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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2016 042

Number 042 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Thursday 11-02-2016
News reports received from readers and Internet News articles copied from various news sites.

The Indonesian flagged TAHOMA is built as the Damen Dredge helper 2410 DH ALPHA
under yard number 9930 at the Damen Bergum yard in The Netherlands in 1993

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EVENTS, INCIDENTS & OPERATIONS

09-02-2016 :Tug PACIFIC TYEE (ex SMIT TYEE) downbound on the north arm of the Fraser River
Photo : Robert Etchell

NPA SET TO WAIVE OVER US$1.9M


CONTAINER STORAGE FEES

Written by FPA Reporter


The Liberian economy has taken a downturn due predominantly to key factors including decline in the prices of major
extractive industry commodities such as iron ore, rubber, the outbreak of the dead Ebola virus, amongst others. Prices
of major commodities on the Liberian market have all gone up further increasing the economic hardship facing the
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Liberian people. Liberia relies on the importation of nearly all its consumables and as such President Ellen Johnson
Sirleaf during her 2016 annual address indicated that government through the National Port Authority intents to waive
storage fees on containers that have been at the port for more than 90 days. In fulfillment of the Presidents mandate,
the Managing Director of the NPA David F. Williams announced Monday that the NPA has worked out the modalities
and will begin announcing effective February 10 details regarding the storage waiver. Says Williams In fulfillment of
the Presidents mandate during her recent 11th State of the Nation Address, regarding waiver of storage on containers
overstayed 90 days and above, the National Port Authority has worked out modalities and will start Public Service
Announcement effective February 10, 2016 with details regarding storage waived, container listing, validation of
consignees, clearing documents, Customs payment, and terminal handling charges which must be paid to APMT.
Over 1.9 million to be waived
Managing Director Williams says a total of 332 containers which have accumulated about US$1.9 million will be
waived. There is a total of 332 containers that falls in this category with total accumulated storage charge of
approximately UD$1.9Million to be waived. In conjunction with the MFDP and APM Terminals, we have set January
31st, 2016 as a cut-off time, Managing Director Williams explains. According to him, President Sirleaf saw the need to
do the waiver due to the fact that the economy is under severe stress as a result of exogenous factors, primarily the
price of major commodities on the international markets such as rubber, iron ore and the effects of the Ebola Virus
Disease, which had a negative effect on the Liberian economy The process, he notes is being done with the intent to
provide incentive to small businesses to continue to encourage them to help facilitate commerce in order to help
stimulate the economy. He also says the process will enhance port operational efficiency from the standpoint of
congestion in the container yard, and thereby improving quick turnaround time of container traffic in and out of the
Port, which serves as the gateway to the economy. Managing Director Williams believes the waiver will bring relief to
the Liberian people in this time of economic hardship and also bring relief to Liberians in the diaspora who shipped
containers during the same time period. In an analysis of some of the primary reasons for containers overstaying at
the Port, the NPA listed shippers receiving payments from consignees and settling freight with shipping Lines, shippers
taking the responsibility on behalf of the consignees and consignees failing to make settlement to shipper, amongst
others. Furthermore, Managing Director Williams saysNGO (Local) and Humanitarian cargoes get assurances of duty
free and the process takes 2-3 months and containers run into storage. The NPA management also outlines some of
the problems as consignee lack of understanding of the clearing process through Customs, APM Terminals, and
Shipping Lines leading to accrual of storage charges. The Management of the National Port Authority along with APMT
will conduct an aggressive education campaign as to the clearing process along with other stakeholders particularly
LRA and the Ministry of Commerce, Managing Director Williams assures. Importers continue to express anger over
bureaucratic processes in clearing containers from the port. Others also continue to complain of high charges by
different entities associated with clearing containers at the port. Source: frontpageafricaonline

Anthony Veders CORAL MEDUSA riding high under the Dutch coast
Photo : Flying Focus Aerial Photography www.flyingfocus.nl

SCF selects Ecochlor ballast water system


By Charlie Bartlett from London

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SCF Novoship Technical Management, a subsidiary of the SCF (Sovcomflot) Group, has chosen the Ecochlor BWTS
(Ballast Water Treatment System) for retrofits aboard three aframax tankers and a product tanker used in Far North
operations, with installations due to take place this year. The Ecochlor system employs a combination of Sulphuric acid
and Purate to generate chlorine dioxide solution, which kills micro-organism in the ballast uptake. Use of active
chemicals rather than alternatives such as UV lamps is designed to allow the ballast water treatment system
maximum flexibility of operation, with performance unaffected by variations in salinity, temperature, turbidity, organics
and vibration.SCF Novoship Technical Management required a BWTS that is highly effectively in extreme climate
conditions, explained Tom Perlich, Ecochlor president and founder, has low power consumption and is nearing
completion of the US Type Approval process. The Ecochlor BWTS met all of these requirements. Source: seatrademaritime

HALs NOORDAM moored in Queen Charlotte Sound (Picton) photo : John Spedding (c)

DFDS Seaways boosts Dover-Calais freight


capacity with former MyFerryLink vessels
By Carol Millett

Danish operator DFDS Seaways is boosting freight capacity on its Dover-Calais ferry service with the relaunch of two
former MyFerryLink vessels this month. The two ships, which now sport the DFDS livery, have been fully refurbished
and rebadged the Cte des Dunes and the Cte des Flandres. The Cte des Dunes has resumed sailings this week with
the Cte des Flandres relaunching its Dover-Calais service on 22 February. FTA welcomed the ship's return this
week.
Chris Yarsley, FTAs EU affairs manager, said: The relaunch of these ships on the Dover-Calais route shows the
continuing demand for that route by freight operators as the quickest, shortest and cheapest route, despite the
frequent delays experienced at Calais and Dover.
The transfer of both ships, formerly known as the Rodin and Berlioz, to DFDS from former owner Eurotunnel was
delayed last summer, when striking French MyFerryLink workers occupied both ships to protest the planned
redundancy of 600 staff following Eurotunnels enforced decision to close its MyFerryLink business. The occupation was
called off after DFDS struck a deal with French Transport Minister Alain Vidalies and protesters in September last year,
pledging to employ 202 former MyFerryLink workers. The Danish ferry operator had planned to return both boats to
the Dover-Calais route by December last year. Commercialmotor.com understands the relaunch was delayed because
of the extent of the refurbishment needed following the occupation. The two new additions will see DFDS operate a
total of six ferries out of Dover to Calais and Dunkirk, respectively, with three ferries on each route. Malo Seaways, a
chartered ship, which currently sails alongside Calais Seaways on the Dover-Calais service, will be returned to its
owner. The addition of the two ships will see DFDS operate 30 sailings a day between Dover and Calais and a total of
54 daily sailings two the two French ports. DFDS said both ships will provide high quality facilities for commercial
drivers, including showers, a restaurant and a quiet lounge area. Source : commercialmotor

Maersk launches new offshore crane training


program

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Maersk Training has launched a new offshore crane operator program. It is designed to grant crane operators and
their companies access to offshore lifting operations worldwide. The program targets crane operators at all levels and
consists of three stages, each followed by strict qualification assessment including requirements on documented
workplace experience in-between. By completing all three stages, the course participant will become a qualified
offshore crane operator able to globally conduct any lifting operation unsupervised, as the program is DNV approved
and complies with both LOLER, API, BS7121-1 and BS7121-11 standards. In a market squeezed by declining
margins, mobility of resources becomes more and more important. We have developed this offshore crane program
exactly to meet this demand, giving our clients the possibility of quickly relocating their most skilled crane operators
and hereby cut costs, Frank Holst Christoffersen, chief commercial officer at Maersk Training, said. By utilizing fully
immersive offshore crane simulators alongside real-life onsite training, the Offshore Crane Operator program bridges
theory with practice, increasing safety and operational performance. It can be customized to meet and further develop
the competences of the individual candidate on any skill level.Candidates with little experience as well as more
seasoned crane operators will greatly improve their knowledge and ability to operate an offshore crane both safely and
efficiently, Andrew Monie, senior crane instructor at Maersk Training, said. Source : Worldoil

The AMBER riding high under the Dutch coast


Photo : Flying Focus Aerial Photography www.flyingfocus.nl

Technip awarded a subsea contract for the


South Santa Cruz and Barataria fields in the
Gulf of Mexico
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Technip has been awarded a lump sum contract by Deep Gulf Energy III, LLC for the development of the South
Santa Cruz and Barataria fields. These ultra-deepwater fields are located in Mississippi Canyon, offshore New Orleans,
in the Gulf of Mexico, in approximately 2,000 meters of water depth.
The contract consists of:
Project management and engineering services,
Fabrication and installation of approximately 23 kilometers of pipe-in-pipe flowline,
Design, fabrication and installation of flowline end terminations ,
Fabrication and installation of jumpers,
Pre-commissioning for the flowline.
Covering all aspects of the field development from engineering to design, manufacturing and installation, this new
award highlights Technips unique vertical integration in the subsea business environment.
Technip's operating center in Houston, Texas, USA, will manage the overall project. The flowline system will be
fabricated at the Groups spoolbase in Mobile, Alabama, USA. The offshore installation is expected to be performed in
the second half of 2016 by Technips vessel the Deep Blue, the Groups flagship vessel for deepwater pipelay. Technip
is a world leader in project management, engineering and construction for the energy industry. From the deepest
Subsea oil & gas developments to the largest and most complex Offshore and Onshore infrastructures, our 36,000
people are constantly offering the best solutions and most innovative technologies to meet the worlds energy
challenges.Present in 48 countries, Technip has state-of-the-art industrial assets on all continents and operates a fleet
of specialized vessels for pipeline installation and subsea construction. Source : Portnews

The NOR CHIEF seen outbound with the Jack up PARAGON HZ 1 from Keppel Verolme shipyard, assisted by the
KOTUG tugs SD STINGRAY and ZP CHALONE photo : Kees Torn (c) CLICK at the photo+ hyperlinks in text

RNLI: Decision to 'stand down' Cleethorpes


crew members 'not taken lightly'

By Grimsby Telegraph
That is the aim of the Royal National Lifeboat Institution, who said their decision to stand down a couple of crew
members leading others to resign was "not taken lightly". The station at Brighton Slipway, Cleethorpes, is currently
closed following a dispute, spanning nearly five months, involving crew members. As reported, two of the longest
serving volunteers, senior helmsman, Gary Barlow and his father Jack, have been stood down. Now a crew are being
trained to take over the service and it is anticipated it could be back to normal service "shortly after Easter".
A spokeswoman for the charity said: "The RNLI has a duty of care to our volunteers and those we rescue, and must
provide a safe and effective lifesaving service."We understand the impact of standing down volunteers at Cleethorpes
RNLI lifeboat station and we do not take such decisions lightly.
"Multiple, serious breaches of our volunteer code of conduct and lifeboat station operating procedures were identified
after a thorough and fair investigation was carried out over several months. "Two volunteers were stood down. Other
crew chose to step down, which forced the RNLI to declare the Cleethorpes lifeboat off service temporarily." She
added: "In the meantime, effective rescue cover in the area is being provided by additional resource at nearby Humber
lifeboat station, where a 32 knot inshore lifeboat has been put on service to supplement the Humber all-weather
lifeboat. "On recent services off the Cleethorpes coast, Humber lifeboat was on scene in between 12 and 14 minutes.
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We are also working closely with the HM Coastguard, to make sure they have a full picture of the RNLI's search and
rescue availability. "We are confident in, and stand by, our investigation and decision. Out of respect to all those
involved in this confidential process we cannot go into more detail." The spokeswoman said: "We are working closely
with the crew to get the lifeboat back on service as soon as possible and will ensure they receive all the support and
any additional training required. "What has happened has clearly been unsettling for everyone but we are trying to
look to the future and will be working hard to return the lifeboat station to full service." A representative linked to the
station said: "We are hoping to rebuild the station and get back shortly after Easter." It is understood training is
underway and crew members are expected to return to the station soon. When the Grimsby Telegraph broke the news
of the dispute and revealed the rescuers were temporarily "off-service" there were a number of comments supporting
the former crew. Former senior helmsman, Gary Barlow said: "It takes a lot of years to learn the job properly." The
former crew secured a number of commendations. The RNLI wrote praising the crew for a rescue of a drowning
swimmer in 2010 who was successfully revived by the lifeboat crew. A Silver Medal for Gallantry was awarded to
senior helmsman, Gary Barlow by Mayor of North East Lincolnshire, Councillor Margaret Solomon in 2010. There were
further letters of praise and commendation from the RNLI in 1999 following the rescue of a woman in January that
year.In May 1996 the chairman of RNLI wrote a letter of congratulations following another successful rescue of three
members of a leisure craft. Source: Grimsby Telegraph

Dredging at Port Chalmers

The bulker PAN EDELWEISS arriving at Port Chalmers to load logs. Photo : Ross Walker (c)
The decision of the Harbour Board that the approach and fairway from the sea to the Port Chalmers wharves should
immediately be dredged to a depth of 26ft at low water is one which must meet with public approval. There was, in
fact, no escape from it if the harbour is to be maintained in a condition to admit of the safe navigation of it by
overseas vessels of the draught of those that at present visit Port Chalmers - if, in other words, shipping that has been
frequenting the port is not to be subjected to vexatious delays the occurrence of which might have the effect of raising
the question on the part of owners whether they should continue to send their steamers to it. The desirability of
dredging the fairway to a greater depth remains a matter of future consideration In all the circumstances - those
relating to finance as well as those bearing on the present requirements in respect of shipping accommodation - the
board seems to have acted wisely in deferring any decision upon the policy of future dredging in the Lower
Harbour.The statistics which were placed before it by the engineer demonstrate that for the time being the depth to
be secured by the dredging that is now to be undertaken will suffice to need the reasonable requirements of the case.
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The Wakatip Mail states that Mr T. W. Brebner, district traffic manager, New Zealand Railways, paid a visit to
Queenstown last week and had a conference with the deck hands of the Lake Wakatip service in reference to the
recent demands made by them for better treatment in relation to hours and wages. It is understood that the men
received little or no satisfaction, and were told that their representations would be forwarded to the general manager
for his decision. The men are therefore asked to continue on the same line as hitherto, awaiting the pleasure of the
heads of the department.Meantime there is considerable discontent among the staff, and it is feared that a crisis will
result if certain concessions are not made. Already two or three resignations are in, and there is talk of more following.

The XIN CHANG seen at Otago pilot station outbound for Auckland Photo : Renee van Baalen
A representative of the Mail, speaking to Mr Brebner, asked that gentleman if he had any statement to make to the
press. He replied that the men of the Wakatipu service were working under the Shipping Union rules. The deck hands
of the service, he said, were treated better in relation to wages than those employed on ocean-going vessels, in that
they received 8 10s per month, as against 7 5s. The outcome of the men's demand is awaited with interest.
An absolute attendance record was registered at the Otago Boys' High School yesterday, when the rolls were made
up for the ensuing year.
About 170 new pupils were enrolled, and the total attendance is now set down at 437, the highest since the school
was founded in 1863 by ordinance of the Provincial Council of Otago.
At the commencement of 1915, the roll number was 398, that being the record attendance to that date.
The difficulty which the High Schools Board of Governors will have to face is to secure teachers for the large additional
number attending the school, several of the staff having already left for the front, and it is stated that there may be a
necessity to employ female teachers. An attendance record has also been set up at the Girls' High School, where the
roll this year totals 244, as against 228 for the commencement of the terms in 1915.The attendance this week at the
Technical College is 271, which is practically the same number as at the corresponding date last year. source: Otago
Daily Times

BMT Provides New Design for the River Murray


Ferry Services

BMT Design & Technology Pty Ltd


(BMT), a subsidiary of BMT Group Ltd,
has recently completed a design
project for the South Australian
Governments Department of Planning,
Transport and Infrastructure (DPTI).
Working in partnership with the DPTI,
BMT has developed a replacement
design for ferries that operate on the
River Murray, the third longest
navigable river in the world, after the
Amazon and Nile. The steel hull, built
by local firm Bowhill Engineering, was
fit out by the Departments Morgan
dockyard. The first ferry has now gone
into service in Lyrup with another
three scheduled for completion by July

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2016, 2017 and 2018 respectively. These ferries are heavily relied upon by the local communities for safe passage
across the River Murray. A source from DPTI comments: BMT has helped us to deliver a robust design, a critical
factor for a service that operates 24 hours a day, 365 days a year.The team at BMT provided structural engineering
and naval architecture services to deliver a detailed design which aligned with the customer requirements. BMT also
carried out condition surveys on a further four timber hulled ferries which were nearing end of life. Following the
surveys, the Department applied weight restrictions to help maintain the longevity of these ferries for safe operation
until they are replaced. Constructed of steel and 22m long, these cable driven ferries can take two lanes of cars or
trucks of up to 50 tonnes, or a maximum of 70 passengers.Trevor Dove, Maritime Engineering Lead at BMT Design &
Technology comments: We recognise that providing the optimum design in terms of cost, schedule and performance
is key. Our team has been able to demonstrate its expertise and knowledge in all aspects of marine engineering to
deliver a design that is fit for purpose for the customer.

The HAPPY DELTA outbound from Rotterdam passing Maassluis enroute Jebel Ali
Photo : Skyphoto Maassluis (c)

Global newbuilding orderbook is shrinking on a


daily basis
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2016 has started right where 2015 left off when it comes to newbuilding ordering activity, i.e. there are slim pickings
to be had from shipyards around the world, something which has been reflected in the S. Korean yards financial
results of late. In its latest weekly report, shipbroker Allied Shipbroking noted that a new order here, a new order
there and an ever shrinking order-book leaves the newbuilding market shrinking every week. It is no surprise therefore
that we continue to see ever more shipbuilders being flown publicly into financial difficulties with many unable to
support the finances and trying to strike deals with their respective financiers while others look onto finding new
supporters for their troubled businesses. According to Allied, once more, as in the past, it will be government support
which will dictate the course of this industry, with overzealous governments throwing large amounts of cash in order to
support the large labor forces utilized by this industry. Seeing another week of few in number reported orders and you
can see how difficult the situation has become. At the same time, looking at recent trends in prices (or a lack thereof)
and you can tell that we have hit a bottom from which its hard to move below this at the current moment de-spite the
squeeze being put on by potential buyers. Putting all this together and way may well find a number of shipbuilders by
the end of 2016 and mid 2017 with a zero orderbook (at least from commercial shipping).Meanwhile in the S&P
market, Allied noted that on the dry bulk side, with another round of reported deals indicating further price drops and
rumors circulating of even lower price levels negotiated for vessels marketed in the market, it looks as though we are
set for another strong drop in values over the course of the next couple of weeks. At the same time many are still
measuring their options in terms of laying up their vessels or cutting their losses while they still can (financially),
meaning that there could still be a considerable amount of downward pressure on prices still hidden and waiting to be
unleashed. On the tanker side, the recent shake up in confidence as to the freight market prospects has cost dearly in
the secondhand market, with some sellers believe that now is the time to cash in on their assets while buyers have
become less optimistic and are holding back price mark ups in reflection to this, Allied said. Finally, in the demolition
market, Allied noted that further price squeeze is put on every day by the vast number of demo candidates circulating
the market, while demo buyers are still in the beneficial position of picking out the best candidates they can find.
Despite this and what the price trends are showing, things in the market have started to improve with more and more
end buy-ers managing to re-enter the market after a long period of being ab-sent after the developments noted in the
market during the summer. This may well act as a slight boost, though it is doubtful how strong their appetite and
ability to speculate right now may be, as such keeping a cap on their ability to price up the market rates given. It
seems as though further discounts can be expected over the coming days, though given the recent trends the drop in
price levels will re-main gradual for the time being rather then a sudden drop like the one noted in June of 2015.
Further to this the Indian market now looks to be lagging behind the rest of the Indian Sub-Continent, with the Indian
budget due towards the end of the month, causing a more selective buying appetite from buyers there.
Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide

LNG Gorskaya set to have its floating storage


unit built at shipyard Maris

LNG Gorskaya LLC involved in Saint-Petersburg based project on establishment of an LNG plant with an export
terminal and a bunkering fleet is set to build a non-self-propelled barge with an onboard re-gasification plant for
selling LNG Gorskaya product when deployed in a European port. The Company says the barge of 7,000 cbm in
capacity will be built by Maris LLC which has already developed the conceptual design of the facility.The barge of 125.8
m in length, 24 m in width and 8.6 m in depth will have on its deck 12 tanks of with capacity of 584 cbm each. Maris
LLC (Astrakhan) specializes in managing the construction of unique maritime facilities. LNG-Gorskaya LLC is involved in
the project on creation of an LNG company with its own fleet to deliver LNG to European consumers and to bunker
vessels in the water area of the Gulf of Finland.The project implies the construction of a floating LNG plant with annual
capacity of 1.26 mln t of LNG, 9 bunkering tankers, pier, loading rack and gas pipeline, as well as the creation of
several LNG terminals outside Russia: in Finland, Germany and Sweden.Liquefied natural gas will be produced by a
complex assembled on a non-self-propelled barge. The plant will be able to process 1.968 bln cbm of gas per year.
LNG-Gorskaya LLC is going to put the complex into operation and to start selling LNG in late 2017. The project is to
become fully operational in 2021. Source: Portnews

CMA CGM-Cosco in New Alliance?

The worlds third-largest container carrier CMA CGM recently attended a meeting in Shanghai where the possibility of a
new French-Asian alliance was discussed with the newly formed China Cosco Shipping Corporation which is made up
of Cosco and CSCL according to Shipping Watch.The proposed merger would also include Orient Overseas Container
Line. Lars Jensen, CEO of Sea Intelligence Consulting, said: "In today's market, it's absolutely crucial to be part of a
major alliance. Technical Paper: Unprecedented challenges: tackling the biggest alliances UASC would come under
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severe pressure if this new alliance becomes reality. "It would very much disrupt the scenario we have today, and it
would raise numerous questions and create new challenges.Mr Jenson concluded: With APL out of the G6 alliance,
we're now looking at G5. And if OOCL also walks out, it'll be G4. This puts Hapag-Lloyd, in particular, in a wholly new
and unclear situation." Source: porttechnology.

Heeremas BALDER lifted the new J-lay tower onboard in Rotterdam-Caland canal
Photo: Hans van der Linden www.facebook.com/AerolinPhoto. (c)

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Latest rescue prompts island tug fears

The Orkney Islands Tug EINAR towing the stricken


Netherlands registrated SCHOKLAND On the eve of
crunch talks over the future of emergency tugs in
Scotland, Western Isles Council has warned that the
situation is a disaster waiting to happen.
Left : The EINAR seen from the SCHOKLAND enroute
Kirkwall (Orkneys) photo : Jan van Vuuren (c)
The warning comes after a Dutch cargo vessel was
towed by tug to Kirkwall in Orkney for repairs at the
weekend following an engine breakdown shortly after
passing through the Pentland Firth on Saturday.The
Orkney Towage tug EINAR was called to the assistance
of the Schokland, which was drifting without power two
miles off the south-west coast of Hoy. Now Western
Isles Council is to continue the case, along with
colleagues in neighbouring councils, for an ETV to again
be based in the West of Scotland. After the eighth storm
of the season, Henry, battered the coasts of Scotland
last
week,
the
Maritime
and
Coastguard
Agency
has
invited
stakeholders to a meeting to discuss
the future of ETV provision in the UK.
The move comes less than two
months before the end of the current
contract for the last remaining
government funded ETV.
Right : The ETV HERAKLES seen
moored in Kirkwall (Orkneys)
photo : Jan van Vuuren (c)
Western Isles Council convener Cllr
Norman MacDonald, who will attend
the meeting in Edinburgh on
Wednesday, said: I believe that the
number of incidents over the past few
years highlight the very serious risks around our coastal waters, said Cllr MacDonald.It is absolutely essential that we
have an additional ETV, based on the west coast, so that we have adequate safety measures in place to respond
swiftly to incidents, to protect lives and minimize the risk of environmental damage.We remain very concerned, as do
colleagues in neighbouring councils, about the current situation the suggestion that the north based ETV could also
be removed when the current contract expires in two months, is quite frankly incomprehensible. What we need is
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additional provision; not a reduction. I will reiterate our strong belief that the north based tug contract should be
renewed and we will urgently seek a reinstatement of a west coast based ETV. Since the Governments 2010
Spending Review, the Minch and Northern Islands have been serviced by only one ETV, based in Kirkwall in
Orkney.The removal of the other ETV, previously based in Stornoway, means that it could take hours for emergency
assistance to get to a vessel in distress, particularly on the west coast.The Kirkwall vessel is only funded until March.
The UK Government has yet to make a commitment to retain the ship. Source: Press and Journal

DYNAMARINE announces the establishment of


a Ship-to-Ship course, a training in cooperation with MARIA TSAKOS TCM ACADEMY

Ship to Ship transfer operations (STS)


are high risk and require thorough
understanding
and
specialized
knowledge. The scope of this training
course is to provide Deck Officers and
Captains
with
extensive
understanding in ship handling
principles focused on STS interaction
and best operating practices. The
theoretical part incorporates issues
associated with the shore and crew
personnels
preparedness,
due
diligence actions, risk management
and vetting requirements according to
industry practices and latest statutory
rules and regulations.nThe course is
hosted in the facilities of Maria
Tsakos TCM Academy and utilizes a state of the art full mission ship handling simulator from KONGSBERG. The course
integrates both theory and practice in the simulator. The vital cooperation of shore operators with the crew is
thoroughly analyzed, whilst focusing on the clearance on nominated vessels, on the technical assistance from shore to
the vessel, necessitated compatibility assessments and risk management. Master and crew duties are clearly defined
and discussed. It also incorporates the latest MARPOL amendments, Manual on Oil Pollution of IMO, 2013 guidelines of
OCIMF and 2016 STS FAQ of DYNAMARINe and Clyde & Co.The practical training in the simulator entails extensive
realistic scenarios at anchor and underway. The effect of weather condition is examined and emergency situations are
also incorporated. The training process allows for four officers to be concurrently trained in different roles by qualified
instructors. Source: Dynamarine

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Biggest container ship ever in North America


coming to West Seattle's Terminal 18

By Patrick Robinson
Harbor island's Terminal 18 is going to get a huge visitor later this month when the largest container ship to ever visit
Seattle (or any North American port) the BENJAMIN FRANKLIN sails here. Terminal 18 is equipped to handle the
new class of Post Panamax ships (unlike Terminal 5 which has yet to be upgraded) which in the case of the Benjamin
Franklin can carry 18,000 containers. A conventional container ship can carry 10,000. Terminal 18 is the largest
container facility in the Pacific Northwest with 10 cranes and 24 truck lanes. The massive 200,000 ton vessel, at 1310
feet long is longer than two Space Needles and wider than the football field at Century Link. It stands 200 feet tall.
The ship is owned by France-based shipping company CMA CGM Group, flagged out of London and was built in China
where it is based. During its maiden voyage it made a stop in Oakland, barely clearing the Golden Gate bridge by just
20 feet.Source: westseattleherald

Conman who fleeced Allseas out of $105m


faces lengthy jail sentence

A court yesterday heard more salacious details of the conman who managed to fleece Dutch shipping line Allseas out
of $105m posing as the Popes banker. Luis Nobre, one of a gang of conmen claiming to be international financiers
with access to a secret trading platform in the Vatican, was found guilty on different fraud-related crimes at a UK court
hearing. The trial has overrun by three months.Prosecutor David Durose said: Allseas were seeking to raise capital in
order to fund the building of a new ship and had available the enormous sum of EUR100m to invest Ultimately it is
clear that the individuals who ended up advising them were not the international financiers that Allseas thought they
were.Durose recounted how Allseas lost control of the entire sum of EUR100m although they did not realise they had
been defrauded for some time as they were led to believe the money was still in the process of being invested on their
behalf.Nobre was introduced to Allseas senior management as an A1 trader with links to the US Federal Reserve as
well as a secret trading platform connected to the Vatican via the Spanish royal family.Co-defendant, London based
solicitor Buddika Kadurugamuaw, 46, was found guilty of helping the gang launder 111,400 of cash.The gangs leader
Marek Rejniak is on the run. Nobre will be sentenced today while Kadurugamuwas sentence will be revealed on March
4. Source: Splash 24/7

BIMCO: Demolition age drops as the dry bulk


market enters another challenging year

The dry bulk market faced a lot of headwind in 2015 as dwindling demand and over-supply created very unfavourable
market conditions. 2016 has shown no improvements so far and prospects for the rest of the year are not looking
promising. With poor earnings across the board the average scrapping age has dropped among all the dry bulk
segments.The capesize segment especially has seen a big drop in the average scrapping age; dropping almost four
years from an average age close to 25 in 2014 to less than 21 in 2015. This is the result of a record amount of
capesize tonnage that was scrapped in 2015.
Chief Shipping Analyst, Peter Sand says: Despite a relatively low demand for scrap steel in 2015 the demolition of dry
bulk ships was high compared to previous years, and the capesize segment was the leader of the pack.A total of 15.5
million DWT of capesize tonnage was sent for demolition in 2015 more than half of the total 30 million DWT of dry
bulk tonnage scrapped.The extensive demolition activity within the dry bulk shipping industry is expected to continue
to climb through 2016. So far, the year has already started well with 4.6 million DWT scrapped in January alone. This
increasing demolition is a very welcome development, but a lot more ships need to be scrapped in order to improve on
the unfavourable market conditions present in the dry bulk market. The average demolition age follows the state of
the market or at least the sentiment in the market. 2013 was one of the most volatile years for dry bulk shipping. After
a very weak first half, things got better towards the end of the year. The improvement was partly due to some
intensive stockpiling ahead of the Indonesian ban on exporting unprocessed mineral ores, posed to go into effect from
the beginning of 2014. As the ships were kept busy towards the end of the year scrapping remained low and the
average demolition age climbed slightly.In 2014 the tumbling demand from import giant, China, hit the market hard.
With an increase in hydropower generation, Chinese imports of thermal coal including anthracite, became the biggest

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disappointment, despite lower prices. Dropping from 192 million tons in 2013 to only 165 million tons in 2014. This
development continued into 2015 where imports reached another low of only 108 million tons.
Iron ore prices also dropped, however contrary to thermal coal, buyers took advantage of the low price, and volumes
rose. Unfortunately, short-haul trading out of Australia covered almost all of the new demand.
With demand growth mainly skewed towards iron ore, a trade mostly covered by the capesize segment, meant that
only few capesize ships were scrapped. Only 4.2 million DWT worth of capesize was scrapped in 2014, much lower
than the 7.9 million DWT scrapped in 2013 and far below the 12 million scrapped in 2012. This resulted in a significant
increase in scrapping age for the capesize segment in 2014.Peter Sand adds,, Chinas appetite for raw materials has
been a major driver for the dry bulk market and with the current slowdown and different direction of its economic
development, the appetite for major dry bulk commodities has stalled. The decreasing age of dry bulk ships being
scrapped, is a mirror image of the tough challenges currently facing owners and operators in the dry bulk market.
Although a stronger permanent growth on the demand side would provide the biggest relief, this seems unlikely in the
near future. Alternatively increased scrapping could be a way to improve the fundamental imbalance between supply
and demand in the dry bulk shipping market. Source: BIMCO

BIBBY SHIP MANAGEMENT TOPS ISLE OF MAN


VESSEL MANAGEMENT STATISTICS

Bibby Ship Management is once again the largest representative for vessels flying the Isle of Man flag in providing
representative services for 30% of vessel tonnage registered on the island. This compares with 25% in 2014,
according to official statistics The Isle of Man Ship Registrys total merchant vessel fleet stands at 407, equating to
14.95m gross tons. From these vessels, Bibby Ship Management has increased its portfolio to 90, an increase of 10
vessels from November 2015. Mark Robertshaw, Group Commercial Director for Bibby Ship Management, said:
Representing the largest proportion of vessels isnt just a reflection on the quality of the services we offer to our
customers, but also how Bibby Ship Management is regarded on the Isle of Man. This outstanding growth
demonstrates the success and importance of our customer-focused approach to ship management. Dick Welsh,
Director at the Isle of Man Ship Registry, added: Having good representation on the Isle of Man for new and existing
clients is of paramount importance. Together we can provide a one-stop-shop in the Isle of Man and serve the needs
of our clients effectively and efficiently. This demonstrates the importance of the public/private partnership which is
one of the Isle of Mans greatest strengths. We are very fortunate to have global operators such as Bibby Ship
Management on the Island, providing these services to an expanding network of clients from the international marine
and offshore sectors.Throughout its global network of offices, Bibby Ship Management offers a wide range of marine
services to customers throughout the world. The companys Isle of Man office is home to its statutory management
service, as well as offering crew management, payroll and travel services to customers from all sectors of the
international maritime industry.

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STILL GOING STRONG

Tug/pushboat ARGUS, 1955 ex Smit & Co, owned by Gerrit den Boer Sleepdienst bound for Dordrecht.
Photo: Kees van Gameren (c)

Big Containerships losing edge on lower


bunker prices says Drewry

Much lower marine fuel prices are reducing big containerships cost advantages. Drewry Maritime Advisors examines
the impact on carriers network planning. Bunker prices are now at a low level not seen since the early 2000s. When
bunker prices increased five-fold, to levels in excess of $600 per tonne, lines responded with a number of cost saving
measures as they focussed on bunkers as the biggest single cost item in their business. However, with the complete
reversal of that trend, and bunker prices now in the range $100-150 per tonne again, Drewry Maritime Advisors has
examined how this change in the lines cost structure may influence the way in which they plan and operate their
networks.
Slow steaming is it still justified?
Slow steaming and later super slow steaming became a feature of lines operations when bunker prices rose
dramatically in 2007/8; then when the global financial crisis reduced demand, slow steaming also had the advantage
of soaking up the surplus vessels. When demand returned to more sustainable levels, lines continued with slow
steaming because of the significant cost advantages, even when the full cost of the extra vessel(s) had to be met.
However, with bunker prices recently approaching $100 per tonne, where does this leave the advantages of slow
steaming?
Drewry has modelled the ship system costs (vessel, bunker, port and canal costs) for an illustrative Asia to North
Europe loop, using 11, 10 or 9 ships to provide a weekly service, and with bunker prices at $100, $300 and $600 per
tonne It is no surprise that at a bunker price of $600 per tonne, a reduction in the number of vessels per loop would
increase the effective slot cost. At a price of $300, there is very little change in slot cost if loop speed is increased, and
the number of vessels reduced. However, at a bunker price of $100 per tonne, there are clear cost savings from
increasing service speed, and reducing the number of vessels per loop. Does this mean we will see a rush to speed up
loops on the main East/West trades? probably not.
Lines and alliances will have carefully planned their networks, including terminal berth windows, based on their present
slow steaming speeds. To increase service speed would require major re-planning, and potential disruption.
Lines may be nervous of making radical changes, in case bunker prices swing back up again given the apparent
inability of forecasters to predict these changes.
And at present, as at the outset of slow steaming, there is an excess supply of tonnage, which would only be
exacerbated if more ships were released as a result of speeds being increased. On the other hand, with bunkers being
relatively cheap, we may see other steps being taken by lines:
Extra calls may be added to loops, as the incremental cost of faster steaming will be lower.
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Schedule reliability should improve (as is already happening) lines should be more willing to pay the cost of
speeding up to achieve an on time arrival.
A carrier and/or alliance may see this as an opportunity to gain a marketing advantage by offering a fast transit service
on key routes, using the additional speed capability of their vessels. While sudden change is unlikely, lines should be
aware that the ongoing surplus of tonnage will get worse if there is a trend to remove ships from loops.
Low bunker prices do these change the equation on economies of scale?

Large vessels deliver economies of scale (i.e. reducing ship system cost per slot) both through reducing the
capital/operating cost per slot of the vessel, and through the reduced bunker consumption per slot of larger vessels.
Operationally, the savings will still be made, irrespective of the bunker price. However the value of the bunker savings
will diminish at lower bunker prices.
To see the impact of lower bunker prices on economies of scale, Drewry has modelled an Asia to North Europe loop
Our conclusion is that over a vessel size range from 8,000 to 18,000 teu, the impact of bunker price on economies of
scale is fairly limited for example when increasing vessel size from 8,000 to 14,000 teu, a saving in slot cost of 21%
at a bunker price of $600/tonne only reduces to a 16% saving at a price of $100.
We have also extended our comparison of vessel sizes down to Panamax vessels of around 4,000 teu, and looked at
slot costs on the Asia to US West Coast trade for vessel sizes from 4,000 to 14,000 teu This conclusion was reached
using a current market charter rate for a Panamax 4,000 teu vessel of $12,500 per day, which although still relatively
low, is higher than the rock bottom rates being earned in 2013/2014. This suggests that low bunker prices may well
give a new lease of life to Panamax vessels which, at current charter rates, can compete on costs with vessels twice
their size on trades that cannot sustain the largest vessels.
Our view
A continuation of the current low bunker prices is not going to change the drive of the lines to larger vessel sizes in
pursuit of economies of scale, but it does represent a stay of execution for the smaller Panamax ships.While there are
other reasons why lines may continue slow steaming for the time being, a trend of increasing service speeds will
reduce global requirements for tonnage. Lines should carefully consider this change when planning any orders for new
vessels. Source: Drewry Maritime Advisors (ciw.drewry.co.uk)

Wrtsil Ballast Water Management System


chosen for new crane ship design

A new crane ship designed by Netherlands based Royal IHC, a global leader in offshore, dredging and mining vessels,
will feature the Wrtsil Aquarius UV Ballast Water Management System (BWMS), the company said in its press
release. The first vessel of this design is currently under construction at a shipyard in China. It is being built for Scaldis
Salvage BV, a Belgium based offshore marine contractor. The contract with Wrtsil was signed in the third quarter,
2015. The Wrtsil BWMS to be supplied has been specially designed to meet the space requirements of this vessel. In
addition to the compact solution, Wrtsil has also provided engineering support to both the designer and end-user so
that the system can be correctly operated in accordance with the regulations. Wrtsil has earlier been contracted to
supply the main engines and gensets for this vessel. Source : Portnews

Early 2016 sees record low utilisation levels

Owners in the North Sea are struggling to find work many are struggling to keep their companies afloat
It hasnt been an easy start to 2016 for operators and owners of platform supply vessels (PSVs) and anchor-handling
tug/supply (AHTS) vessels. At the beginning of February, overall utilisation in the North Sea (both term and spot
markets) came in at 55 per cent the lowest seen in recent years.Figures from IHS Petrodata paint a depressing
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picture of the industry in the region, where, at the time of writing, 115 vessels were laid up. Comparing the state of
affairs year-on-year, it becomes clear just why the market is struggling so much.In early February 2016, term and spot
demand amounted to 217 vessels. At the same point one year earlier, demand amounted to 296 vessels, representing
a drop of around 26 per cent. Over the same period, however, the fleet size in the North Sea has risen from 348
vessels to 394, representing an increase of around 13 per cent.
Short-term bursts of high rates aside (December 2015 saw the fixing of AHTS vessels at 100,000 per day), day rates
for both PSVs and AHTS vessels are now completely unsustainable at their current depressed levels, meaning that
some sort of market consolidation is a near certainty in the coming months.The financial strain the challenging market
has had on European and Norwegian OSV companies is all too evident. The latest to suffer issues are Norway-based
vessel owner Havila Shipping and The Netherlands-based World Wide Supply. In the case of the latter, bondholders
have taken over the companys shares, which have subsequently been transferred to another company (WWS
Recovery AS). At the time of writing, Havila Shipping was in the midst of trying to reach an agreement with
bondholders over a financial restructuring plan.Up until now, Havila has received the support of banks but is waiting
for bondholder approval to push through a deal to restructure its finances in a bid to secure its financial future. Havila
revealed in January its restructuring plan, which involves reduced loan repayments and a reduced credit margin as well
as renewed maturity dates for balloon payments. The deadline for the bondholder vote was originally scheduled for
the end of January but was then moved to mid-February. Havila, like many of its rivals in the OSV industry, has
suffered because of problems caused by the reduced oil price. It currently has two AHTS vessels and one PSV laid up
in Norway; however, the vast majority of its other OSVs are engaged on long-term charters, with only one AHTS
vessel exposed to the challenging North Sea spot market.At the time of writing in early February, there are 35 OSVs
currently available for charter on the North Sea spot market, despite the fact that over 100 ships currently are laid up
in the region. That shows just how challenging the market is, as those 100 plus vessels will at some point have to
return to the market. Getting all of them back in service seems like an almost impossible task, in the near term
anyway.There are also 35 vessels currently being built at yards in northwest Europe vessels that will also put more
pressure on the already oversupplied market when they eventually enter service.Struggling companies cant do
anything about the low price of oil, which nobody could have foreseen not much more than 18 months ago when the
price was well above US$100 per barrel. What they can do, however, is take a much closer look at areas in which they
can be more efficient and cut costs where possible. Unfortunately, this has so far led to large numbers of jobs being
cut and lots of vessels being stacked.The situation doesnt look like changing in the meantime, forcing the hand of
vessel owners even further. It is hoped during this tumultuous period that all companies associated with the oil and
gas industry will take steps to improve their efficiency in the hope that they will be able to reap the rewards if and
when the price of oil heads in the right direction again. Source : Offshore support journal

FPSO Kwame Nkrumah shuts down for repairs

Gas exports from FPSO KWAME NKRUMAH to the Ghana National Gas Companys onshore processing plant at
Atuabo was temporarily halted yesterday at 4pm to fix a leak in the pump of the gas export system.Engineers are not
certain how long it will take to fix the leak.Sources said the shutdown will not have any negative impact on power
supply because the Volta River Authority (VRA) has enough crude oil in Takoradi to power its thermal plants.Despite
the shutdown of the FPSO Kwame Nkrumah, Ghana Gas was supplying 40 million standard cubic feet of lean gas as at
Monday.
Sources said that was made possible because the onshore pipelines of Ghana Gas, which also serves a storage facility,
have gas in them .Ghana Gas will only shut down completely when the volume of gas in the pipeline runs
low.However, sources said that if it is a minor leak, the plant should be back on line in some 24 hours.Tullow
communicated the unplanned shutdown to Ghana Gas, which in turn informed VRA and other downstream
players.Various challenges have hindered the delivery of a potential 120 million standard cubic feet of gas a day from
the FPSO Kwame Nkrumah to the processing plant at Atuabo.Since gas production commenced, Tullow Ghana has
undertaken several unplanned shutdowns of the FPSO Kwame Nkrumah as a result of faulty compressor.In
January, a faulty compressor was reported to have similarly hindered gas supply from the Jubilee field. The
compressor works in a similar fashion to pumps; it increases the pressure of the gas by reducing its volume and
transports it through a pipe. Regular supply of gas from the Jubilee fields has been hindered by the continuous failing
of the field operator, compressor at the FPSO Kwame Nkrumah.The compressor used by the oil company works in a
similar fashion as pumps. It increases the pressure on a fluid and can transport the fluid through a pipeThis reduces
the gas supplied to the Gas Processing Plant at Atuabo for processing and onward supply to the VRAs plants at
Aboadze for power generation. Source:Finder

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NAVY NEWS

The Spanish AOR A 15 CANTABRIA outbound from Amsterdam Photo : Ad de Kruijf SPS CANTABRIA (A15)
is a replenishment oiler operated by the Spanish Navy. Acquired to provide logistical support for the Spanish fleet,
Cantabria was commissioned in 2010. CANTABRIA is the second-largest naval ship currently operated by the
Spanish, behind Juan Carlos I. Cantabria was laid down in the dry dock of shipyard of Puerto Real, Cadiz, on 18 July
2007; the first ship to be built there in 30 years. The ship was launched by floating on 21 July 2008, and was
sponsored by Aurora Diaz Abella, the wife of Miguel ngel Revilla, the President of the Autonomous Community of
Cantabria. The ship underwent sea trials in the Bay of Cadiz from October to December 2009. She was commissioned
into the Spanish Navy on 29 September 2010. The original budget was 213m but the final cost was 238m.The
design has been evaluated by foreign buyers. Canada approached Navantia to provide a design for the Joint Support
Ship Project based on Cantabria, but Navantia's proposal was not successful, The Norwegian Navy has also expressed
interest, but they have announced an order for a replenishment ship from South Korean shipbuilder DSME Australia is
also considering the design for their replacement tankers, with Navantia competing against the Aegir variant of the
Tide-class tanker built by South Korea's DSME in a restricted tender competition.

5th Russian-built Kilo-class submarine arrives


in Vietnam

The fifth of the six Kilo-class submarines that Vietnam purchased from Russia has arrived at Cam Ranh Bay, Thanh
Nien news reported. The submarine, which was delivered by a Dutch-registered cargo ship, laid anchor near the Cam
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Ranh Port, according to the report. The sixth submarine is undergoing sea trials in Russia and is expected to arrive in
the middle of 2016.Vietnam purchased the six submarines for $2 billion in 2009.

The guided-missile destroyer USS WILLIAM P LAWRENCE (DDG 110) transits the Pacific Ocean. Providing a
combat-ready force to protect collective maritime interests, Lawrence, commanded by Cmdr. Walter C. Mainor and
assigned to the Stennis strike group, is operating as part of the Great Green Fleet on a regularly scheduled Western
Pacific Deployment. Photo: U.S. Navy

SHIPYARD NEWS

Harland & Wolff Dry Docks Rival Ferries

The Belfast firm, Harland and Wolff, one of Europe's largest heavy engineering facilities is drydocking a pair of rival
ferries for routine annual winter refits, writes Jehan Ashmore.In recent days, Irish Ferries seasonal French routes
cruiseferry, Oscar Wilde entered the facilities Belfast Dry Dock, having covered Rosslare-Pembroke sailings.
At 335 metres in length, the 50.39m wide drydock provides plenty of space for the Rosslare-based 166 metre ferry on
a beam of 28 metres. Upon completion of the work, Oscar Wilde launches the year's season with Rosslare-Cherbourg
sailings on 24 February and opens the Roscoff service on 6 May. The rest of the Irish Ferries fleet (except Epsilon)
received dry dockings at Cammell Laird, Birkenhead and also A&P Falmouth.
Rivals Stena Line which began last month a 4.4m contract with Harland & Wolff to refit seven Irish Sea based vessels,
among them a Belfast-Cairnryan ferry, the 203 metre Stena Superfast VIII. The ferry is located in the larger Main Dock
which measures 556 metres long. Spanning the 93m wide dock are the famous Samson & Goliath gantry cranes that
dominate the skyline.Over the course of the two-month contract, each Stena ferry will visit the shipyard on a carefully
sequenced timetable to facilitate a range of specialist works.Harland & Wolff in a separate yet related contract to Stena
Bulk (part of the Stena Group) carried out major refit work that began last year on the Aframax ice-class 240m long
Stena Arctica. On that occasion, the 117,000 dwt crude oil tanker that features an ice-breaking bow to cope with polar
conditions had also occupied Belfast Dry Dock. Source: afloat

First Damen tug for Fratelli Neri

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ASD Tug 3212 with render-recovery winch improves safety and flexibility in towing and escorting
operations
Fratelli Neri S.p.A has taken delivery of a
Damen ASDTug 3212. The new vessel,
called LUISA NERI, was handed over from
Damen Maaskant Shipyards Stellendam in the
Netherlands, on 25 January 2016. The vessel
represents two firsts: it is FratelliNeris first
Damen newbuild tug and it is the first ASD
Tug in the Mediterranean with a Damen
render-recovery winch.
Damen is renowned for its quick delivery
times and this contract further reinforces that
fact: the smooth process from contract to
delivery taking just 5months. With the vessel
built for stock, Damen Maaskant Shipyards
Stellendamcarried out the final outfitting
works to bring the Luisa Neri up to client
specifications. These modifications included,
amongst other things, the installation of a
deck crane and all equipment necessary to comply withFiFi 1 notation, Oil Recovery notation and Italian flag. As one of
the largest tug owners in Italy, Fratelli Neri will be putting the LUISA NERI to use in its home port of Livorno. With
some tight turns, Livorno is well known for being quite a challenging harbour to operate in, comments Damen
Regional Sales Manager Andrea Trevisan. The Luisa Neri has the power just over 80 tonnes of bollard pull the
manoeuvrability and the right equipment to handle these difficult escorting duties though.
High performance towing equipment
The vessel is provided with a Damen render-recovery winch on the
foredeck and a Damen towing winch on the aft deck. Both winches
aredesigned and engineered by Damen Maaskant Shipyards
Stellendam and produced by Damen Marine Components.These
winches allow operators to work in the toughest offshore conditions.
The render-recovery winch on the fore deckis a double drum
anchor/towing winch, with 200 metres of Dyneema towing wire on
each drum. The winch is directly driven by two Hgglundshydraulic
motors connected to the main shaft. The aft towing winch is a single
drum towing winch, with 750 metres of steel towing wire on the
drum. The winch is directly driven by one Hgglunds hydraulic
motor connected to the main shaft. Because the winches are not
provided with gearboxes the design is very compact, robust and
maintenance friendly.
All operating conditions
Each winch drum can be connected to the main shaft by means of
aspring released, hydraulically engaged friction clutch fitted on the
inside ofthe stainless steel brake drum connected to the winch
drum. The use of friction clutches guarantees a safe and fast quickrelease operation of the winches in all operating conditions. Each
winch drum can be connected to the deck by means of
ahydraulically released, spring engaged band brake fitted on the
outside of the stainless steel brake drum connected to the winch
drum. An accumulator with sufficient capacity to release the band
brakes several times is installed in the hydraulic system to
guarantee a safe and fast quick-release operation of the winches in all operating conditions. The maximum brake
holding capacity is 200 tonnes.
In control
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This winch outperforms its competitors by far, says Damen
Senior Design & Proposal Engineer TugsErik van Schaik. When
working in the automatic modethe winch system is capable of
arendering speed up to 100 m/min with a line force of 100 tonnes
and a recovery speed up to 50 m/min with a line force of 60
tonnes. The systemprevents high peak loads in the towing wire
during open water operations in sea conditions up to 3 metre
significant wave heights and 6 second wave periods. Thus
reducing the chance of the towing line breaking and making
offshore towing and escorting duties much safer. It really is
unique in the industry. The render-recovery winch also givestug
captains an outstanding degree of flexibility, continues Mr Van
Schaik. They can work with various operating modes depending
on the weather, the sea conditions and the work needed to be
done.These modes are used to control either the distance or the
forces acting between tug and the vessel it is assisting.
Tight turns
Damens ASD Tug3212 has excellent seakeeping characteristics, manoeuvrability and is optimised for operations in
exposed waters by numerous features. The design consists of a large freeboard and more pronounced V-shaped
frames in the lines of the fore ship. This, in combination with a more raised forecastle deck, ensures a relatively dry
working deck.Providing high dynamic stability, the vessels deep skeg, bilge keels and relatively low wheelhouse ensure
low accelerations for increased comfort, safety and seakeeping performance. The fendering system has a large contact
area to assure low static contact pressure and large energy absorption capacity: This guarantees a low dynamic
contact pressure during impact.
Like Damen Shipyards Group, Fratelli Neri is a proud family-owned company with a long history. Damens origins go
back 89 years. Neris activities began at the end of the nineteenth century when Costante Neri was involved in the
coal trade from the United Kingdom. He expanded operations with the acquisition of a 65 hp coal-powered tug to offer
salvage and wreck removal services. While Fratelli Neri has previously taken delivery of a Damen Stan Tender
1905 and two second-hand Stan Tugs 2608, the LUISA NERI is the companys first new build Damen tug. We are
really looking forward to serving Fratelli Neri in the future. Although we hope that it doesnt take another 89 years for
us to work together,quips Mr Trevisan.We would also like to take this opportunity to thank the whole management
team at Fratelli Neri for all the trust they put in this project. Their excellent cooperation throughout the building
process made this a truly enjoyable experience for the project managers and the production team at Damen
Maaskant. Considering the challenging delivery time, this contributed to the final success of the project, concludes
Mr Trevisan.
The extremely flexible characteristics of this tug, the experience and the professional capacities of Damen Shipyards
Group together with the experience of the crew are
such as to make us confident that this new unit will
be able to fulfil the duties it will be asked to perform
in a ready, efficient and safe way, says Fratelli
Neri Managing Director, dott Piero Neri (great
grandson of Costante Neri). A particular thanks
goes to the workers, employees and the managers
of Damen Shipyards Group, who have built such
a powerful and efficient tug and also a thank to the
management and inspectors of Neri Group, who
have helped us in our long lasting project of renewal
and improvement of our fleet.To Damen may the
delivery of this tug be only the beginning of a long
series of new building tugs with us. To this new ship, Luisa Neri, a long, safe navigation with her crew.

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Fincantieri starts works on the logistic support


unit for Italian Navys fleet

The steel cutting ceremony of the LSS logistic support units stern section was held today at Fincantieris shipyard in
Riva Trigoso (Sestri Levante, Genoa). Construction works, therefore, officially started on the first unit, as provided in
the renewal plan of the Italian Navys fleet, which has been commissioned to Fincantieri, the company said in its press
release.The section is about 86 meters long, 24 meters wide, 16.3 meters high, weighing about 7,000 tons. In the
coming months it will be launched and transported by sea to the shipyard in Muggiano (La Spezia), where it will be
assembled to set up the entire unit with the bow section, whose steel cutting ceremony will take place on February 16
in the shipyard of Castellammare di Stabia. The delivery of the LSS is scheduled in 2019.
The beginning of the construction also involves RINA Services. The experience gained in a number of past projects and
the close cooperation between RINA and the Italian Navy at international level for the development of the Naval Ship
Code (a standard equivalent to the SOLAS - Safety of Life at Sea, but applicable to naval vessels, which has been
developed by the International Naval Safety Association which includes also RINA, the Italian Navy and the main
NATOs Navies) have allowed to refine the cooperation forms, overcoming the traditional concept of class and taking
greater account of the specific technical and operational needs of the Navy.
The LSS will be classified by RINA pursuant international conventions about prevention of pollution regarding the more
traditional aspects, like the ones of the MARPOL Convention, as well as those not yet mandatory, as the Hong Kong
Convention about ship recycling.The LSS is a vessel that provides logistics support to the fleet, endowed with hospital
and healthcare capabilities thanks to the presence of a fully equipped hospital, complete with operating rooms,
radiology and analysis rooms, a dentists office and hospital rooms capable of hosting up to 12 seriously injured
patients. The ship is capable of combining capacity to transport and transfer to other transport vessels used for liquids
(diesel fuel, jet fuel, fresh water) and solids (emergency spare parts, food and ammunitions) and to perform at sea
repairs and maintenance work for other vessels. The defense systems are limited to the capacity of command and
control in tactical scenarios, communications and dissuasive, non-lethal defense systems. The vessel is also capable of
embarking more complex defence systems and becoming an intelligence and electronic war platform.
165 meters long
speed of 20 knots
200 persons including crew and specialists
4 replenishment station abeam and 1 astern
Capacity to supply drinking water to land
Capacity to provide electricity to land with 2500 kw of power
Possibility of embarking up to 8 residential and healthcare modules
Capacity to perform rescues at sea, through recovery and seabed operations (the ship is equipped with an 30 tons
offshore stabilized crane stabilized)
base for rescue operations through helicopters and special vessels
Source: Portnews

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Meyer Turku Yard confirms contract with TTS


Marine AB for delivery of access equipment to their
fifth and sixth newbuildings for TUI Cruises

Meyer Turku Yard has confirmed a contract with TTS Marine AB for delivery of access equipment to their fifth and
sixth newbuildings for TUI Cruises, the company said in its press release.A contract is reported with Meyer Turku
Yard in Finland for delivery of access equipment to their newbuildings, 1392 and 1393, for TUI Cruises to be named
MEIN SCHIFF 7 and Mein Schiff 8. Previously TTS Marine AB has delivered similar equipment the yards and TUIs
recent four newbuildings, of which two are already delivered and two under construction. The third vessel in the series
will be delivered during May 2016. The contributions from TTS include shell doors, platforms, covers, elevators and
gangways as well as luggage and provision side loading systems, in total about 40 items . The TTS deliveries include
design, fabrication and installation of the equipment. Among other things, TTS scope includes telescopic aluminium
gangways. This is an easy-to-install-and-operate feature that both saves space and makes passenger access swifter as
it can be used as both an on-board gangway and give access from the terminal through the very same passenger
door.
The delivery and installation of equipment to MEIN SCHIFF 7 and 8, will be completed by the end of June 2017 and
February 2018 respectively. MEIN SCHIFF 7is scheduled for delivery to the owner during spring 2018 and Mein
Schiff 8 during spring 2019 TTS has also developed all-electric solutions for cruise doors, responding to the industrys
clear commitment to cleaner operations in environmentally sensitive areas. This application will be delivered to two
newbuildings for Star Cruises under construction at Meyer Werft in Papenburg. In addition TTS Marine AB has
recently also received one further major contract for delivery of access to the cruise industry to be built at a European
yard for a well-recognised operator in the cruise market. These deliveries and projects confirms the cruise industrys
appreciation and satisfaction of TTS equipment and solutions developed for this and other cruise vessel projects.
Source: Portnews

ROUTE, PORTS & SERVICES

Andr Meijer steps down as Huisman CEO

Huisman and Andr Meijer jointly announced today that Andr Meijer will step down from his position as CEO of the
company, with immediate effect.The company will implement an internal solution and adjust the management
structure accordingly, if required. Joop Roodenburg will remain involved in the day-to-day management of the
company and continue in his role as Chief Technology Officer (CTO).
Joop Roodenburg, on behalf of the Huisman Board:I regret to see us go separate ways after working together for
nearly half a year. I thank Andr for his contribution which will prove useful in the very difficult trading environment
our industry is facing and I wish him all the best in his future career.
Andr Meijer about him leaving Huisman: I regret that we came to the decision to part the company, but I am
convinced that Huisman has the capabilities and quality to continue to succeed in the future, despite the difficult
trading environment.Huisman is a globally operating company with extensive experience in the design and
manufacturing of heavy construction equipment for world's leading on- and offshore companies. The equipment, either
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being stand-alone to highly engineered and integrated systems is designed and manufactured under own
management, from concept to installation and service. The operations are divided between the offices in The
Netherlands, Australia, Brazil, China, Czech Republic, Norway, Singapore and the USA and the production facilities in
The Netherlands, Brazil, Czech Republic and China.

The RIO BARROW outbound from Antwerp navigation the Westerchelde Photo : Walter de Groot

BW Offshore takes a hit in depressed oil and


gas sector

By Charlie Bartlett from London


FPSO operator BW Offshore has posted a net loss of $216.3m for 2015 after taking a Q4 impairment of $186.9m to
write down to zero the net book value of its goodwill in the Oil and Gas sector. The company also completed an
impairment review of fixed assets during Q4 which led to additional charges of $85m for damages on FPSO Cidade de
So Mateus - which exploded off Brazil in February claiming nine lives - and $49.3m for revised-down values of other
vessels.Net loss for Q4 amounted to $234.5m, compared to net loss of $7.3m in Q3.The company called the Q4
adjustments only prudent due to expectations of prolonged downturn and limited new awards in the short to
medium term. It also warned that with the rapid fall in oil prices, BW Offshore faces increased risks of customers
defaulting on their obligations.However, it said that outsourcing of production remains a cost-effective solution for oil
and gas companies in the longer term, and predicted an improved market from mid-2017 where idle units are
expected to return to employment.BW Offshore operates 17 units, including an owned fleet of 14 FPSOs and one
FSO. Average Q4 uptime for vessels, excluding the damaged Cidade de So Mateus still undergoing repairs, was
99.6%. source: seatrade-maritime

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Yinson sees declining oil prices as temporary


setback

Yinson Holdings Bhd expects the declining in prices of crude oil in the global to be a temporary setback.
Group chief executive chairman Lim Han Weng said demand for floating production, storage and offloading (FPSO)
units would always be there although major petroleum companies would put their investment plans on hold. FPSO
units are floating production centres, which are used to receive and process raw oil from a nearby drilling platform.
The oil is stored in the vessel and then offloaded onto a tanker or through a pipeline. The oil and gas (O&G) sector is
likely to see zero investment within the next one to two years as oil producers are closely watching the trend in global
crude oil prices, he told StarBiz after the companys EGM. At the EGM, shareholders approved the proposed
divestment by the company of its non-oil and gas subsidiaries to Liannex Labuan Ltd for RM168mil cash. Han Weng
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said major oil producing countries would in the next one to two years, review their exploration activities by making
some adjustments and changes favouring them. He said if Saudi Arabia and Russia the two bigger crude oil
producers in the country were to cut their production capacity by one million barrels daily each, it would help to push
back the prices of oil to high time high.Right now, the global oil market is flooded by a surplus of two million barrels
per day which is the reason why the prices of crude oil are moving down south, he said.Han Weng said once the
petroleum companies started to invest again after a one or two year hiatus from now, the global O&G sector could
expect demand for the support-related services to go up.The market is big enough for six active players as the FPSO
segment is a niche market, clients (petroleum companies) will only entertain incredible players, he added. Yinson is
one of the six active players in the world others are one each from Malaysia, Japan, the Netherlands, Norway and
the United States. Executive director and group chief executive officer Lim Chern Yuan said the company currently had
US$5.60bil in its order book for the FPSO units which could keep it busy for the next 20 years. He said more than 50%
of the FPSO units in the order book were for clients to undertake exploration activities in Gabon, Ghana and Nigeria.
The African continent offers good growth prospects for us in the long term as only about 30% to 40% of the
continent has electricity supply, said Chern Yuan. He said the African countries would be investing billions of dollars in
years to come to build natural gas-powered stations to provide electricity for the population.Chern Yuan said with
more money to be pumped in by the govern

The MSC PREZIOSA in Malta Photo : Michael Cassar

P&I Clubs Under Pressure While Cost of Claims


Continues to Increase

Underwriting discipline in the marine protection and indemnity (P&I) sector will be tested over the February 2016
renewal period. Free reserves are at record levels, while the clubs ship operating owners still face challenging
commercial conditions and are looking to reduce costs. Competition is intense, exacerbated by a growing fixed
premium market, and rates are under pressure.The P&I market remains dominated by members of the International
Group of P&I Clubs, which as mutual insurers operating for the benefit of their members, have to balance the need to
maintain their financial stability with the fiscal constraints of their membership.In its new report, P&I Clubs under
pressure while cost of claims continues to increase, A.M. Best notes that, historically, this balance has been supported
by the use of investment income, not only to enhance free reserves, but also to subsidise weak underwriting results.
However, this strategy has been challenged by changing regulation and an investment environment characterised by
low interest rates and volatile equity markets. Over the past five years. most clubs have sought to achieve breakeven
underwriting results by pushing through rate increases, introducing minimum deductibles and increasing deductible
levels. As the clubs enter the 2016 renewal period, pressure from members and brokers to justify price increases is
growing.
Catherine Thomas, senior director, analytics, said: In general, the cost of claims continues to increase due to an
upward trend in shipowners liability limits and technological advances that now allow deep water wreck removal. In
contrast, A.M. Best has noted that the frequency of small to medium-size claims has fallen in recent years. A slowdown
in world trade has led to fewer voyages by ships, lower cargo volumes and less competition for experienced crews, all
of which would be expected to reduce the number of claims. However, when the global economy begins to recover,
there could be a corresponding increase in the frequency of loss events, and pricing decisions made now should reflect
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the prospect of higher claims frequency, as well as claims inflation.A.M. Best expects most clubs to enter the 2016-17
policy year in a good financial position. Reported balance sheets at year-end February 2015 demonstrated record free
reserves and overall balance sheet strength is likely to be maintained through to year-end Feb. 20, 2016.
P&I clubs have developed a better understanding of their risk-based capitalisation, encouraged by the implementation
of Solvency II in the European Union. Most have clarified their appetite for underwriting and investment risk, and clubs
now have a better understanding of the impact on capital of various realistic scenarios.Catherine Thomas added: The
next 24 months are set to be a testing period for the P&I clubs. Overall, capitalisation is at a robust level. However,
faced with the prospect of only modest investment returns, the sector will need to report near breakeven underwriting
results if current levels of free reserves are to be maintained. A.M. Best believes that this will be difficult to achieve
with premium rates under competitive pressure and in a challenging claims environment, characterised by volatile loss
experience and inflationary pressure on the cost of claims. Source: A.M. Best

The MSC MANDRAKI outbound from Bremerhaven - Photo : Els Kroon

East-West box shipping rates to decline in


2016 & volatility to remain: Drewry

DREWRY Maritime Advisors expects East-West container rates to fall again in 2016 and for pricing volatility to
remain a feature. Much will depend on the stability of oil prices, while the impact of the widened Panama Canal and
shipping alliance restructuring could also trigger sudden rate fluctuations. Spot market container freight rate volatility
intensified in 2015, with the rate erosion and volatility linked to declining oil prices and the ever widening gaps
between supply and demand, according to Drewry's latest Container Insight Weekly report. Drewry found that factors
such as the greater use of missed sailings and demand peaks saw monthly load factors, and subsequently rates, move
up and down more frequently, reported Port Technology International from London.Carriers also have themselves to
blame for the race to bottom by readily accepting cargoes at sub-economic levels, while the US west coast labourrelated slowdown and the impending widening of the Panama Canal also played a part. The World Container Index - a
joint venture between Drewry and Cleartrade Exchange - reported that its weighted-average index of 11 East-West
lanes rose by 67 per cent in the first week of January, 2016. That gain, equivalent to US$1,225 per TEU, was
sustained in the second week but thereafter two successive declines wiped out 60 per cent of the initial hike. Drewry's
analysis of the World Container Index data for the headhaul East-West lanes has found that freight rate variance has
been widening since 2012, and dramatically so in 2015 At the same time, the analysis reveals that carriers' attempts to
increase rates through general rate increases (GRIs) are increasingly ineffective.Average spot rates fell in five of six
sample lanes in 2015 with the Asia to Europe and the Mediterranean lanes the hardest hit, having lost about half their
value. The spread between the highest and lowest weekly rates was over $1,000 in three of the sample lanes, with
four lanes seeing that spread widen by over $300 from 2014.Shanghai to New York, by far, had both the highest
spread in 2015 and the biggest increase over 2014, as the trade went from rate highs of $2,500 per TEU in early 2015
when cargo was being diverted from the US west coast ports to later-year lows of just $750 per TEU. Source:
Schednet

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. PHOTO OF THE DAY ..

The 2009 delivered PSV GRAMPIAN TALISKER IMO 9424819, Owned by the Craig Group Ltd Aberdeen. Managed
by North Star Shipping, Aberdeen, She is seen rolling in the swell while outbound from Aberdeen Scotland.
Photo : Iain Forsyth
The compiler of the news clippings disclaim all liability for any loss, damage or expense however caused, arising from
the sending, receipt, or use of this e-mail communication and on any reliance placed upon the information provided
through this free service and does not guarantee the completeness or accuracy of the information

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