul Tourret, directeur de l'Institut supérieur d'économie maritime (Isemar), évoquant la question de l'évacuation des passagers, de la traction du navire, du volume de marchandises susceptibles de tomber à la mer et de la présence de grandes quantités de fioul. Le jour où on aura "un porte-conteneurs de 20.000 boîtes qui entre en collision avec un navire de croisière avec 10.000 personnes à bord, ça va poser un très, très gros problème", a mis en garde lors du colloque Hubert Ardillon, à la tête de la Confédération européenne des associations de capitaines de navires (Cesma). "On ne saura pas gérer", a-t-il prévenu."Le gigantisme, on l'a bien intégré dans les plans Orsec maritimes désormais, mais la réalité peut nous rattraper", a reconnu Daniel Le Direach, administrateur général des Affaires maritimes et adjoint au préfet maritime de l'Atlantique.Actuellement, aucune limite de taille n'est imposée au niveau international, en dehors de limites pragmatiques comme celles liées à l'accessibilité des ports. "Tant qu'il n'y a pas d'accident et que les assureurs n'auront pas mis le holà, ça va continuer à avancer comme cela", juge Paul Tourret.Le Forum international des transports (FIT), une organisation intergouvernementale liée à l'OCDE, rappelle cependant dans un récent rapport qu'il existe des précédents dans le secteur maritime où la taille des navires s'est stabilisée et a même diminué. Les dimensions des pétroliers ont ainsi été revues à la baisse à la suite des chocs pétroliers de 1973 et 1979, mais aussi des marées noires des années 1980 et 1990. "Si on tient compte des réflexes réglementaires typiques qui font suite à une catastrophe maritime, un éventuel accident impliquant un porte-conteneurs géant pourrait changer la dynamique de la situation actuelle", estime le FIT.La première version de la convention Solas a été adoptée en 1914, en réponse au naufrage du Titanic. Source: lavoixdunord

Extreme weather conditions require efficient drying of work clothes

Yamal is a LNG project in Russia. The project is located in a region which is ice-based for seven to nine months a year. In the winter the temperature can be -40°C and these extreme conditions are a daily challenge for the employees. One of the international partners of this project is the renowned company MAMMOET and in December 2015 MAMMOET invited Pronomar to join forces. The

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goal is to draw-up a suitable drying room solution for 20 people’s work wear and a plug-and-play drying container for 140 people’s boots or gloves. Actually, in arctic conditions the importance lies in efficient and fast solutions to face the extreme cold, and it is crucial to keep the workwear perfectly dry and functional.

Hearing into El Faro sinking hears that captain had responsibility for key decisions

US Coast Guard (USCG) hearings into the EL FARO sinking began on Tuesday in Jacksonville, Florida, with an

executive of the vessel’s owner company saying that the ship’s captain had final say in matters of safety, when to sail and what route to take.The captain, Michael Davidson, was one of the 33 crew members all lost on October 1, 2015, when the cargo ship went down off the Bahamas in Hurricane Joaquin.A month later the wreck was found broken into two parts at the bottom of the sea. Tuesday’s hearing to find out who bears responsibility for the ship being caught in the middle of the hurricane, heard from Philip Morrell, vice president

for commercial marine operations at Tote Services, the El Faro’s owner. Morrell said: “That’s all managed by the captain. He has total responsibility for that work,” regarding those matters of whether and when to sail and by what route.The 790-foot, US-flagged El Faro was en route from Jacksonville to San Juan, Puerto Rico with a cargo of cars when its power failed, leaving it at the mercy of the storm.This hearing is scheduled to last 10 days with another hearing on aspects such as cargo loading, weather conditions and navigation to be held at date to be determined.Several families of lost crew members have filed lawsuits against Tote on the grounds the vessel was not seaworthy. Around a dozen family members were at Tuesday’s first day of the hearing.Last week the National Transportation Safety Board (NTSB) announced it will launch a second search attempt for the Voyage Data Recorder (VDR) in April. A first attempt in November failed to find the VDR. Source: Splash 24/7

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The YANGTZE FLOURISH arriving in Port Chalmers to load logs Photo: Rene van Baalen ©

Dry bulker Golden Ocean plans to raise $200 mln in restructuring

Billionaire investor John Fredriksen's dry bulk shipping firm Golden Ocean plans to raise $200 million in fresh equity as it continues to face weak markets for its vessels, the company said on Thursday. Fredriksen's investment vehicle Hemen Holding, which owns 43.1 percent of Golden Ocean, will invest an amount that is at least equal to its current stake, and other leading shareholders plan to do the same, Golden Ocean added.In return, the company's banks have agreed to defer loan repayments of $165 million until September 2018.The shipping firm separately announced a net loss of $69.3 million for the fourth quarter of 2015 and said it would not pay a dividend.The company's shares, which are listed in New York and �Oslo, rose by 2.6 percent in early trade in Europe. Source: Reuters (Reporting by Terje Solsvik, editing by Stine Jacobsen)

For years the above seen tender ONCEBAT operated as the pilot tender BRUINVIS together with her sister WALVIS

from the Koopmansharbour in Vlissingen and above seen the former pilot tender operating at the anchorage of pointe Noire Photo: Capt. Wesley Vercruysse Master "AHT UNION BOXER"

Turret bearing concern on Jubilee FPSO Written by Elaine Maslin

Tullow Oil is reducing how much its Jubilee floating production, storage and offloading (FPSO) vessel can rotate after discovering an issue with the vessel's turret bearing. The Kwame Nkrumah FPSO vessel, which started production from the field, 60km offshore Ghana, in 2010, is a converted tanker with 120,000 b/d capacity. Following a recent inspection of the turret area of the vessel by SOFEC, the original turret manufacturer, the potential issue with the turret bearing was identified. Tullow has not described the nature of the issue, but says, as a precautionary measure, additional operating procedures to monitor the turret bearing and reduce the degree of rotation of the vessel are being put in place.SOFEC is now due to undertake further offshore examinations and Tullow will work with SOFEC to determine what further measures will be required. Oil production and gas export is continuing as normal.The 3 billion

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bbl Jubilee field was discovered in 2007 by Kosmos Energy by the Mahogany-1 (M-1) and Hyedua-1 (H-1) exploration wells. It was one of the largest oil finds that year. Average production in 2014 was 102,000 b/d, but last year that was constrained to about 65,000 b/d in July due to issues with the gas compression system on board. Source: OEdigital

The ARDENT RESPONDER cruising the Singapore waters – Photo : Piet Sinke © CLICK at the photo and

hyperlink in the text !

The Polish flagged tug CYCLOP arrived with Damen Yard number YN 545101 (IMO 9762302) with the name

KEDZIERZYN painted on the stern photo: Anton de Krieger ©

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Falklands' oil industry continues to advance, despite current low prices

Adrian Lara, GlobalData’s Senior Upstream Analyst covering the Americas, says that governmental changes in Argentina add to the favorable conditions supporting the Falkland Islands’ industry’s advance towards its first oil. “During the previous Kirchner administration, the government discourse was one of sovereignty dispute. Companies operating in the territory were denied access to participating in Argentina. International oil companies with significant operating assets in Argentina, such as Total or Chevron, avoided damaging their working relationship with the government”, said Lara.“In April 2015, a federal judge ordered the seizure of assets of companies drilling in the territory including Premier Oil, Rockhopper Exploration, Falkland Oil and Gas Ltd, Noble Energy and Edison International Spa. The new Argentine government has indicated a clear position of enacting market-friendly reforms including rolling back regulations, re-accessing international financial markets and encouraging foreign direct investment.”While only 15% of the total available blocks in the Falkland Islands have been awarded, farming into existing licenses has been the primary strategy for participation in the basin. With an extensive list of prospects identified in licensed blocks, farm-ins will continue to be the main entry tactic for new companies.The analyst adds that the current landscape supports maturing existing prospects rather than developing new opportunities, with Sea Lion the most successful discovery in the region maturing towards commercial viability to date.“The development strategy presented for Sea Lion is through use of a Floating Production Storage and Offloading vessel (FPSO), which adds flexibility and for which leasing costs have halved”.The front-end engineering and design for the FPSO has been awarded to SBM Offshore.“GlobalData estimates a rate of return of 8% under a flat US$40 oil price, and a breakeven price of US$36.85. Under the assumption of an escalating oil price, returning to US$60 in 10 years, the rate of return improves to 15%.”The analyst concludes that while development in the Falklands will not carry the publicity of the recent Liza discovery in Guyana by ExxonMobil, the sector is moving forward at a steady pace and first oil is expected at Sea Lion within the decade. Source: mercopress

Aje field’s FPSO to arrive Nigeria in March Posted By: Akinola Ajibadeon

This follows the anticipation of first oil production from Aje field by Yinka Folawiyo Petroleum and Panoro Energy.The floating vessel is expected to arrive at Nigeria’s shore by the mid of next month, said Offshore Report. Final works, according to Offshore, has been completed on the FPSO, which has departed Singapore. Following a brief stop in Cape Town, the vessel is expected to arrive in Nigeria in mid-March, it added.“All main equipment for the development is in Nigeria. Anchor handling operations started offshore in January and will continue until mid-February. Later this month the construction vessel will install subsea equipment, including the manifold and flowlines. Once the FPSO has arrived it will be hooked-up to the mooring system and risers, to be followed by a short test of the production systems. The Aje field was discovered in 1996 and is 24 kilometres offshore Nigeria located on oil mining lease (OML) 113 in water depths of about 1,476 ft. Pending ongoing exploration and appraisal work at oil prospecting lease (OPL) 310, the field is estimated to be one of the largest oil fields in Nigeria outside the Niger Delta basin. Yinka Folawiyo Petroleum Company Limited operates the field. Drilling appraisal wells Aje-1 and Aje-2 confirmed oil pay in the Turonian and Cenomanian reservoirs respectively. By 2004, Yinka was seeking partnerships to develop the field and drill Aje-3 to confirm the structural interpretation of the field and determine fluid distribution. Aje-4 was drilled in 2008. Oil and gas accumulations were reevaluated and the field was declared commercial. Field development entered its first phase in 2014 with a $220 million investment. Panoro Energy had announced last year the completion of the Aje-4 well in the Benin basin’s, adding that oil production was scheduled to begin by end of 2015 at 10,000 barrels per day (bpd). However, the production will begin next month.Yinka is operator with 25 per cent interest in the field. Partners include Vitol 24.05 per cent, First Hydrocarbons Nigeria Limited 16.875 per cent, Energy Equity Resources Limited 16.875 per cent, Panoro Energy 12.19 per cent, and Jacka Resources five per cent. Source: thenationonlineng

Eni ordered to address non-conformities on Goliat FPSO

Written by Phil Allan Norway’s Petroleum Safety Authority has issued orders to Eni Norge following an audit of logistics and employee participation on the Goliat FPSO.The audit was conducted as a follow-up to an audit carried out in June 2015 linked to logistics on Goliat.The audit identified serious breaches of the regulations. transport routes, access and evacuation

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routes and lighting.The second order requires Eni to conduct a “coherent review” of its management system for logistics with non-conformities systematically registered and followed up and employee competence and training are ensured.Goliat is the first oil field to be developed in the Barents Sea. The FPSO is designed by Norwegian company Sevan Marine. Source: energyvoice

The MULTRATUG 31 an ASD 3212 left Damen/Maaskant at Stellendam to Rotterdam-Europoort, where she will

commence operations. Photo: R & F vd Hoek ©

MacGregor signs contracts to deliver Pusnes loading systems to Cosco Shipyard Group in

China By combining well-proven MacGregor Pusnes technology in bow loading and offloading systems, MacGregor, part of Cargotec, has helped to develop a solution that enables crude oil to be loaded directly from a floating production storage offloading (FPSO) facility or a floating storage offloading (FSO) unit to a conventional tanker, up to very large crude carrier (VLCC) size. The first contracts for the systems have been signed with China's Cosco Shipyard Group.

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"MacGregor, and its Pusnes brand, has a long history of developing pioneering offshore loading systems within the industry," says Høye Høyesen, Vice President, MacGregor Advanced Offshore Solutions. "Based on this legacy, MacGregor was invited by Cefront Technology, who developed the concept, to participate in the design and development of the loading systems." The Cosco Shipyard Group orders will see MacGregor design, manufacture, deliver and commission complete Pusnes loading systems for two cargo transfer (CTV) vessels. The vessels will be built at Cosco Nantong Shipyard and at Cosco Guangdong Shipyard. MacGregor deliveries are planned to start at the end of 2016.Each vessel will feature MacGregor's well-known Pusnes bow loading and offloading system, which principally comprises: two Pusnes bow loading systems, one Pusnes offloading system, including the world's largest crude oil hose reel with offloading hose; and two sets of Pusnes-patented releasable 700-tonne hawser winches, in addition to auxiliary winches and an integrated electro/hydraulic control system. "MacGregor is proud of its long and close relationship with Cosco shipyards in China," he adds. "The Cosco Shipyard Group is an important partner for the future and has proved to be a strong player in the merchant and offshore industries." MacGregor has previously delivered four sets of Pusnes bow loading systems to Cosco Nantong Shipyard and two sets to Cosco Zhoushan Shipyard, of which, one project is still ongoing. In addition to these MacGregor has delivered a range of deck machinery and steering gear to different Cosco shipyards.

Troy Container Line partners with NVO Consolidation in Germany

Non-vessel operating common carrier Troy Container Line now provides less-than-container-load and full-container-load import and export consolidation services to all of Germany.U.S.-based non-vessel operating common carrier (NVOCC) Troy Container Line established a new partnership with Netherlands-based NVOCC NVO Consolidation in Germany, Troy said.With this new partnership, Troy now provides less-than-container-load and full-container-load import and export consolidation services to all of Germany. Just last month, Troy partnered with NVO Consolidation to enhance services to and from Rotterdam. Source: americanshipper.

Australia says China "challenged" S.China Sea missile report

By Ben Blanchard China has "challenged" reports that it deployed advanced surface-to-air missiles to a disputed island in the South China Sea, Australia's foreign minister said on Thursday, as Beijing told Canberra to stop interfering.Taiwan's Defence Ministry said the missile batteries had been set up on Woody Island in the Paracels chain, which has been under Chinese control for decades, but is also claimed by Taiwan and Vietnam.A U.S. defence official confirmed the "apparent deployment" of the missiles, first reported by Fox News. Australian Foreign Minister Julie Bishop, the first senior Western official to visit China since the missile reports, said she had raised the issue of the South China Sea's militarisation in her talks. "President Xi (Jinping) said in Washington last year that China did not intend to militarise the islands and we certainly hold China to that and that's been reiterated to me," she told reporters, after meeting China's top diplomat, State Councillor Yang Jiechi. "In the case of the surface-to-air missile claim, that's disputed by China. We

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raised the matter and we've had a discussion about it," Bishop added.Pressed on whether China was denying the presence of missiles, she said, "No, they did not deny, but nor did they admit that there were. It was challenged. The reports were challenged."The point about the surface-to-air missiles is in dispute, so until such time as we have a clear picture of it, of course it's a matter of concern."Yang, in a statement released by the Foreign Ministry after Bishop spoke to reporters, said he had explained to her that the islands in the South China Sea had been China's since ancient times."The limited defensive facilities that China has deployed on its own territory have nothing do with militarisation," Yang told Bishop, according to the statement.Australia is not a party to the dispute, should stick to its promises not to take sides and "not participate in or take any actions to harm regional peace and stability or Sino-Australia ties", he said.China claims most of the South China Sea, through which more than $5 trillion in global trade passes every year. Vietnam, Malaysia, Brunei, the Philippines and Taiwan have rival claims.The Chinese government has offered few specific details in response to the missiles claim, while accusing Western media of "hyping up" the story and saying China has a legitimate right to military facilities on territory it views as its own Chinese Foreign Ministry spokesman Hong Lei on Thursday would also neither confirm nor deny if the missiles were on Woody Island, repeating that China has had defence facilities on the islands for decades. Vice Admiral Alexander Lopez, the Philippine military commander responsible for the South China Sea, said any such missile deployment would be a concern for the international community."It has an impact," he told reporters. "There is no reason to deploy them if you are not going use them ... If they have that there, they have the intention to use it."What if they use them against a civilian aircraft who ignores their challenge? The stability in the region is being threatened because of the deployment of such arms."China has been angered by air and sea patrols the United States has conducted near artificial islands China has built in the Spratly islands chain farther south in the South China Sea, including some by two B-52 strategic bombers in November. Last month, a U.S. Navy destroyer sailed within 12 nautical miles of Triton Island in the Paracels, a move China condemned as provocative.China needs to strengthen its "self-defence" in the South China Sea in the face of "more frequent provocations from the U.S. military," the influential state-run tabloid, the Global Times, wrote in an editorial on Thursday "Jet fighters from the United States, an outside country, may feel uneasy when making provocative flights in the region. To us, that's a proper result," it said of the reported missile deployment.The United States claims no territory in the South China Sea but has expressed serious concerns about how China's increasingly assertive pursuit of territorial claims there could affect the vital global trade routes that pass though it.Source: Reuters (Additional reporting by Michael Martina; Editing by Clarence Fernandez and Mike Collett-White)

Asia Tankers-VLCC rates to hold steady after hitting near 4-wk high

· Daily supertanker earnings around $50,000-$56,000 -broker · Unipec has fixed 9 VLCCs for early March loading -Reuters data

By Keith Wallis Freight rates in Asian trades for very large crude carriers (VLCCs) are set to hold steady around current levels next week, after hitting a near four-week high on Thursday, as tanker supply matches cargo demand."I can't see the market crashing, or spiking. There are enough ships - there is no real shortage of tonnage," a Singapore-based supertanker broker said on Friday.Around 32 VLCC cargoes have been fixed for loading in the Middle East in the first 10 days of March with 6 to 12 charters still to be agreed, he said.Unipec was the most prolific charterer, agreeing nine Middle East-China VLCC charters for early March loading since Feb. 12, according to Reuters freight data."Rates are not rock-star, but they are holding on," he added. Daily earnings are between $50,000-$56,500 for a VLCC depending where the oil cargo is loaded and unloaded, he said.Operating costs for a VLCC are just over $10,000 per day, according to data from accountancy firm Moore Stephens."It's not a particularly exciting month, the market is moving slowly," the Singapore broker said. Bad weather and port delays in China have eased since last week, falling from a 7-10 day delay last week to around 3-4 days this week, the broker said. This has the potential to increase the number of ships available for charter. "Rates both in the Middle East and West Africa are slightly up from last done levels, but further attempts from owners to push further is so far met by a colder shoulder from the charterers," Norwegian ship broker Fearnley said in a note on Wednesday.Freight rates for the Middle East to Japan benchmark route <.BAGJ> rose to W63 on the Worldscale measure on Thursday, the highest since Jan. 25 and up from around W62.50 last week.VLCC rates from West Africa to China climbed to W72 on Thursday, the highest since Jan. 22, against around W65.50 the same day last week.That comes as Angola plans to export 57 crude oil cargoes in April, according to a revised Sonangol loading programme released on Thursday. That will lift exports to 1.83 million barrels per day in April.Rates for an 80,000-dwt Aframax tanker from Southeast Asia to East Coast Australia rose to W112.25 on Thursday, the highest since Jan. 22, compared with W106.25 last Thursday.The surge in rates was partly caused by

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tighter tonnage supply due to earlier unloading delays in China, an Aframax broker said on Friday.Clean tanker rates from Singapore to Japan <.BACM> nudged up to around W129.25 on Thursday, from almost W127.75 last week. Source: Reuters (Reporting by Keith Wallis; Editing by Anupama Dwivedi)

First wind turbine installed at Gemini Offshore Wind Park

An important milestone has been reached in the construction of the Gemini Offshore Wind Park. On 16 February 2016, the first wind turbine was installed by Van Oord, and it will soon begin producing electricity. In the coming months, a total of 150 wind turbines will be installed 85 kilometres off the coast of Groningen, the Netherlands. The wind park, scheduled for completion in the spring of 2017, will supply sustainable energy to 785,000 households for decades to come.After installing the electrical infrastructure and 150 turbine foundations last year, Van Oord is now working on installing the wind turbines. The wind turbines are being transported, including by Van Oord’s offshore installation vessel Aeolus, from Esbjerg harbour in Denmark directly to the wind farm. The energy generated will be routed through the high voltage grid from Eemshaven to the end-users. Didi te Gussinklo Ohmann, Van Oord’s director on the Gemini project: ‘The preparations for this work took an especially long time, during which Gemini and Van Oord worked together closely. The result of this careful preparation, along with construction that has run very smoothly up to now, is that power will be routed to the quay a full 1.5 months earlier than expected.’ With a total capacity of 600 MW, the Gemini Offshore Wind Park in the Dutch part of the North Sea will be one of the largest offshore wind parks in the world, both in terms of size and production. Four partners have combined their strength to make the Gemini Wind Park a reality: Northland Power, an independent Canadian energy company that supplies sustainable energy (60% stake), wind turbine builder Siemens Wind Power (20%), Dutch marine contractor Van Oord (10%), and HVC, a sustainable company specialising in waste, raw materials, and energy (10%). Source: offshore-news

You are encouraging piracy, ship owners tell FG Nigeria Ship owners Association, NISA, has accused the Federal Government of encouraging piracy through the neglect of the nation’s seafarers’ cadets who are left helpless after their training Chairman of NISA, Capt. Niyi Labinjo said that in the last 10 years graduates of the Maritime Academy of Nigeria, MAN, Oron, Akwa Ibom State and other institutions in the country, had been left to roam the streets without the opportunity to complete the practical aspect of their training.Labinjo noted that the practical training onboard ships was a prerequisite for completion of their training.He said that out of frustration, the young cadets were lured to team up with dubious characters who take advantage of their seafaring skills to join piracy and sea robbery. Source: Vanguard

Pioneering Spirit Could Save Decom Industry $12 Billion

Allsea’s single lift vessel PIONEERING SPIRIT could cut the projected costs of North Sea decommissioning by $12 billion, according to Douglas-Westwood. The vessel, built largely for the decommissioning market, is the world’s largest vessel in terms of its gross tonnage, 403,342gt, its breadth, 123.75m (406 feet), and its displacement, 900,000 tons. The 382m (1,250 feet) vessel has a maximum lift of 48,000 tons, and is expected to be used to lift the 24,000 ton Brent Delta topside, something that no other vessel could achieve in a single lift.Douglas-Westwood’s new publication

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the North Sea Decommissioning Market Forecast 2016-2040 provides detailed analysis of the amount of infrastructure that needs to be removed in the North Sea over the next 25 years and the associated expenditure. The forecast splits cost into two different scenarios, one which assumes that decommissioning will continue to be carried out using current methods and heavy lift vessels, while the other (Scenario 2) assesses the potential impact that the Pioneering Spirit and other single lift vessels (SLVs) that follow it could have on the forecast. Overall, Scenario 2 could offer major cost savings of around $12 billion, but only if it is accepted by the industry. DW forecasts Scenario 1 expenditure of around $82 billion compared to $70 billion in Scenario 2.Author, Ben Wilby, commented, “The potential impact of utilizing SLVs is huge, with costs savings that will equate to billions of pounds. This is because it will be possible to complete offshore work in one trip, as opposed to the time consuming reverse installation method that pushes costs up. This will all depend on how successful Allseas’ PIONEERING SPIRIT SLV is.“In the U.K. over the 2019-2026 period, we will see the removal of 144 platforms – 51 percent of all platform removals in the U.K. over the forecast period. The U.K. will retain a high level of spend to 2040, accounting for well over 50 percent of the market in both scenarios. Spend will reach almost $51 billion in Scenario 1 and $44 billion in Scenario 2.“The low oil price environment and age of platforms in the U.K. are the main drivers of activity. Operators pushed small fields long past their intended life when oil prices were high, which required life extension techniques that no longer make economic sense. Due to the lack of significant improvement (to pre-2014 levels) expected in the oil price over the next five years, operators will instead cease production and begin decommissioning preparations. This will start earliest in the U.K., with Norwegian decommissioning activity peaking after 2030.”Research Director and Editor, Steve Robertson, further commented, “Denmark will also contribute to spend over the forecast, though it will differ from that of the U.K. and Norway owing to the much smaller volume of infrastructure to be decommissioned. Spend in Denmark will reach $4.8 billion in Scenario 1 and $3.9 billion in Scenario 2.“The decommissioning of North Sea infrastructure presents a sizable opportunity for the specialist decommissioning firms that can work in the harsh environment offshore and can also handle the essential requirements from operators to complete decommissioning projects in a safe and cost effective manner.” Source: MAREX

NAVY NEWS PH Navy ship resumes resupply mission in

Spratlys After experiencing mechanical trouble last week, the Philippine Navy’s BRP Laguna has resumed its resupply mission in the Philippine-claimed islands in the West Philippine Sea (South China Sea) over the weekend, the military said on Thursday.Captain Cheryl Tindog, spokesperson of the Western Command, said that the BRP LAGUNA arrived in Pagasa Island (Thitu Island) on Wednesday.The ship will also make rounds in other Philippine-claimed islands in the Spratlys but Tindog did not disclose details for security reasons. The BRP LAGUNA was on its way to bring provisions to Pagasa islands last week when mechanical trouble prompted its return to Palawan for repairs. The Philippines has military detachments in the following areas in the Spratlys: Pagasa Island, Ayungin Shoal (Second Thomas Shoal), Lawak Island (Nanshan), Parola (Northeast Cay), Patag Island (Flat), Kota (Loaita), Rizal (Commodore), Likas (West York) and Panata Island (Lankiam Cay). CDG source: globalnation.inquirer.

Cambodia to welcome Chinese warships as Japan navy heads home

China will hold its first-ever exercise with Cambodia's navy next week, in swift succession to a visit by the military vessels of Beijing's old enemy Japan, the latest sign of China's growing presence in a region where maritime tension is rising.Three warships carrying 737 Chinese sailors will dock on Monday at a port in Preah Sihanouk province, just over a day after the scheduled departure of three vessels of the Japanese Maritime Self-Defense Force now holding cultural exchanges with Cambodian navy personnel.While attention focuses on China's activities in the East and South China Seas, Beijing has been busy strengthening defense and economic ties with Cambodia, from which it is increasing receiving political support, particularly within the Association of South East Asian Nations (ASEAN) grouping. The visit by the warships come amid regional jitters over China's deployment of surface-to-air missiles to a disputed South China Sea island it controls, which Beijing said on Wednesday were "necessary self-defense facilities".The Chinese navy will conduct a rescue exercise for just a few hours, close to where the Japanese are now docked."This will be a big cooperation and joint exercise training in rescue operations," Cambodia's deputy navy chief, Vice Admiral Vann Bunneang, told Reuters. "This is to boost readiness for when boats sink and natural disasters occur."

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China jointly runs a military academy in Cambodia and has been supplying its armed forces with helicopters, shoulder-fired rockets and vehicles, while sending cadets to China for training. Analysts say the United States is concerned about Cambodia becoming a vassal state that could do Beijing's regional bidding in the consensus-led ASEAN, a notion Phnom Penh rejects.Washington has sought to keep Cambodia onside with its own military exercises, despite friction over the country's poor human rights record. In November it held a sixth search and rescue drill involving 200 U.S. and 300 Cambodian sailors.Asked about China's exercises, the Japanese embassy in Cambodia said in a statement it would not comment on the activities of a third country.Visits by Japanese and Chinese ships showed competition for influence and Cambodia should be cautious in managing its future ties, said Ou Virak of the Future Forum think tank."The question is actually how to deal with this when Japan wants a piece of influence, while China tries to do as much as they can, both financially and militarily," he said."We need to be very careful, we need to balance relationships with all of them and eventually, we need to be self-reliant." Source: Reuters (Editing by Martin Petty and Clarence Fernandez)

SHIPYARD NEWS

Full steam ahead for Vancouver Shipyards North Vancouver’s Seaspan plans to double its workforce of tradespeople by 2018, thanks to

an $8 billion federal shipbuilding contract By Nelson Bennett

Workers at Seaspan’s Vancouver Shipyards are busy building the first of 17 ships for the federal government | Heath Moffatt Photography Compared with Ontario and Quebec, B.C.’s manufacturing sector is still relatively small. But one sub-sector that has been growing by leaps and bounds in the last couple of years is shipbuilding. In 2011, Seaspan was awarded an $8 billion shipbuilding contract under the federal National Shipbuilding Procurement Strategy. Since then, its head count has nearly doubled: to 2,300 today from 1,200 in 2009. And it continues to grow.Over the past three years, the company has hired 370 professionals, including naval architects, marine engineers and procurement specialists. Its trades workforce – welders, electricians, mechanics, pipefitters and labourers – has grown to 250 in 2015 from 200 in 2014.“Today we’re at 370,” said Seaspan CEO Jonathan Whitworth. “At year-end we’ll be at 550, and in 2018 we’ll be at 1,000.”On top of all the new hires, Seaspan has also invested a significant amount of its own capital – $170 million – to modernize its Vancouver Shipyards, and is building a new headquarters to accommodate a growing corporate workforce. All of that growth comes down to a single contract with the federal government. As part of Canada’s commitment to modernize its naval fleet and boost Canada’s shipbuilding industry, the federal government awarded billions in shipbuilding contracts to Seaspan and Irving Shipbuilding in Halifax. Irving Shipbuilding won a $26 billion contract to build up to 15 new combat vessels for the Royal Canadian Navy. Seaspan won the contract to build up to 17 non-combat ships for the Canadian Coast Guard and Department of Fisheries and Oceans (DFO), as well as non-combat support vessels for the navy. The contract includes building an “extremely large” polar icebreaker.“These first 17 ships are part of – probably – another dozen behind it,” Whitworth said. “We don’t have a contract for those, but we expect that there are more ships behind it. And we expect the federal ship program to be 20 to 25 years.” Qualifying for the contract required Seaspan to commit to an overhaul of its Vancouver Shipyards, which were built in 1966 and with the $170 million modernization investment can now accommodate three

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ships at a time.“That money was completely out of Seaspan’s pocket,” Whitworth said. “That was all our money.”He added that the $170 million upgrade was a big challenge for the company. Seaspan, after all, has experience building ships, not shipyards. “We were very concerned that we could get that done and do it on time and on budget,” Whitworth said. “We set ourselves a pretty ambitious goal. We needed to do it in 24 months. We actually did it in 22 months, and it came in $20 million below our budget.”In addition to the Vancouver Shipyards expansion, Seaspan recently began construction on a new 84,000-square-foot, four-storey headquarters to accommodate the company’s growing corporate head count. Seaspan is owned by U.S. businessman Dennis Washington. His son, Kyle Washington, Seaspan’s executive chairman, lives in Vancouver.The company owns three shipyards in B.C.: Vancouver Shipyards, Vancouver Drydock in North Vancouver and Victoria Shipyards. Victoria Shipyards employs 750 workers and will do some of the finishing work, once the new ships are nearly completed.The company is currently working on its first order: three DFO science vessels. “We finished the design early last year, and we began cutting steel in June of 2015, and we should be launching our first ship around year-end this year,” Whitworth said. “And then we’re building three of this class.” In 2016’s second quarter, Seaspan will begin building the second ship.Ramping up for the new orders required the company to go on a hiring and training spree. So far, the company has not had trouble finding skilled workers, and the downturn in Alberta’s oilpatch has been working in Seaspan’s favour.“We always thought that we were going to be in a better position than projects in the north because you get to live at home,” Whitworth said. “You don’t have to live in a man-camp. You don’t work in minus-20-degree weather. And it’s not a three-month or three-year contract; it could be a career.“That was before the Alberta meltdown. Since then, our unions say they have been averaging about 1,000 resumés a month trying to get into Seaspan.”In addition to hiring skilled trades workers, Seaspan has been working with the British Columbia Institute of Technology and colleges on apprenticeship training. Of the new apprentices Seaspan is sponsoring and hiring, 25% will be women and First Nations. The jobs pay well. Red Seal certified welders are paid an average of between $75,000 and $100,000 per year. The economic spinoff of the federal shipbuilding contract for other B.C. companies is significant. Over an eight-year period, Seaspan estimates that $1.3 billion will be spent with Canadian suppliers. The lion’s share – $785 million – will be spent in B.C.The total economic spinoff is estimated at $6.7 billion in economic activity, $3 billion in gross domestic product growth (Canada-wide) and 26,000 full-time equivalent jobs over 10 years.“The largest benefactors are going to be small and medium enterprises across Canada,” Whitworth said. Roughly 150 suppliers across Canada will receive $197 million in orders, $21 million of which will go to aboriginal businesses. Ideal Welders Ltd. on Annacis Island is one of eight B.C. companies that have been benefiting from service contracts. Dale Hamill, Ideal Welders’ vice-president of operations, said a master service agreement with Seaspan to provide pipe fabrication is welcome, especially given the downturn in work related to the oil and gas industry in Alberta.“[The Seaspan agreement] is significant,” he said. “It’s probably in the neighbourhood of 20% of our annual volume.” The federal government’s goal under the National Shipbuilding Procurement Strategy wasn’t just to acquire new ships for the Canadian navy, DFO and coast guard – it’s also intended to build Canada’s shipbuilding capacity.For the time being, the federal contract consumes all of Seaspan’s capacity. When BC Ferries put out a request for proposals to build new ferries, Seaspan wasn’t able to bid, because it’s got its hands full.But eventually it hopes to be able to bid on other contracts, domestic and international. Within seven years, the company plans to dedicate 50% of its capacity to the federal shipbuilding contract, with the remaining capacity open for other commercial orders.“What we couldn’t offer in the past was for the government to use our product as a trading tool,” Whitworth said. “Hypothetically, now there could be a trade deal done with another country.” Source: Splash 24/7

DSME can expect no more bailouts this year A line has been drawn in the sand for one of the world’s top shipyards. The new boss of the state-run Korea Development Bank (KDB) has told Daewoo Shipbuilding & Marine Engineering (DSME) it should expect no additional funding this year. Creditors, including KDB, agreed to pump KRW4.2trn ($3.42bn) into the yard last November as it faced severe financial difficulties, stemming from mistimed offshore deals and accounting irregularities. DSME is still waiting on around 50% of this sum to arrive. KDB chairman Lee Dong-geol, at his first press conference yesterday, said DSME should focus more on LNG carriers and defence contracts rather than tricky offshore deals. “DSME is considered to be highly competitive in the LNG carrier and defence industries,” Lee said. “I would advise the shipbuilder to reduce its reliance on offshore plants and expand the defense business, which is why I believe it is possible to normalise the shipbuilder and make it a successful case of restructuring.”DSME is selling non-core assets and has let go of 1,000 staff at its main yard in Geoje. Romania’s largest shipyard, DSME Mangalia, is part of this planned firesale.Lee also commented on the plight of endangered local shipping line, Hyundai Merchant Marine (HMM). Lee said HMM needs to carry out urgent debt restructuring. HMM is in discussions with other owners at present to try and cut charter fees it owes. Lee said HMM’s stakeholders need to make a bold decision about voluntary debt adjustment.

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Nicaraguan Tourist Agency selects Damen CSD350 dredger for 200 km internal waterway project

A contract has been signed by EPN,the Nicaraguan Port Authority,and INTUR, the Nicaraguan Tourist Agency,with the Damen Shipyards Group for the delivery of a CSD350 Cutter Suction Dredger. The dredger is to be operated by EPN on a project to create and maintain a 200 km inland channel running along a section of Nicaragua’s Caribbean coast.This is the first Damen CSD to be purchased by INTUR, and is designed for heavy-duty operations with a production capacity of 2000 mᶟ/h to a depth of nine metres. It will be operated by Empresa Portuaria Nacional(EPN), the national port authority, which already manages a number of Damen vessels and has a close relationship with INTUR. The CSD350 will be the fourth vessel delivered to EPN over the past year; with a Stan Tug 2608, another CSD350 and a CSD250 all recently beginning operations in Nicaragua. The CSD350 will be deployed on an ambitious project to create a continuous 200 km channel running parallel to the seabetween Bluefields and Bilwi, connecting the north and the south of the country. The existing waterway is a mix of rivers, lakes and some manmade channels running through lagoons and mangrove swamps. However, the rivers and lakes require dredging and the channels need to be completed. In addition, midway along the channel near Karawala, a completely new waterway of around 22 km will be created to link the northern and southern sections. Once completed, the new channel will enable larger and more comfortable boats to use the route and so encourage the local tourism industry.The coast is renowned for its beauty and biodiversity, and a series of environmental studies have been undertaken to ensure minimal impact on the local plants and wildlife. An environmental management plan has been created for the project and it will be overseen by a government management team to ensure full compliance. As an example of the care being taken over conservation of the environment, the dredging spoil will be used to construct a series of islands which will then be planted with trees to provide additional natural habitats. Once the channel has been dredged along its full length by the new CSD350, the dredger willbe used to maintain it.The vessel is scheduled to arrive in Nicaragua at the beginning of April, equipped with all the necessary equipment, including a 1000 metre pipeline, to operate in this very remote area.“We’re very pleased to be supplying another Cutter Suction Dredger to Nicaragua,” said Pieter Becker,Damen Sales Manager for Central America. “The close cooperation between INTUR and EPN has been a major factor in this success. Built to the same specification as the other CSDs in the EPN fleet, the dredger will provide a proven and cost-effective solution to INTUR’s dredging requirements.”

Turbotechniki signs 2-year deal with Cosco Shipyard

COSCO Shipyard Engineering Service (Dalian) Co., Ltd., part of COSCO Shipyard Group, the largest ship repair company with leading companies with leading technology and management which repairs more than 700 large vessels annually, has signed a two-year strategic cooperation agreement with Turbotechniki Ltd dedicate and leading company on repair and sales of original spare parts for turbochargers worldwide located in Piraeus Greece.Under their signed agreement, the two business partners, will solicit orders for ship repairs, technique service, spare parts supply, provision supply etc.The acting territory area for Turbotechniki in the agreement beside Greece is Turkey, Romania, Bulgaria, Croatia, Cyprus and China.The agreed performed repair work should provide a quality guarantee from the repair partner and provide a service availability 24H/D at 7D/W all the year around. Source: Turbotechniki

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ROUTE, PORTS & SERVICES

The Port of Gdansk named Pomeranian Employer of the Year 2015

On 12 February 2016, during the annual Pomeranian Employers Gala, statuettes for Pomeranian Employer of the Year were awarded in three categories - small, medium-sized and large enterprises.By decision of the jury of the competition, which was organised under the honorary patronage of the Pomeranian Governor and the Marshal of the Pomeranian Region, the Port of Gdansk Authority SA was awarded the title of Pomeranian Employer of the Year 2015 in the category "medium-sized enterprise employing up to 250 people."The primary aim that motivated the originators of the competition was to recognise businesses that promote good practices, are employee- and community-friendly, and have a positive influence on the region's economic development.

As the Pomeranian Governor stressed in his congratulatory letter, the Port of Gdansk Authority SA is a company that represents a genuine example of how to achieve great

business results, while maintaining the principles of ethics and corporate social responsibility.The President of the Board, Dorota Raben, was also congratulated by the Marshal of the Pomeranian Region, who acknowledged that the Port of Gdansk Authority SA is an enterprise that creates good working conditions and is able to see the potential of its employees.The Marshal also pointed out the company's perseverance, determination, and involvement in the development of the port, wishing it every success in the accomplishment of its future goals and objectives. As he emphasised, "(...) the Port of Gdansk can boast achievements at the highest level. It is a business whose activity proves that it is possible to create a strong enterprise which, in spite of numerous challenges, is becoming even stronger thanks to the persistent work and commitment of all of its associates and employees. It demonstrates a business talent among Pomeranian enterprises .The award for Pomeranian Employer of the Year 2015 was accepted by Dorota Raben, President of the Board.

Rotterdam Ground Breaking: LBC Tank Terminals Start Building Additional Stainless Steel Tank

Capacities In order to meet the increasing demands of its customers, LBC has initiated the construction of additional tank capacity at the LBC terminal in Botlek - Rotterdam in February 2016. In line with expanding its jetty capabilities, LBC is further investing in its Rotterdam terminal and storage capacity will be increased to 250.000m³. The first 36.000m³ expansion of stainless steel tanks has started and will be operational first half of 2017. Additionally, upgrades to the

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railcar and truck loading facilities will be carried out to accommodate a large range of liquid chemicals.The terminal will be able to handle products requiring vapor treatment, mixing and blending as well as those requiring dedicated temperature control.This innovative expansion matches the ambition of LBC to become the most efficient terminal in the Port of Rotterdam when it comes to ship-to-shore interface and ship-turnaround times. In addition, the expansion affirms the position of LBC as the responsible logistic supplier of choice where there is no such thing as a hazardous chemical, at least not when in their care.

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