DAILY COLLECTION OF MAR ITIME PRESS CLIPPINGS 2015 – 140newsletter.maasmondmaritime.com/pdf/2015/140-19-05-2015.pdf · year.The Malaysia-registered product tanker RIENTAL GLORYO

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2015 – 140

Distribution : daily to 32.800+ active addresses 19-05-2015 Page 1

Number 140 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Tuesday 19-05-2015

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

Tidewater’s D’SOUZA TIDE seen at the slip in Batam for maintenance

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EVENTS, INCIDENTS & OPERATIONS

Above seen the PLYCA navigating the Westerschelde

Photo : Denny Beerens - Chief Engineer Taccola ©

Oriental Glory hit again, becomes seventh product tanker taken by Southeast Asian

pirates since January Singapore: A small product tanker has been hit by robbers stealing its cargo for the second time in the space of a year.The Malaysia-registered product tanker ORIENTAL GLORY was surrounded by six fishing boats of Labuan in East Malaysia. 30 perpetrators boarded the tanker and took it to another location, some 188 nautical miles northwest of Bruit Island, also in Malaysia. A total of 2,500 metric tons of oil was siphoned off the vessel. All crew are safe and

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the vessel is proceeding to Tanjung Manis for further investigation, regional piracy watchdog ReCAAP said in an incident alert.The unfortunate ORIENTAL GLORY was hit by pirates last July too This is the seventh incident of ship fuel siphoning reported since January this year. ReCAAP urged vessels to exercise enhanced vigilance and the littoral states to step up surveillance.The navies of the littoral states – Indonesia, Malaysia and Singapore – are looking at bolstering patrols in the South China Sea. Source: Splash 24/7

Verhicle carrier GLOVIS COMET underway to Walvis Bay spotted in Bay of Santander (Spain) crossing a field of

young Optimist sailers Photo: Yuri Nieuwenhuizen ©

Heave ho, it’s a ferry big lift for Tanzania-bound Kilimanjaro V

The Kilimanjaro V is loaded onto the Thorco Clairvaux to begin its journey to its new home in Tanzania.

A DELICATE operation has been conducted on Hobart harbour, as the city’s latest international export hitched a ride to its new home. Heavy-lift ship Thorco Clairvaux hoisted the 147-tonne, 39m catamaran ferry Kilimanjaro Vout of the water and on to its deck early yesterday. Kilimanjaro V is destined for Tanzania in eastern Africa, where it will carry up to 550 passengers on the 44-nautical mile crossing between Dar es Salaam and the island of Zanzibar.The $8.5 million Kilimanjaro V took Goodwood-based company Richardson Devine Marine 42 weeks to build at their Prince of Wales Bay facility, where they are currently working on another catamaran for Tanzania’s Azam Marine and Coastal Fast Ferries. The journey to Zanzibar will take about 18 days. source : the mercury

Tacoma could accommodate Shell Arctic fleet, but port unsure whether it wants the

controversy In the not-too-distant past, the Port of Tacoma never hesitated pursuing business that its rival Port of Seattle might lose. But as the two ports are moving toward a new competitive detente, the Port of Tacoma is showing little active interest in attracting business now threatened by environmental activists and court challenges at the Port of Seattle’s otherwise vacant Terminal 5.



That business, which has created more than 400 jobs in Seattle, calls for Shell Oil Co.’s Arctic fleet of drilling rigs, supply vessels, cleanup boats and barges to be stocked and repaired at Terminal 5 as the oil company prepares to head to the Arctic to drill for oil. The Port of Seattle has signed a two-year, $13 million contract with Seattle-based Foss Maritime for use of a 50-acre portion of the former container terminal.But the city of Seattle has raised questions about whether Foss’ and Shell’s activity is permitted under city land-use regulations. The city says those rules only allow “cargo” activity at Terminal 5. While the city

and the port sort out what’s permitted at the terminal, Foss and Shell are proceeding with their planned activities bringing two huge drilling rigs, the Noble Discovery and the Polar Pioneer, to Terminal 5 along with several other service vessels. The arrival of the two rigs has triggered protests by environmental groups concerned about potential damage to the Arctic marine environment.While it appears that Shell may get its work done at Terminal 5 before a court can issue a decision this year, if the court favors the city and the environmentalists, the oil company could be looking for a new Puget Sound base beginning late this summer. The Port of Tacoma theoretically could accommodate Shell’s business at underused terminals, but the port isn’t showing any interest in marketing itself to Shell.“We believe the Port of Seattle has a valid contract with Foss,” said Port of Tacoma spokeswoman Tara Mattina. “We don’t want to interfere with their business.”Neither Foss nor Shell has approached Tacoma about moving the Arctic business to the port, and the port has made no sales pitches to the oil company, said Mattina.The Port of Tacoma has three sites that possibly would be available to moor and supply Shell’s fleet. Two, the APM Terminal and Terminal 7, are both on the Sitcum Waterway adjacent to the port’s headquarters. One berth at APM has periodically been used for long-term storage of an older Horizon Lines vessel, the Horizon Consumer. That vessel has left the port, leaving the berth where it was tied up vacant. The Terminal 7 berth is not being used to its full potential, making it a possible mooring spot for Shell vessels.The third potential berth of the Shell vessels is on the Blair Waterway adjacent to the active TOTE terminal. TOTE, like Horizon Lines, carries cargoes between Tacoma and Alaska. TOTE had one of its older ships, the Great Land, tied up at that berth for months while it was in backup status. The Great Land subsequently was towed to a Brownsville, Texas, shipyard for dismantling.TOTE and Foss are both owned by Seattle’s privately held Saltchuk Resources.Port of Tacoma Commission President Don Johnson said the port has yet to do any kind of evaluation of the pros and cons of hosting the Shell fleet. “If they approached us, then we’d sit down and do a thorough evaluation,” he said. “We’ll evaluate it as a business decision,” he said, “There are a lot of jobs that come with it, and we’re always interested in creating new jobs.”Port of Tacoma Commissioner Don Meyer said he’s wary on any deal with Shell that could bring controversy to the port that for years has conducted its Alaska business with few issues. Source : thenewstribune.

Brazil seizes $327 mln in contractor assets in Petrobras scandal

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Brazilian prosecutors said on Friday they have obtained court orders for the seizure of 980 million reais ($327 million) in assets of construction firms under investigation in a massive corruption scandal at state-run oil company Petrobras.

A federal court ordered the seizure of 282 million reais in assets from one of Brazil's largest construction and engineering companies, OAS, for allegedly paying bribes and political kickbacks in return for overpriced contracts with Petrobras.It was the fifth company to face asset seizures since last month. The others are Camargo Corrêa, Galvão Engenharia, Sanko Sider and Engevix. They were given 15 days to hand over the assets.The seizures amount to 1 percent of the contracts the companies signed with Petroleo Brasileiro S.A., as the company is formally called, plus fines for corrupt practices.A spokesman for OAS said the company would not comment. Federal investigators believe two dozen of Brazil's top builders formed a cartel that paid 6.2 billion reais in bribes to obtain oil industry contracts that were overpriced. The funds were funneled into bank accounts of corrupt Petrobras executives and the coffers of political parties in the governing coalition. So far 97 people have been indicted on charges of money laundering, corruption and forming a cartel. About 50 politicians are being investigated on suspicion of receiving kickbacks.Petrobras has halted payments and blacklisted the implicated construction firms, several of which have filed for bankruptcy protection. The companies have had to paralyze projects and lay off workers, aggravating Brazil's economic slowdown. Petrobras posted first-quarter results on Friday, with profit little changed from a year earlier, as an end to fuel subsidies helped overcome a plunge in crude prices.But Petrobras also cut investment 13 percent in part due to the corruption scandal that forced the Rio de Janeiro-based company to stop paying or hiring the contractors, caused the resignation of nearly all its top executives and paralyzed much company activity since November. source : Reuters (Reporting by Anthony Boadle; Editing by Ken Wills)

Pilot Tenderr HENRY NEWTON returning to Newcastle NSW with the pilot from the outbound salvage tug KOYO

MARU. Photo : B J Browne ©

Sarawak and Sabah shipowners association wants tax exemption

SIBU: The Sarawak and Sabah Shipowners Association (SSSA) wants the government to provide exemption to owners for four categories of ships in the two states as stated under Section 54A of the Income Tax Act 1967. The president, Yong Ing Hui said the ships that did not enjoy tax exemption under the Act were tug boats and barges, supply ships, crew boats and ferries He added that these category of ships were among the 9,000 registered and owned by businesses in Sarawak and Sabah under the Merchant Ship Ordinance 1952."Although registered under the ordinance and the same as other category of ships that enjoy the tax exemption, these ships to date have not been accorded the same privilege," he added.Yong said this when speaking at the ceremony to elect the 30th SSA executive committee for 2015 - 2016 here today.He said in Singapore and Indonesia tax exemption was given to all category of ships, irrespective of size, type or sailing limitations."We urge the Transport Ministry to help explain to the Finance



Ministry or make specific amendments in line with the definition of ships in Malaysia," he added. In the Budget 2012, it was proposed that 30 per cent of shipping profits be taxed, but the Finance Ministry gave its approval for abolishing this need until end 2015.The SSSA hopes the government would give a 100 per cent tax exemption and include tug boats and barges, supply ships, crew boats and ferries.Yong expressed confidence that such a move would help stabilise transport costs and at the same time, benefit both users and the ship owners. Source: astroawani

The Cruise Ship "ASTOR" departing Falmouth UK on 16th May 2015. The ASTOR 1987- 1988 sailed under Mauritius flag and from 1988-1991 under Soviet Union flag as FEDOR DOSTOEVSKIY, and later reverting to the name ASTOR under Bahamas flag. The vessel has had six owners and operators since being built, and should not be confused with earlier constructed ASTOR of 1981 which was slightly shorter and now sails under the name "SAGA PEARL II" The RFA "LYME BAY" (Landing Ship Dock aux) is in the background. Photo : Tim Mark ©

The MSC MARIANNA., MERIDIAAN and the Belgian pilottender DEURLOO operating off Vlissingen

Photo : Henk Nagelhout ©

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Illegal Oil Bunkering: Navy Arrest 30 Ships, Says FOC

The Flag Officer (FOC) Commanding the Eastern Naval Command, Rear Admiral Henry Babalola, has disclosed that the Command has arrested over thirty vessels and destroyed some equipment and facilities used for illegal bunkering and refining of stolen crude oil in the last six months. Babalola made the disclosure at the weekend during a dinner staged to mark the end of a three-day Annual Sea Inspection of combat facilities in the commands area. In an interview session with journalists in Calabar, the FOC said: "In the last six months, we have arrested well over thirty ships, tug boats and baggies and almost on a daily basis, my operation men in Port Harcourt, Ikot Abasi, Calabar, Bonny and Ibaka go on aggressive patrols ‎and we have destroyed numerous illegal refineries, we have seized equipments and destroyed several of their formations and it is a continuous exercise. Babalola said though the task given to the navy on maritime environment is very daunting, but the officers and ratings are equal to the task ."To police ‎four thousand square nautical miles is not an easy task. We have been doing this with other commands of the navy. "We have carried out very numerous arrests and by the record from the oil ‎industry, there is tremendous reduction in the crude oil theft," he said.Despite these successes, the FOC said there were still challenges in tackling other forms of criminal activities. He said, “The major security challenge facing us on the sea now is the problem of kidnapping and hostage taking and I'm happy to inform you that the chief of the naval staff has allocated some new patrol boats to combat these head-on. We are also expecting other patrol boats being constructed in Port Harcourt and when we have those boats on our waters, there will be a very very significant reduction of piracy.” Source : thisdaylive

The ANNEGRET navigating the Westerschelde – Photo : Clara Spoorenberg ©

St Abbs lifeboat crew resume RNLI service The team at St Abbs were refusing to carry out rescues on behalf of the RNLI, after it announced the closure of the station.A spokesperson for the crew said: "With another busy weekend of diving, watersports, fishing & walking looming, and a bank holiday due next weekend, they felt they could not leave users of this stretch of coastline vulnerable and without the vital and swift coverage their Atlantic 75 lifeboat provides". The RNLI says changes in technology - not cost cutting - mean the station is no longer needed, and that they can provide a better service by closing it, and adding an extra lifeboat to the Eyemouth station two miles away: This review hasn't been about putting any sort of cover into jeopardy, it is about making the best use of our resources in the area, and it is about making sure the funds that our supporters give us are spent wisely where they are needed so we get a good layout of stations around our coast." – RNLI Source : ITV

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TEAM WBS WINT HT-RACE 2015

Volgens de voorlopige uitslag won op vrijdag 15 mei jl. het herenteam van het Maritiem Instituut Willem Barentsz op Terschelling op handicap de 41e Harlingen-Terschelling Roeisloepenrace. Met hun sloep ‘Gouteyck’, gesponsord door Mammoet Transport, legden zij overtocht van Harlingen-Terschelling in 2 uur, 52 minuten en 11 seconden af. De ‘Gouteyck’ werd door 12 roeiers geroeid. Bij de dames won op handicap het Terschellinger team West-Arvada met hun gelijkname sloep in 3 uur 18 minuten en 3 seconden door acht roeisters geroeid. Het was vrijdag redelijk roeiweer met een matige wind, bewolkt en een temperatuur van ca. 13-14 graden. Totaal kwamen er 130 teams aan de start. Photo : Dick Overduin ©

Investigation Report: Accidental Lifeboat Release During Abandon Ship Drill

The UK Marine Accident Investigation Branch (MAIB) has released its report into the April 2014 accidental release of a lifeboat from a Panama-flagged reefer vessel in which one crewmember was injured. On April 9, 2014, a lifeboat on the refrigerated cargo ship MV NAGATO REEFER fell from its davit while being secured following an abandon ship drill in Southampton. The drill was part of a ‘more detailed’ Port State Control Inspection which was undertaken when an initial inspection identified a number of deficiencies – including a low level of crew competence; inadequate maintenance of safety equipment and a systemic failure of the safety management system. The accident resulted in one crewmembers sustaining

minor injuries and damage to the lifeboat.

The MAIB investigation found that the accident occurred when the lifeboat’s forward lifting hook opened while the boat was being secured as it had not been correctly reset when lifted from the water.

The key safety issues identified by the MAIB were: •Low level of crew competence, inadequate maintenance of safety equipment and a failure of internal communications. •There was an inadequate safety culture on board and within the management company: •The crew had not been effectively trained in the maintenance and use of the vessel’s emergency lifesaving equipment and, as a result, it was not serviceable. •Records of SOLAS safety drills and other statutory requirements had been falsified. •The site of the accident had been interfered with by the crew before the MAIB investigators attended the scene.



As a result of the investigation, the MAIB has made recommendations to the vessel’s manager to improve the safety culture throughout its fleet and within its shore based management. Specifically, Recommendation 2015/124 was aimed at ensuring its crews are properly trained in emergency preparedness, the maintenance and operation of their safety equipment, and that the importance of maintaining accurate records required by international statutes is observed throughout its fleet. Full Report can be obtained from below link: https://assets.digital.cabinet-office.gov.uk/media/554a255d40f0b61589000061/MAIBInvReport_9-2015.pdf source : MAIB

Oil Storage on Tankers – Legal Implications Tanker owners are happy. VLCCs and Suezmaxes are generating strong cash flows and charterers are rushing to procure tonnage in an increasingly tight market. Commentators estimate that 40-50 older VLCCs have been commissioned on long-term charters to store crude. Are there any legal concerns with tankers being used for floating storage? Tanker owners see less risk in their tankers sitting stationary than sailing the high seas, but need to ask where they will anchor, for how long and whether this changes the applicable regulatory regime. If a ‘storage tanker’ is actually a floating storage unit (FSU), there is increased permitting required and a reduced ability to limit liability under the International Convention on Civil Liability for Oil Pollution Damage. While the Convention imposes strict liability for pollution damage on the Owner, it does allow for this liability to be limited, absent actual fault of the Owner. This reduction in liability does not apply to FSUs though. Owners will need to know up front where the tanker will sit. This is for maintenance and staff planning even if it is not a concern to the insurers. There are obligations under Flag and Class for the Owner to fulfill, plus the requirements of the Hague or Hague-Visby Rules and the law of the relevant coastal states. Looking through the Tankers Fixtures List of the Lloyd’s List on the day of writing, 25 VLCCs and Suezmaxes were chartered, with two thirds of the VLCCs taken by Unipec for China with Reliance, oil majors and traders accounting for the next. At the recent Marine Money, London Ship Finance Forum, it was reported that Chinese shippers were shopping for several VLCCs on 2 year charters after concluding an agreement with Russian sellers desperate for cash as the sanctions take hold.

Where in the World…?

For the sovereign charterers, it makes sense to anchor close to home. The three big risks facing tankers in parts of Asia are piracy, weather and terrorism. Owners have the technology and systems to look out for all three but may face reduced control so far from port. Good intelligence is given by the live IMB Piracy and Armed Robbery Map and there may be metocean data available for the area. It is this which will inform the tanker requirements, from global strength of the hull to structural design of both hull and topsides to withstand fatigue cracks. If there is a disaster, the Owner will be fully liable for a vessel failure which results from the strain of standing too long at sea. Of concern is not only the financial liability, but also the environmental damage that will ensue and the potential for loss of life. Wherever located, the tankers will need space to move in strong winds and currents. With almost all tankers being double-hulled now, they are not as stable in strong currents. Movement of the crude in ballast and cargo tanks can cause the tanker to sway suddenly and, in addition, there may be leakage from the inner layer. Other seas are off limits as they are Special Areas listed in MARPOL Annex 1 or are part of the seven main transit ‘chokepoints’ for crude oil. These are obvious targets for pirates and terrorists, as well as the risk of collisions and spills. Some charterers choose much quieter locations as we saw from recent attempts to work around Iranian sanctions. The ‘storage tankers’ were well hidden in the South China Sea. Not to the extent of the United Kalavryta which disappeared from radar in the Gulf of Mexico for three days in Summer 2014 when the transponder was turned off (to help it hide from a legal arrest). It sat completely invisible with a million barrels of crude even from informed Texan coastguards.

The Charter allocation of duties

So are Owners using their negotiating strength to pass the additional vessel and environmental risks to the charterers? This still leaves the Owner with the scheduling burden of dry docking, SIRE inspections and Class surveys. Modification to the vessel and additional legal documentation may be required to ensure the vessel is in every way fit for long term storage and MARPOL compliant. Charter forms have not yet evolved to reflect the different consequences of a long anchorage at sea. Clause 4 of Shelltime 4 does not require a charterer to indicate how many voyages the tanker will undertake or whether it will be stationary. Relevant charter considerations remain: •The continuing duty to employ the tanker at safe ports and within trading limits. The Owner may object to instructions which take the vessel beyond trading limits and expose the vessel to increased risks. The liability for this will sit with the charterer even if the additional insurance premiums are borne by them, because of the safe port obligation •The Owners will usually define the capacity of the tanker to perform as contracted in ‘good weather’. It must still be capable of satisfying the Vessel requirements set out in the charter and be in every way fit for the service contracted

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•The nature and extent of the Owner’s obligation to maintain depends on the exact wording agreed by the parties to the charter. Additional attention is required if the tanker is to sit in warm seas as the marine growth will undermine performance of the vessel •Due diligence and reasonable care in cleaning the hold and tanks will be both an express and implied obligation of the Owner. The Shoko Maru explosion was caused by a crew member cleaning paint off the deck when a little crude was remaining •Responsibility for cargo stowage frequently sits with the Owner but the charterer may accept this liability to obtain its choice of vessel and location. The Oil Majors (led by Shell) who are seen chartering the most VLCCs, perhaps for storage, are more amenable to this

Worst case

If the tanker becomes damaged or new regulations are adopted which impact on the ability of the tanker to continue as a ‘storage tanker’, this may be a ‘frustrating’ event (under English law) and may mean that any advance hire paid will be repayable by the Owner. A claim to the insurer for ‘lay-up’ will not be possible because the tanker has been carrying crude.And if there is an explosion, the Owner will look first to the insurance taken out in accordance with the International Convention on Civil Liability for Oil Pollution Damage. This is an amount equal to the Owner’s total prescribed liability according to the tanker’s gross tonnage. Even the amount applicable to VLCCs of up to 320,000 GT will pale in comparison with the likely third party claims though. In the haste to sign up another charterer and dust off another underutilized VLCC, Owners will be asking where and for how long the tanker will be a storage unit and how the Owner will reconcile that with its international legal and environmental obligations. Source: Clyde & Co.

The TERASEA OSPREY crossing the Indian Ocean with the Q5000

Photo : Capt. Neil Johnston master Terasea Osprey ©

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The EUROCARGO PALERMO arriving in Barcelona – Photo : Rob de Visser ©

CMA CGM's future mega container ship fleet may be British registered

CMA CGM KERGUELEN" arriving Port of Hamburg at the 15th of May 2015 for the first time

Photo : Jörg Heuckeroth ©

• CMA CGM Kerguelen registered in the UK following launch • She is the first of six on order for the French shipping giant • Carrying more than 18,000-teu of cargo, she is one of the largest container ships in the world CMA CGM Kerguelen is the latest in a new generation of ultra large container ships, capable of carrying almost 18,000 shipping containers, making it one of the largest ships in the world to be registered in Britain.Named after the explorer Yves-Joseph de Kerguelen-Trmarec, the $120-million ship is the first of six in her class and measures 1,305 feet from stem to stern, with a beam of 177 feet and a draught of more than 52 feet. Despite weighing in at 175,000 tonnes, CMA CGM Kerguelen has just one main engine powering her, a slow revving MAN diesel which puts out 90,000 horsepower and can achieve a top speed of 21 knots, although under the recent slow steaming trend she is unlikely to ever hit this speed.Designed to be semi-automated, the ship requires a crew of just 26 and although French owned by CMA CGM, the largest shipping line in France, she is British-flagged, which CMA CGM's UK chairman says is a "feather in the cap for Britain's seafaring reputation"."We started trials with smaller ships and found the service we got from the Maritime and Coastguard agency was very good," he said. "In this business when you need answers, you really need answers and you can't wait.""We wanted a quality operation and the British flag has for many years been one of the top few flags in the world," he added. "Having our largest vessel British flagged really does make a point. If I were running the Red Ensign I would take it as a sign that I was doing something right because there are many more flags available."Recent data from the Department of Transport shows that the number of British-flagged ships has fallen by more than a third over the past five years, from 712 vessels of more than 100 gross tons in 2009 to just 453 in 2014. Currently 37 of CMA CGM's more than 400 vessels are UK-registered and Parker said that he hoped the majority of Kerguelen's sister ships would also be British flagged. CMA CGM's confidence in registering its ships in Britain could see the largest ship in the world flying the UK flag as the company has just ordered a new class of container ship capable



of carrying 20,000 standard shipping containers.MSC Oscar currently holds the title of the world's largest container ship with a capacity of 19,244 containers. She took the title from the CSCL Globe, which could accommodate 19,100. Having such a massive vessel on the British shipping register could help deliver an economic boost to the UK, according to Parker."Shipping is a growing industry and Britain boosting the part it plays could only help," he said. "There is a worldwide shortage of seafarers and raising awareness about the industry would help attract people into it and the careers it offers." Source : india Gazette

Ampelmann Equips Acta Marine’s WFSV Ampelmann, a provider of motion compensated access solutions, has been contracted by Acta Marine for its newbuild wind farm support vessel, the ACTA ORION.The ACTA ORION is a vessel designed for optimal crew comfort and increased uptime. An important factor in the vessel’s capabilities is the inclusion of Ampelmann’s motion compensated gangway. The Ampelmann gangway provides a

stable platform in sea states of up to 2.5m Hs to ensure safe, efficient and reliable transfers of personnel to and from the wind turbines In addition, Ampelmann, in close collaboration with Acta Marine, has developed a fully motion compensated cargo solution to enable the transfer of cargo and equipment weighing up to 300 KG to the wind turbine without the need for a crane – a revolutionary step in the industry. The ACTA ORION will initially work as service vessel to the offshore wind industry with the first project being the construction of the Gemini Offshore Wind Park 55km north of the Dutch island oSchiermonnikoog. The combination of the vessel with an Ampelmann system meets the tough requirements of working for extended periods in the North Sea far from shore. Source: offshorewind

Yang Ming back to the black in Q1 By Lee Hong Liang from Singapore

Taiwan’s Yang Ming Marine Transport Corp has returned to profit in the first quarter, erasing its loss of TWD1.56m ($51,200) posted in the previous corresponding period. The Taipei-listed carrier registered a profit of TWD303,743 in the quarter ended 31 March 2015, as against the deficit of TWD1.56m a year earlier. Revenue during the quarter rose by 17.4% to TWD33.15m compared to TWD28.24m in the same period of last year. Meanwhile, compatriot carrier Evergreen Marine also announced earlier that it went back to profit in the first quarter with a gain of TWD1.53m as against a loss of TWD1.69m. source : Seatrade Global

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Former OWS Vessels in Acta Marine Colors

Photo top : Marcel Coster ©

The crew transfer vessels (CTVs) OFFSHORE WIELINGEN and OFFSHORE WADDENZEE are the first of ten former Offshore Wind Services B.V. (OWS) vessels that have been painted in their new Acta Marine colors. Both Damen-built vessels were delivered in 2014. Offshore Waddenzee is currently on charter with Van Oord, working on the construction of Eneco Luchterduinen offshore wind farm, while Offshore Wielingen has just started an assignment in the UK for gearbox oil change works. After the recent takeover of OWS and their UK-based subsidiary OWPMS Ltd. by Acta Marine, the company has been renamed to Acta Marine Wind Services B.V.The daily management of Acta Marine’s CTV activities will remain with Workships Contractors in Rotterdam. Left seen the OFFSHORE PHANTOM in her new ACTA marine livery - Photo : Jan Plug ©

Ship launches still outpace scrapping, despite bulker orders crash

Shipping sector sources have been trying to drum up optimism this month over the impact that the rise in dry ship demolitions and decline in new orders since January could have on the persistently bearish dry freight market. But with bulker demolitions still outnumbered by new ship deliveries, and demand for commodities set to remain subdued, many believe a balance in the market will take several years to achieve.BIMCO, a Denmark-based shipowner association, said May 7 that 2015 could soon become a record year for scrapping dry Capesize vessels. With 52 sold for demolition in its first four months, 2015 is getting close to breaking the record of 70 Capesizes demolished in 2012, the association added. In 2014, only 25 were scrapped.“Although increasing scrapping was expected, the actual development exceeded BIMCO’s expectations. This could have a positive impact on the market,” said BIMCO Chief Shipping Analyst Peter Sand.However, though scrapping bigger ships eats away a big chunk of the world’s dry capacity and “looks good on paper,” Capesizes “tend to trade on contracts, not so much on spot,” a shipbroker said. Therefore, “scrapping more Capes will not necessarily make a dent in the number of ships playing spot,” he added.Greek broker Intermodal said May 12 that the rise in Capesize demolitions was partly due to second-hand prices for older Capes falling and nearing scrap value. This suggests that Capesize owners are scrapping them because “it makes financial sense,” not because they want to “do their bit” for slimming down the world’s dry fleet, another source said. According



to BIMCO, dry Handysize and Handymax demolitions also were up on the year in January-April 2015, by 34% and 79% respectively. Also, 2.6 million dwt of Panamax capacity was scrapped in the same period, compared with 4.8 million dwt in all of 2014. But sources pointed out that barely any dry Supramax vessels went for demolition, while scrapping was still outpaced by the delivery of new vessels. Athens-based Allied Shipbroking said this week that, while the dry fleet’s pace of growth slowed down in January-April 2015, the impact of demolitions was offset by the amount of new vessels being delivered.January-April 2015 saw 241 new vessels delivered, but with 177 vessels sold for demolition during the same period, this added 64 ships to the world’s dry tonnage list.“This will continue to happen while owners hesitate to scrap mid-sized ships, like Supras and Panamaxes,” said a broker.Such hesitance was partly due to many mid-sized ships being barely 10 years old, the broker added. For example, according to Greek sale-and-purchase shipbroker Golden Destiny, 2015 began with 85% of the world’s dry Supramax fleet of 1,992 ships being no more than 10 years old. Overall, 66.7% of the world’s dry bulk fleet has been built since the start of the millennium, Golden Destiny data showed. Owners also held back from scrapping because some of them held on to tonnage they regarded as assets, sources said. According to a Piraeus-based broker, with ship values currently at very low levels, an owner “will buy a unit at, say, $10 million, hoping that when the market recovers, he will sell at $30 million. You can even buy now a 15-year-old Panamax at about $5 million. That’s where the big bet is.”According to another broker: “There are many cash-rich owners, many of them Greek, who can do this, and keep these vessels in the water, not minding the cheap freight rates.” NEW ORDERS COLLAPSE But while bulker demolitions are still outpaced by new deliveries, Clarksons Research joined the positive drill team on May 8 saying that the first four months of 2015 marked a steep decline in new orders being placed with shipyards. January-April 2015 saw dry bulk orders fall to 0.4 million dwt per month, the lowest levels since the 1990s, it said. “This is a massive 98% reduction from the 23 million dwt peak in orders in December 2007, and probably the sharpest decline in recent decades,” Clarksons Research said. “Not really a surprise in a market where Capesize bulkers are struggling to earn $4,000/day, but a timely relief to investors with ships on the orderbook.” But, it pointed out, despite the onset of the global downturn in 2008, the dry freight market saw two vessel order spikes in 2010 and 2013. This, it said, was “hard to explain…on strictly economic grounds” when considering that the world was already dealing with a significant surplus of dry tonnage and China’s growth engine was easing off.On the back of these spikes, plenty of new vessels are due for delivery in coming years, with Golden Destiny estimates showing 1,066 bulkers due for delivery in 2015, 732 in 2016 and 184 in 2017.As a result, the market will have to wait until the end of this decade for the effect of this year’s sharp decline in new orders to be felt, with Goldman Sachs predicting May 7 that “the current order books will ensure that shipping capacity continues to grow until 2017, when vessel retirements will finally outweigh new deliveries.” Source: Platts

Dockwsise TALISMAN spotted off Singapore last Sunday – photo : Piet Sinke © CLICK on the photo or hyperlink !

Bunker Piracy in Straits of Malacca & Singapore "Remains a Key Concern": ReCAAP ISC

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Four were said to have occurred onboard ships while anchored or berthed at ports and anchorages including those in Malaysia. Continued bunker pirate activity in the Straits of Malacca & Singapore (SOMS) "remains a key concern" for the industry, Singapore-based Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) Information Sharing Centre (ISC) said in its latest report for April 2015.

The ReCAAP report says that in April 2015 a total of 17 incidents were reported in Asia, of which 14 were armed robbery against ships, two were piracy incidents, and one was an attempted incident.Of the 14 robberies onboard ships, 10 occurred while the ships were underway in the SOMS, while the remaining four were said to have occurred onboard ships while anchored or berthed at ports and anchorages in Malaysia, Indonesia, and Vietnam. The offences were said to range from Category 3 (petty theft) to Category 1 (very severe). "The ReCAAP ISC is mindful about the situation in SOMS, where perpetrators boarded ships while underway in the Singapore Straits during hours of darkness," it said. "Early detection is essential in prevention of boarding. Ship masters and crew are advised to deploy extra security watches whenever possible and report any suspicious vessels to the nearest coastal states."The authorities are urged to step up surveillance efforts and response immediately to all reports."The report cited an April 1 incident in which perpetrators armed with pistols boarded product tanker Dongfang Glory and reportedly siphoned the ship fuel, stole the crew's personal belongings, and damaged the communication equipment before escaping.This was the fifth incident of siphoning reported in the region since January 2015. In March ReCAAP reported that a single gang was highly suspected to have been behind two armed boardings of commercial vessels in the SOMS. Source : ship & bunker

Spliethoff’s SINGELGRACHT moored in Gibraltar – Photo : Francis Ferro ©

ELA Container Offshore GmbH provides Offshore Drying Container for Fred. Olsen

Windcarrier Recently ELA Container Offshore GmbH delivered a 20 ft Offshore Drying Container to Fred. Olsen Windcarrier. The container has been installed on board of the jack-up installation vessel “BRAVE TERN” to dry suits, boots and gloves of the staff on board. “We decided to use an ELA Offshore Drying Container to get the clothes dry as fast as possible. Based on our previous experience we were confident that ELA would be a reliable partner and would deliver on time”, says Michael KoedAasted, Procurement and Logistics Manager at Fred. Olsen Windcarrier. The 20 ft ELA Offshore Drying Container is available for rent and sale. It is equipped with a Pronomar Drying System which is suitable to dry suits, boots and gloves for up to 20 people. All drying systems are made from solid stainless steel and therefore built to last. The drying systems dry the clothes from the inside out by means of a large amount of warm air entering from a powerful blower. “The drying systems prolong the lifetime of the costly work outfits. From a health point of view, the amount of sick leave decreases as workers are more likely to get sick when working in wet or damp working suits”, says Katharina Pleus, Marketing and Project Manager at ELA Container Offshore GmbH. “Mr. Aasted already visited and inspected our Drying Container at a trade fair in Copenhagen and was highly impressed by the high quality of our products”.The Drying Container was delivered by ELA’s own truck to Bremerhaven and will be in use on the “BRAVE TERN” for at least two months. Currently, the “BRAVE TERN” is active on a project in the German Bight.“The communication within the process from offer to order has been very efficient. Delivery took place to our utmost satisfaction”, reviews Michael Koed Aasted. All ELA offshore units are “Made in Germany” according to German



quality standards and have the DNV 2.7-1 / EN 12079-1 and CSC certificates.Depending on customer requirements, ELA Offshore containers areindividually customized, immediately ready for use and are available at short notice. The main features of ELA offshore accommodations include: • Flexibility on demand • One base type with various accommodation solutions • Easy handling thanks to standard 20 ft High-Cube ISO standard dimensions • Highest quality standards

For more information about the company, its products and services, please visit www.ela-offshore.com

The yacht TV moored in Bonaire – Photo : Henk Ram ©

12th International Marine Design Conference wraps up in Tokyo

The 12th International Marine Design Conference (IMDC) was held in Tokyo this week from 11 – 14 May, hosted by The Japan Society of Naval Architects and Ocean Engineers, and sponsored by The Shipbuilders' Association of Japan and ClassNK. IMDC is an esteemed global academic conference for the design of marine systems including ships. Since its inception in the U.K. in 1982, it has taken place every three years with this week’s conference marking its 12th conference. This is the second time the IMDC has been held in Japan; it took place in Kobe in 1991 for its 4th conference. Roughly 170 participants from universities, research institutes, shipyards, and design companies from across the globe gathered at the 12th IMDC. The 4-day conference focused on what technical design areas will be the key for the future of maritime systems through nine keynote speeches and 87 general papers.The University of Tokyo’s Executive Vice President, Professor, Hiroyuki Yamato (President of the Japan Society of Naval Architects and Ocean Engineers) represented the hosts and spoke on the event’s success stating: “This conference fulfils an important function within the global maritime community. It breaks boundaries, providing a bridge between academy and industry, and acts as the network through which professionals from every corner of the globe can meet and

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exchange ideas.”Meanwhile, IMDC International Committee Chairman, Professor Apostolos Papanikolaou of the National Technical University of Athens thanked Japan for its warm hospitality and enthusiasm toward Industry-Academia collaboration. ClassNK Executive Vice President Yasushi Nakamura delivered the keynote speech at the Opening Ceremony and spoke at the Conference Dinner saying: “At ClassNK, our R&D activities provide the Industry-Academia platform to support the continuous development of our industry and we are honored to have joined forces with IMDC on this occasion.”

Japan escorts 15 merchant ships off Somalia in April

Japan's Self-Defense Forces (SDF) vessels escorted 15 commercial ships in the Gulf of Aden off Somalia in April to protect them from pirate attacks, the Japanese transport ministry said on 15 May. Of the 15 commercial ships escorted by the SDF vessels on seven occasions under Japan's Anti-Piracy Law, only one was Japanese-registered, while the remaining 14 were foreign-registered. Five of these vessels were oil tankers, seven were general cargo ships, one was a special cargo vessel, one was an LPG carrier, and one was a passenger vessel. Of the 14 foreign-registered ships, two were operated by Japanese shipping firms, while the remaining 12 were operated by foreign shipping companies. The Anti-Piracy Law, which came into effect on 24 July 2009, allows the SDF to escort foreign commercial ships and fire at pirate vessels if they ignore warning signals and approach merchant ships. Under the law, the SDF has escorted 3,550 commercial ships on 606 occasions in the Gulf of Aden between 28 July 2009 and 30 April 2015. Source: ihsmaritime360

Indian thermal coal imports will stop by 2017: Goyal

Import of thermal or steam coal used in electricity generation will start declining from this fiscal due to enhanced availability of domestic coal, Union Coal Minister Piyush Goyal said. The decline will be so sharp that imports “will stop” in end 2017, Goyal said. “We will see the declining trend in the current year itself and in about two to two-and-a-half years’ time thermal coal import will stop while the higher calorific coal (coking coal) needed for steel plants may still continue to get imported,” Goyal told newspersons at a reception organised by Coal India at a city hotel. The Minister was here to inaugurate CIL’s new office complex at the New Town satellite-township on the eastern fringes of Kolkata. The Minister’s statement comes on the back of a rising trend in thermal coal imports. While CIL extracted 32 million tonnes more coal last year recording close to seven per cent growth over the previous year, coal imports also zoomed.According to India Coal Market Watch (ICMW) — a wing of Kolkata-headquartered mineral auctioneer metaljunction — thermal coal imports increased by nearly 38 per cent from 136.72 million tonnes (mt) in 2013-14 to 188.4 mt in 2014-15. This is nearly 40 per cent of Indonesia’s annual production. The trend continues in this fiscal.In April, CIL produced nearly 11 per cent more coal compared to the same period last year. According to ICMW, during the period imports grew 7.3 per cent from 14.07 mt to 15.10 mt owing to soft global coal prices as well as weak sea freight.India is currently the world’s second largest importer of thermal coal, after China. Any drop in the country’s demand would impact the world coal market, especially the prices of Indonesian coal. Indonesia contributes to a lion’s share of the Indian import basket. The 4200 gcv (heat value) Indonesian thermal coal is available at Indian ports at approximately $38 a tonne, 15-20 per cent cheaper than last year. The Minister’s assumptions are based on expectations of CIL enhancing production at over 15 per cent compounded annual rate for the next five years from 500 mt to one billion tonne (1,000 mt) with an investment of $20 billion. The total availability (including captive and State government run miners), he says will treble to 1.5 bt at nearly 22 per cent CAGR — double the peak rate of coal production experienced in China between 2000 and 2010. CIL increased production by 32 mt in the last fiscal. But nearly one-fifth of it (6 mt) was lying in the pit head due to paucity of evacuation facilities, which Goyal described as “strategic reasons”. The Minister expects the evacuation facilities will be in place in three years. He is betting big on the completion of three railway lines in Jharkhand, Chhatishgarh and Odisha that would help evacuate nearly 300 mt of coal.Holes in argumentDebasish Mishra, senior director of Delloite India, is clearly apprehensive of the claims on both domestic production and imports.“The one billion tonne target on CIL is a very ambitious one,” he says adding that it would depend on “issues related to transportation and land acquisition”. Mishra is more categorical on imports. Considering that India is adding 15-20 giga watt new electricity generation capacities over and above a backlog of 30 GW stranded capacities (either for lack of fuel or land of sales agreement with buyers); it will be a “big achievement” for the government to restrict imports at 200 mt in the coming years, he said. Source: The Hindu Business Line



Oil Tanker Rates Soar as Supplies Surge From Iraq, Saudi Arabia

The SKS DEE spotted Westbound in the Singapore Straits last Sunday - photo : Piet Sinke © CLICK on the photo

Rates for the world’s biggest oil tankers surged to the highest since January as shipments accelerated from Saudi Arabia and Iraq, the two biggest suppliers in the Persian Gulf.Ships hauling 2 million barrel cargoes of Saudi Arabian crude to Japan, a benchmark route, earned $81,513 a day, according to data on Friday from the Baltic Exchange in London. That’s a 13 percent gain from Thursday and the highest for the time of year since at least 2009. Saudi Arabia told OPEC it produced 10.3 million barrels a day last month, close to the highest level in three decades, as the world’s biggest exporter defends its share of the global oil market. Iraq’s crude exports next month will climb by almost 700,000 barrels a day to 3.75 million, compared with April, according to loading programs obtained by Bloomberg.“The world is flowing over with oil, which is good for the ones transporting it,” Eirik Haavaldsen, an analyst at Pareto Securities AS in Oslo, said by phone Friday. “This is the weakest point of the year when crude tanker rates are usually at their lowest.”The rate oil companies pay to charter the ships, known in the industry as very large crude carriers, or VLCCs, jumped 9.1 percent to 76.82 Worldscale points, a measuring system the industry uses to calculate per-ton freight costs on thousands of trade routes. Tanker rates rose on 15 out of 16 routes tracked by the Baltic Exchange, led by advances in prices from the Persian Gulf. China Imports China, the second-biggest economy, imported record amounts of crude in April, according to customs data. The nation bought the equivalent of 7.4 million barrels a day, rising almost 17 percent from March and up 3.1 percent from the previous high in December.The number of supertankers sailing to Chinese ports rose almost 10 percent in the past week to 68, signals from the ships compiled by Bloomberg from IHS Maritime data showed Friday. That’s enough to transport 136 million barrels of oil, the highest for the time of year in records dating back to October 2011. A Saudi-led push by the Organization of Petroleum Exporting Countries to defend its share of the global oil market has just begun, the International Energy Agency said May 13. The 12-nation group, which pumps about 40 percent of the world’s oil, may further increase production, it said.“Record Saudi exports and record China imports equal strong VLCC demand and rates,” Jonathan Chappell, an analyst at Evercore ISI in New York, said by e-mail. “This type of spike shows how tight the market is.” Source: Bloomberg

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NAVY NEWS Newport News Shipbuilding holds keel-laying ceremony for submarine Indiana

Last Saturday morning at Newport News Shipbuilding, the laying the keel for the USS INDIANA its sixth in the Virgina class submarine and still under construction. This morning at Newport News Shipbuilding, the laying the keel for the USS INDIANA, its sixth in the Virgina class submarine and still under construction. Sponsor-Mrs. Diane Donald, NNS President-Matt Mulherin, she's making her marks on the plate before the welding. Although work began on Indiana in September 2012, the keel-laying ceremony marks the ceremonial start of construction. It originates from the large beam, or keel, that serves as the spine of the ship's hull. The keel-laying is still celebrated as a milestone even though modular construction means that ships are no longer built from the bottom up. The Newport News shipyard and General Dynamics Electric Boat build the nuclear-powered Virginia-class subs under a teaming arrangement at the current rate of two per year. Indiana is the 16th ship of the class.Each yard builds certain components and they take turns delivering the boats to the Navy. About 4,000 NNS shipbuilders helped build Indiana. It is 48 percent complete.

SHIPYARD NEWS

Shipyard workers offered immunisation More than 450 workers at Harland and Wolff are being screened and have been offered immunisations after an outbreak of pneumococcal infection. Four employees are being treated in hospital after contracting the bacterial infection, which can cause potentially deadly illnesses.The Public Health Agency (PHA) is working with the Health & Safety Executive (HSENI) and port health colleagues to manage the situation.The agency explained that welders or people exposed to welding fumes in their job are among those at more risk of developing a pneumococcal infection, however it is thought that not all of the infected employees work in the same area and two are based in offices. Trade union Unite is working with Harland & Wolff to take action to prevent spread of pneumococcal disease. Unite’s Regional Coordinating Officer, Davy Thompson said the union is satisfied with management’s response to date. “Management has engaged with the Public Health Authority to coordinate their response to four workers being hospitalised with pneumococcal infection. Our thoughts are with these workers and their families and we are hopeful that they will make a swift recovery,” he said.“The fact that four workers were hospitalised with this infectious disease in a short space of time in one area led to the Public Health Authority becoming involved. The rate of infection may reflect the confined working conditions in the docks. “Over 450 workers will be screened and offered immunisation today. The steps being taken are proportionate and we are hopeful that they will prevent any further spread of this infection. We will continue to work to ensure that this situation is managed effectively.” A spokesman for Harland and Wolff Heavy Industries Ltd said the company was "co-operating fully" with the PHA The spokesman added: "None of the work schedules at the yard are affected and all projects continue as normal." Source: UTV

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The Japanese “Orient Line KK” Dwt 92,672 Bulk Carrier COSTANZA on her 1st. Special survey in Cernaval

Shipyards in the port of Algeciras. Photo Enrique Pérez CERNAVAL GROUP ©

ABP Shipyard at Dahej to launch 2nd Battle Practice Target Ship

ABG Shipyard Ltd. Dahej witnessed the launching of the Second Battle Practice Target Ship (BPT) (Yard – 443) built for the Indian Navy on Sunday, May 17th. This is the second vessel being delivered post CDR process was put in place. The vessel will be delivered at Mumbai Naval Base by end May 2015. The vessel is 50 Mtr. Long and 10 meters Width & 322 MT in weight. It will be used as a target for practicing missile firing by the Indian Navy.Also, The Cadet Training Ships (CTS) being built for the Indian Navy for training of officer cadets are at advance stages of construction at ABG Shipyard Ltd. Dahej. Source: DeshGujarat

WESTSEA VIANA SHIPYARD UPDATE

WestSEA VIANA SHIPYARD commenced its activity in May 2014,taking over the facilities of EstaleirosNavais de Viana do Castelo, SA (ENVC, SA)and has successfully repaired 33 vessels so far.Facilities include two dry docks with



200 x 30 m and 127 x 18 m, as well as 700 m of fully equipped berths and several cranes with a lifting capacity up to 180 tons. After two months in the WestSEA Viana Shipyard, the repair of the DEME, NV dwt 3090 ORWELL Trailing Suction Hopper Dredger was successfully completed. Major repair works included: Renewal of about 30 tons of steel Overhaul and repair of the trailing suction pipes and Cardan pieces, drag head gantry, intermediate gantry, trunion gantry, sliding piece, and self-empty doors Overhaul of the tailshafts, gear boxes, rudder blades and rudderstocks Renewal of the main engine crankshaft Treatment and paint of hull, superstructure, cofferdams, catwalks and main deck Electrical installation of autopilot

Also completed was the repair of the ATLANTSHIP dwt 16700 fruit juice carrier ORANGE SKY. Main repair was the dismount of the propeller, tailshaft and intermediate shaft for inspection, including the renewal of shaft seals. Other works included hull treatment and painting, overhaul of the auxiliary engine alternator, renewal of various pipelines and inserts on hull plates as well as the repair of various crane hydraulic cylinders and respective load test. Presently in the Yard is the SECIL dwt 3500 cement carrier Roaz for the installation of a new rudder and rudderstock. From Carisbrooke Shipping Ltd. we have presently 3 vessels with us. The dwt 6250 KAREN CAND the dwt 12.927 JASMINE C general cargoes, both for dry dockinggeneral repairs. The dwt 8693 VECTIS HARRIER is undergoing the repair of the steering gear as well as some drydock works. In the beginning of May, the Bernhard Schulte Shipmanagement Cyprus dwt 16621 tanker EVA SCHULTE arrives to West SEA to carry out her 5th year repair. The work scope also includes the repair of the main engine and the tank coating of 7 cargo tanks. Also for May the Yard is going to carry out extensive repairs and renewal of over 30 tons of steel in the S&C, Lda dwt 8846 container MONTE DA GUIA. Meanwhile, several repairs are being negotiated, which gives a positive perspective for the next months to come.

Italdraghe, CPN to build 3 dredgers for Iraq

Italdraghe, Italy’s leading dredger builder, along with consortium partner CPN is building three dredgers for the Iraqi Ministry of Water Resources’ various river, sea and dam projects.The work on one Italdraghe SGT 400 D and two Italdraghe SGT 300 RB diesel cutter suction dredgers is currently in progress, according to a report in the Iraq Business News. The SGT 400 D will be capapble of dredging down to 10m, features a spud carriage, anchor booms, telescopic deck crane, Isotta Fraschini and Iveco engines, positioning and surveying system plus production measuring equipment. The two self-propelled SGT 300 RB dredgers, with similar on board equipment but with added submerged dredge pumps, can work at depths of up to 25m, it added. Each dredger will be supplied together with 500 m of floating and onshore HDPE pipeline, a training package and comprehensive set of spare parts. Source : trade arabia

ROUTE, PORTS & SERVICES

Higher first-quarter seaborne cargo throughput at the Port of Hamburg

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The Port of Hamburg handled total throughput of 35.6 million tons (up by 0.1 percent) in the first quarter of 2015. Bulk cargoes at 11.7 million tons (up by 12.3 percent) and container transport between the port and its hinterland at 602,000 TEU (up by 11.1 percent) were the strongest contributors to throughput growth.“We can be satisfied overall with the first-quarter trend in seaborne cargo throughput. Even if a slight 4.9 percent downturn in general cargo throughput at 23.9 million tons slightly dampens our satisfaction, this remains the best-ever first quarter in the port’s history,” stressed Port of Hamburg Marketing’s Executive Board Member Axel Mattern at the marketing association’s quarterly press conference.Throughput of bulk cargoes was up in all the three segments, for suction cargoes by 19.4 percent at 2.7 million tons, grab cargoes by 17.2 percent at 5.5 million tons and liquid cargoes by 1.3 percent at 3.5 million tons. The trend was especially notable on coal imports that at 1.8 million tons increased by 64.1 percent. On the export side, the main contribution to this excellent result came from wheat, where volume handled rose by 44.0 percent to 1.62 million tons.Container throughput for the first three months of the year at 2.3 million TEU (20-ft standard containers) remained below the previous year’s strong result, which had been unusually satisfactory, representing an advance of no less than 8.0 percent. There was a slight, 2.3 percent downturn here. This was primarily attributable to a fall in container traffic with Russia. In the first quarter a total of 109,000 TEU were transported between Hamburg and Russian ports on the Baltic. That represented a 34.8 percent fall by comparison with the same quarter of the previous year. In Axel Mattern’s view, it may be assumed that should sanctions be lifted and a recovery occur in the Russian economy, seaborne foreign trade via Hamburg will climb once again. His Executive Board colleague Ingo Egloff pointed out that the Port of Hamburg is the leading hub in Northern Europe for container services with the Baltic region and that Port of Hamburg Marketing is devoting increased attention to Baltic markets. The recent accession of the ports of Gothenburg and Bronka to the marketing association also underlines its excellent links with the region.

Above-average growth in hinterland transport

Container hinterland transport by rail, truck and inland waterway craft made above-average progress and at 1.5 million TEU attained growth of 7.3 percent. “That we are Europe’s leading rail port is no coincidence. With our intelligent transport schemes, bottlenecks should be avoided in the Port of Hamburg’s incoming and outgoing traffic. This can be achieved, for example, by greater utilization of rail for seaport-hinterland transport,” explained Egloff. In the first three months of 2015 cargoes totalling 11.4 million tons, or an increase of 8.3 percent, were transported on the Hamburg Port Railway network. At 602,000 TEU, container transport by rail grew by no less than 11.1 percent. In future, even more efficient use will be made of the port’s rail infrastructure. Neutral, overriding control, or ‘Rail Operations Management’, will take over coordination of rail services and further optimize operating processes. Together, terminal operators, the port administration and German rail network - DB Netze - aim to continually increase the quality and efficiency of the Port of Hamburg as a supply chain element. “Along with the other North German states, in Berlin we shall be urging that seaport-hinterland traffic routes should be properly catered for in the new Federal Transport Infrastructure Plan. Only a high-performing and intact infrastructure will guarantee incoming and outgoing access for seaports in the interests of the entire national economy. We are also therefore hoping for a positive decision this year by the Federal Administrative Court in Leipzig on the implementation of the dredging of the navigation channel on the Lower and Outer Elbe,” emphasized Egloff.Both the dredging of the channel plus the expansion and modernization of transport infrastructure are of great importance for Hamburg’s future development as Germany’s leading port and logistics centre. Efficient transport links constitute the essential arteries for global foreign trade. The intelligent interchange and utilization of transport and logistics data, launched in Hamburg with smartPORT, will simplify efficient control of multimodal transport chains. Improved utilization of the existing transport infrastructure will as a result permit the acceptance and transport of additional cargo volumes.

South Africa - Port of Durban - Letter of Indemnity

Club correspondents P&I Associates (Pty) Ltd., Durban, have advised that a new Letter of Indemnity (LOI) has been published which must be signed and sent to port control by vessels engaged in non-standard activities while in Durban. Non-standard activities are summarised as follows:

Exceeding port limitations – oversize – LOA and/or beam Job of a special nature to include crew transporting, surveyors other state officials, Transnet National Ports

Authority (TNPA) clients, tug & tow, lash-up No main engine shift Oil rig stay in port/anchor Port entry access – indemnity Ship repairs Supplying provisions/stores/equipment/water by TNPA craft



Tug & tow & salvage jobs Tidal vessels – arriving or departing the port and on berth Vessel immobilisation on the berth Other (specify)

The new Durban port LOI is now in force and is to be completed and submitted to the port authorities prior to undertaking any of the foregoing activities within Durban port limits. Source: WoE http://www.westpandi.com/globalassets/tnpa-durban---letter-of-indemnity.doc

The NAUTICA outbound from Haifa – Photo : Peter Szamosi ©

Uruguay: Oil spill Response Organization Contract Requirements

Legal framework

Article 6 of Uruguayan Law 19.012, which entered into force on 23 November 2012, established an obligation for some types of vessels and floating structures to contract with an Oil Spill Response Organization (OSRO). Members are referred to the Club's previous circular dated 17 February 2015 which informed members of a new Uruguayan regulation, Disposición Marítima N° 149, which was due to take effect from 20 February 2015. However, we subsequently informed members that the Uruguayan Coast Guard had decided to suspend the entry into force of Disposición Marítima N° 149, pending clarification of certain issues with the OSROs.

On 4 May 2015, the Uruguayan Coast Guard published Disposición Marítima N° 157 (the "Regulation") (which replaces Disposición Marítima N° 149), specifying the types of vessels which will need to have a contract with an OSRO, as well as technical and safety measures required during bunkering operations and a draft OSRO contract. The Regulation will take effect on 15 May 2015.The information below is based on a direct translation of the Regulation. It is recognised

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that this gives rise to uncertainty in some respects but at this stage we do not have information to enable us to advise further on interpretation of the wording of the Regulation. Vessels required to have an OSRO Certificate

The Regulation applies to the following types of vessels and floating structures:

a) Tankers, barges, small craft, fishing vessels or other marine equipment operating, transferring or transporting hydrocarbons or derivatives, hazardous or noxious substances or liquid minerals, or engaged in refloating operations for vessels or marine equipment.

b) Any of the above vessels requesting authorization to anchor in waters under Uruguayan jurisdiction for a period greater than 24 hours whilst waiting for orders or to enter Uruguayan ports, terminals, berths, etc.

c) Vessels considered deficient by the Maritime Authority in accordance with Law 17.121 relating to assistance and salvage services provided to vessels posing a danger to navigation or the environment).

d) Vessels supplying offshore platforms, fixed or mobile installations for exploration and exploitation of living and non-living resources in the Territorial Sea, Contiguous Zone, Exclusive Economic Zone or Continental Shelf.

Those vessels to which the Regulation applies are required to present the local Prefecture with an OSRO Certificate issued by a local OSRO licensed by the Coast Guard, as well as a P&I Club Certificate of Entry and, if appropriate, a CLC Certificate. Documents need to be provided 24 hours in advance of anchoring, storage or transport operations. OSRO contracts must be entered into through a local agent (unless the vessel is Uruguayan flagged, in which case the owners may enter into such contracts directly).

Available OSRO Contracts

The previous circular dated 17 February 2015 informed members that two OSRO's had been licenced by the Coast Guard for the purposes of the Regulation, namely Marine Environmental Care Lasimar S.A. and CINTRA Golantex S.A, and that the International Group had reviewed the contracts for both OSROs.

The International Group now understands that Lasimar S.A. has ceased operations. The terms of the CINTRA Golantex S.A. contract conform with the International Group vessel response plan guidelines and the liabilities arising therein fall within the scope of members' P&I cover, without the need for additional cover to be purchased from the market. The International Group understands that another OSRO, named LIFISOL S.A, has now been licenced by the Coast Guard for the purposes of the Regulation. However, the International Group has yet to receive and review the LIFISOL S.A. contract. An update to members will be provided once the LIFISOL S.A. contract has been reviewed.

Vessels not required to contract with an OSRO in advance

Those vessels which are not transporting, operating or transferring hydrocarbons or derivatives, hazardous or noxious substances, or liquid minerals will not be required to have a contract with an OSRO, except in the event of an oil spill, in which case MARPOL Annex I, Chapter 5, Regulation 37 will apply.

Other provisions

Vessels which remain anchored for more than 24 hours in Uruguayan waters will need to appoint an agent. Vessels carrying liquefied natural gas (LNG) will need to comply with specific requirements which will be issued by the Coast Guard in due course.Suppliers of bunkers and other oil products will coordinate their contingency plans with the OSROs assigned to each transfer or transport operation. The International Group will continue to review the Regulation, and any further update to Members will be provided in due course where necessary. Source: Skuld

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MULTRATUG 27 + SARENS BARGE JAN enroute from Antwerp to Vlissingen, passing Rilland

Photo : Stan Muller ©

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

OLDIE – FROM THE SHOEBOX

Above seen last Sunday the former Stornaway Solent class 48 ft lifeboat 48-015 HUGH WILLIAM VISCOUNT GOUGH moored in Putri Harbour (Malaysia) this lifeboat serviced the Stornaway station between 1973 and 1984 and from 1984 to 1988 at Barra Island and the final RNLI station for the HUGH WILLIAM VISCOUNT GOUGH was Dunbar until 1993 when the lifeboat was sold The Solent-Class was a steel-hulled, self-righting lifeboat with a watertight wheelhouse providing buoyancy, The Solent type entered service in 1969 and were powered by 2 x Gardner diesels of 110 hp and had a Crew of 7 photo : Piet Sinke © CLICK on the photo or hyperlink !

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…. PHOTO OF THE DAY …..

The “CONGO RIVER” refloating after a dry dock period for maintenance in Tuzla Turkey.

Photo : C.R repair team ©

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