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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2015 – 006

Distribution : daily to 31800+ active addresses 06-01-2015

Number 006 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Tuesday 06-01-2015

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

The COPPENAME leaving the IJmuiden Locks inbound for Zijkanaal-A

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EVENTS, INCIDENTS & OPERATIONS

HAL’s ZAANDAM entering Antarctica Photo : Niels van der Oord 4th Engineer ms Zaandam ©

19 PINOY SEAMEN NADISGRASYA! Pinangangambahang patay na ang nawawalang kapitan at 18 tripulante ng isang bulk carrier na lumubog sa karagatang sakop ng Vietnam nitong nakaraang Biyernes matapos na magnegatibo sa resulta ang lahat ng paraan na ginagawa ng mga tumulong para ma-hanap ang mga ito. Pero isinusulat ang balitang ito ay may isa nang tripulanteng nailigtas, ayon sa flash report.

Sa mga impormasyong naglalabasan sa mga online news portal, nabatid na ang barkong BULK JUPITER na naglayag mula sa Kuantan, Malaysia noong Disyembre 30 ng nakalipas na taon ay minamando ng 19 na crew na pawang mga Filipino.Ang nag-iisang tripulanteng nasagip ng mga barkong tumulong buhat sa Singapore, Japan at Vietnam, ang nagbigay ng kumpirmasyon ukol sa sakunang sinapit ng kanilang barko.

Hanggang sa sinusulat ang balitang ito ay hindi pa inilalabas ang pangalan ng nakaligtas na sinasabing kusinero ng barko at may mga hindi rin kumpirmadong ulat na nakuha na ang bangkay ng kapitan at natagpuan din na palutang-lutang ang isang lifeboat at life raft (maliit na lifeboat) na pawang mga walang sakay. “According to Gearbulk – the owner of the vessel, she departed fully-loaded with a cargo of 46,400 metric tons of bauxite from Kuantan, Malaysia on 30 December with 19 Filipino crew members,” batay sa mga impormasyong nalathala sa mga balita sa internet tungkol sa mga barko. “A lifeboat and a life raft from BULK JUPITER were found by the containership M/V ZIM

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ASIA, however both were empty. The tug boat M/V OLNG Muttrah, retrieved one surviving crew member who was able to confirm the fate of the vessel,” dagdag pa ng ulat.

Hindi tamang pagkakasalansan ng mga kargamento, dahilan para gu-malaw ang mga ito habang naglalayag ang barko, ang isa sa mga inisyal na teyorya ng paglubog ng MV BULK JUPITER base na rin sa mga naunang aksidente ng mga barkong may kaparehong kalakal. Samantala, kumikilos na ang Department of Foreign Affairs (DFA) para alamin ang lahat ng detalye kaugnay sa napaulat na paglubog ng isang cargo ship na may sakay na 19 na Filipino crew at 46,000 tonelada ng “iron ores” sa karagatan sakop ng Vietnam kamakalawa ng umaga.Ayon kay DFA spokesman Charles Jose, inatasan na nila ang Embahada ng Pilipinas sa Hanoi na kumpirmahin kung ilang Filipinong tripulante ang nasawi sa paglubog ng Bahaman ship BULK JUPITER.“Our embassy in Hanoi is coordinating with Vietnamese authorities to get confirmation and more details about the reports sinking of cargo ship Bulk Jupiter. As always we stand ready to extend all necessary and appropriate assistance to the ship’s Filipino crewmembers and their families,” ayon kay Jose. Source: abante

The 1992 built 90 mtr long 4.084 DWT local product tanker MIS 2 anchored off Puerto Princesa (Palawan) Philippines

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

Vietnam rescues Polish man paralyzed offshore

Vietnam’s maritime rescue center on Saturday night rushed a Polish man to hospital after a work accident left him paralyzed off the coastal resort town of Nha Trang The ATACAMA, which is registered in the southern European island country Malta, sent out mayday calls at around 8:30 am Saturday after crew member Edward Cupisz, 62, was

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severely injured. Details of the accident are not available as of press time. The boat was around 130 sea miles to the northeast of Nha Trang, on its way from China to Singapore. The Vietnam Maritime Rescue Center boat approached at nearly midnight on Saturday and brought Cupisz to a local hospital. A source from the center said rough water had hampered and slowed down rescue work. Source : thanhniennews

CALEDONIAN SKY departing Lyttelton. With the port still unable to handle the larger cruise ships only a few smaller

callers are due this season. Photo : Alan Calvert (c)

Push to relax U.S. oil export ban ends 2014 with breakthrough

The U.S. ban on exporting most domestic crude oil became one of the defining energy policy issues of 2014, as months of heavy lobbying concluded with the Obama administration opening the door to shipments of certain ultra-light oil. About one year after the Secretary of Energy Ernest Moniz first raised the four-decade-old ban as an item for discussion, the Department of Commerce on Dec. 30 took steps toward allowing export of the oil. It approved some of more than 20 pending requests to export processed ultra-light oil and issued the clearest definitions yet of what companies may export. The action, which follows months of growing pressure from energy companies and lawmakers, is expected to lead to a wave of exports of the ultra-light oil, also known as condensate. But it will not be enough to reduce a glut of shale oil expected along the U.S. Gulf Coast in coming years that energy interests say will eventually choke the drilling boom.Congress passed the export ban after the 1970s Arab oil embargo led to snaking lines at gas stations and fears of a global energy shortage. Only Congress can fully lift the ban, a action not expected to happen soon. But the administration could take steps next year to relax it. Here are some key events over the last 13 months in the push to relax the ban: December (2013) – Moniz tells a Platts conference in New York the domestic drilling boom means it may be time to review the export ban as energy issues deserve “some new analysis and examination in the context of what is now an energy world that is no longer like the 1970s.” January – Senator Lisa Murkowski, an Alaska Republican, kicks off a year of lobbying against the ban, urging President Barack Obama to lift it and issuing a report saying an end to the ban would create jobs and keep oil output growing at record levels. February – Research group Resources for the Future issues a report concluding gasoline prices would fall 2 to 7 cents per gallon if exports were allowed. It is the first report in a string of studies, fully or partially supported by the energy industry, that reached similar conclusions. March – A Reuters/IPSOS poll finds 71 percent of Americans oppose crude oil exports if they raise the price of gasoline, up from 67 percent in November 2013. March – Four independent U.S. refiners including PBF Energy Inc and Alon USA Energy Inc launch the first major lobbying effort to oppose lifting the export ban, which has benefited them by keeping domestic crude cheap. March – The U.S. Bureau of Industry and Security, the arm of the Department of Commerce that oversees export regulations, privately issues so-called commodity classification notices, or CCATs, to Pioneer Natural Resources Co and Enterprise Products Partners LP. The rulings, which did not become publicly known until months later, give permission under existing law for the companies to export processed condensate.



May – John Podesta, an adviser to President Barack Obama, says the administration is taking an “active look at what the production looks like, particularly in the Eagle Ford in Texas,” and whether refiners could absorb that oil, at a conference at Columbia University’s Center on Global Energy Policy. May – Reuters reports that oil companies including Pioneer held talks with the Department of Commerce and were hopeful that the Obama administration would allow some exports of condensate. June – Pioneer and Enterprise publicly confirm that the Commerce Department had given them CCATs in the spring to export condensate processed in a distillation tower. July – The first condensate cargo for export loads in Texas. Westport Petroleum Inc, a U.S. based arm of Japanese trader Mitsui & Co, chartered the BW Zambesi, with a capacity of 76,000 dead weigh tons. July – Reuters reports the Commerce Department has put an indefinite hold on requests for permission to export processed condensate, stalling an industry push to ship a glut of oil from the drilling boom. The hold would not be lifted until late December. September – Reuters reports that foreign trade partners Mexico, South Korea, and the EU put pressure on Washington to ease the crude export ban. September – The oil tanker Polar Discovery, loaded with Alaskan crude – which is exempt from the export ban – sets sail for South Korea, the first such shipment in more than a decade. November – Reuters reports that the first commodity classification notice to export processed condensate had actually been granted to Peaker Energy in 2013. The small firm was not believed to have exported any oil. November – BHP Billiton Ltd strikes a deal to sell a cargo of processed U.S. condensate without having first received a formal ruling from the Commerce Department, becoming the first company to “self-classify” the oil and thus test the limits of the ban. December – The Department of Commerce breaks months of silence and takes two steps to open up processed condensate exports: it begins approving “some” of the pending CCAT requests to export processed condensate; and it issues the first formal guidelines and definitions for what constitutes exportable crude oil, including clarifying the degree of distillation required. Source: Reuters Reporting by Timothy Gardner; Editing by Steve Orlofsky)

The Hong Kong flagged m.s. “OAK BAY” outbound Rotterdam and passing Maassluis. The vessel turned outside Hoek van Holland around and entered the Caland Kanaal where she moored with assistance of the tugs “FAIRPLAY-26” and “FAIRPLAY XIV”. Photo : Kees van Schie (c)

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The FRI LAKE arriving in the River Taw with chippings from Glensanda for Discharge at Yelland Jetty

Photo : Norman Hardaker (c)

Canada: Arresting Times – Sister Ship Arrests In Canada Clarified

The law of sister ship arrest in Canada was recently clarified to confirm that sister ship arrests cannot be ‘stacked’, and that security can be obtained up to the value of the vessel arrested, even if more valuable than the offending vessel.

Under the Federal Courts Act s. 43(2) a party can arrest a ship that causes damage to its property, while s. 43(8) allows a party to arrest a ship owned by the beneficial owner of the offending ship, in other words a sister ship. Canada is not a signatory to the 1952 International Convention for the Unification of Certain Rules relating to the Arrest of Sea-Going Ships (the “Arrest Convention 1952″), so whether you could arrest both the offending vessel and its sister ship was, until now, an open question in Canada. In Westshore Terminals Limited Partnership v. Leo Ocean, S.A., 2014 FCA 231, the Federal Court of Appeal considered this question. Previous case law and scholarly articles suggested that Canadian law did not place a limit on the number of sister ships which could be arrested in support of one claim. In interpreting the language of the Federal Courts Act, the Court found that although the language was ambiguous, it suggested that only one ship could be arrested. The Court found support in the Arrest Convention 1952, and stated that if Parliament had intended to break rank with those countries, like the UK, which followed the Arrest Convention 1952, it would have used different wording so as to make it clear that in Canada claimants were not restricted to one vessel to secure their claim. Instead, the Court found that by using language similar to the Arrest Convention 1952 when it enacted s. 43(8), Parliament must have intended to grant claimants in Canada a “true benefit” – a choice of arresting either the offending vessel or a sister ship, but not both.

Interestingly, the Court explicitly stated that the right to arrest a sister ship “in lieu of the offending ship” may be desirable where the offending vessel is unavailable for arrest in Canada or the value of that ship is insufficient to secure the claim. The security required for the release of the vessel is the value of the claim, capped at the value of the vessel arrested. The fact that the arrested sister ship is more valuable than the offending vessel is irrelevant, provided that the claim exceeds the value of the arrested vessel. The full value of the arrested sister ship is available as security for the claim.

This makes sense when it is considered that arrest is simply a procedural mechanism intended to obtain security. However, there is a distinct disadvantage to arresting a sister ship if the claimant is entitled to a true maritime lien (as opposed to a statutory right in rem). Maritime liens are usually granted a priority in any dispute, which ranks them above mortgages and claims which are statutory rights in rem. Previously, the Federal Court has held that a maritime lien is a right which can only be enforced against the offending vessel. If the claimant arrests a sister ship in lieu of the offending vessel, it cannot enforce its claim against that sister ship as a maritime lien, but only as a statutory right in rem. If there is a priority fight among claimants, that part of the claim for which sister ship security is available will no longer have superior ranking as a maritime lien.

Therefore, while more than one vessel cannot be arrested for a single claim of damage, if the claim is worth more than the offending vessel and there is a true sister ship, within reach of arrest, that is worth more than the offending



vessel, it may well be in a claimant’s best interests to forgo arresting the offending vessel and to arrest the more valuable sister ship instead. However, a claimant holding a maritime lien against the offending vessel should weigh the advantages of this course against the potential disadvantage of falling behind any mortgages or maritime liens secured against the arrested sister ship should a priority battle arise. Source: Bull, Housser & Tupper LLP

The PACIFIC HICKORY arrived with Allseas TOGMOR in Rotterdam where the TOGMOR was moored with

assistance of the KOTUG tugs SD REBE. SD SALVOR and RT EVOLUTION. at the PIETER SCHELTE location in the Alexia harbor, the latest ETA of the PIETER SCHELTE is Friday January 9th

Photo : Gerrit Jan Postma www.aerolin.nl (c)

Unicorn’s 2008 built 176 mtr long INYALA arrived in Ijmuiden to load a new anchor and chain on her SB side

Photo : Marcel Coster (c)

NYK Pleads Guilty to Price Fixing Japanese shipping company Nippon Yusen Kabushiki Kaisha (NYK) has agreed to plead guilty and pay a USD 59.4 million criminal fine for its involvement in a conspiracy to fix prices, allocate customers, and rig bids of international ocean shipping services for roll-on, roll-off cargo to and from the United States and elsewhere, the U.S. Department of Justice said in a statement.

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According to a one-count felony charge filed in U.S. District Court for the District of Maryland in Baltimore, NYK and its co-conspirators conspired by agreeing on prices, allocating customers, agreeing to refrain from bidding against one another and exchanging customer pricing information. The department said the companies then charged fees in accordance with those agreements for international ocean shipping services for certain roll-on, roll-off cargo to and from the United States and elsewhere at collusive and non-competitive prices.

NYK participated in the conspiracy from at least February 1997 until at least September 2012. NYK is charged with price fixing in violation of the Sherman Act, which carries a maximum penalty of a USD 100 million criminal fine for corporations. The maximum fine may be increased to twice the gain derived from the crime or twice the loss suffered by the victims of the crime, if either of those amounts is greater than the statutory maximum fine.The charge is the result of an ongoing federal antitrust investigation into price fixing, bid rigging, and other anticompetitive conduct in the international roll-on, roll-off ocean shipping industry, which is being conducted by the Antitrust Division’s Washington Criminal I Section and the FBI’s Baltimore Field Office, along with assistance from the U.S. Customs and Border Protection Office of Internal Affairs, Washington Field Office/Special Investigations Uni

Seen moored in the port of Harlingen in front moored with IMO number 9506564 the 89.9 mtr long “BONITO” and behind her sister the “BLUEFISH ” with IMO-nummer 9506552. The BONITO is launched as the BERIT at the Qingdao Heshun Shipyard Co Ltd - Qingdao SD under yard number HS-5002 in 2010 renamed in July 2010 in MARLENE owned by Marlene GmbH & Co KG the BLUEFISH is built as the BENTE at the Qingdao Heshun Shipyard Co Ltd - Qingdao SD under No.: HS-5001in 2010 for Erste MarLink Massenguttrans it looks like that both vessels are recently renamed, Founded in January, 2004 and domiciled in Hamburg, POOL-CARRIERS' specialty is in the operation, contracting and timechartering of modern coasters ranging from about 3000 mts up to about 6000 mts Dwat, mainly employed in the European Coastal Trade. Photo : Cees van der Kooij ©

Panamax tankers are slowly becoming obsolete as shipping markets evolve

The Panamax tankers has been around for around a century, since the Panama Canal first opened. Over time this tanker type has evolved to cater to different demands, with one major difference being the fact that most uncoated Panamaxes were decommissioned to give room to their modern equivalents. According to a recent note from Poten & Partners, today, most Panamaxes are coated and capable of hauling refined products. In its analysis, Poten noted that the size regulations set by the Panama Canal Authority for the standard size of a Panamax was 965 feet length overall (LOA), 106 feet width and 39.5 feet draft. However, these restrictions are about to change significantly due to the Panama Canal expansion project, which involves a new set of locks with new size regulations: 1,200 feet LOA, 161 feet width and 50 feet draft. Based on the new dimensions, fully-laden Aframaxes and even light-loaded Suezmax tankers will be able to traverse the Panama Canal. The expansion project is scheduled to be finished in early 2016. Traditionally, Panamaxes have been mainly active in the Caribbean and the US West Coast. In fact, as Poten noted, during 2014, more than 70% of the reported spot fixtures for dirty Panamaxes involved areas in the Caribbean of the US. But, the overall volume of fixtures has been steadily declining. “In 2002, Poten recorded some 1,400 dirty spot fixtures. In 2013, the volume was reduced to slightly more than 600. For 2014 year-to-date they are reduced to 430, on target for a full year well below 500. The decline in Panamax dirty fixtures is mostly due to changes in the fuel oil trade in the Caribbean and U.S. Gulf, as well as shifting crude oil trading patterns on the west coast of the Americas. According to the chart, clean fixtures have picked up the slack, but this is little consolation for dirty Panamax tanker



owners that are unable to switch to the clean side. The fleet and the orderbook both reflect the diminishing opportunities for the dirty Panamax trade. Only about 25% of the existing fleet is uncoated and according to our information, 35 of the 37 Panamax vessels on order are coated tankers”, Poten said. Of course, the Panamax vessel won’t be eradicated altogether. Panamaxes will still trade at a number of ports in the Caribbean and on the West Coast of South America, where size restrictions will favor Panamaxes, which are fit to serve these markets, as opposed to the larger vessels. According to Poten, “also, when the crude Aframax market skyrockets, Panamaxes may be drawn into the dirty trade, since all coated vessels have that flexibility. So what is the owner of a dirty Panamax tanker to do? Stay close to the key charterers that trade to some of the restricted ports around the Americas, try to take advantage of the Panama Canal restrictions while they last, and if somebody for some reason wants to buy your vessel … consider their offer carefully!”, the shipbroker concluded. Meanwhile, in a separate note, regarding future tanker demand, in the light of the recent oil market developments and especially OPEC’s recent decision to maintain the oil production unchanged, Poten said that “when oil prices decline because of demand slowdown, tanker rates have typically followed. However, the current situation is different, because the main driver for the decline in prices is a surplus of crude, rather than weakening oil demand, which caused the decline in 2008″. As Poten noted, “currently there is a surplus of crude which is driving down prices and, if demand does not grow enough to meet supply and create equilibrium, prices will remain under pressure and a supply adjustment becomes inevitable. The key question for the tanker industry is where the supply adjustment will occur. The most likely places are a production cut from OPEC, declining growth in North American production”. According to Poten, the relationship between Middle East OPEC production and VLCC rates is still there, despite the fact that the tanker oversupply of recent years has weakened this correlation. “Over the last year, deliveries of newbuilding tonnage have slowed and the tanker market has started to rebalance. Volatility has increased and rates have been fairly healthy across the board. Starting from historically high levels of Middle East OPEC production, we think that the tanker market may be able to cope surprisingly well with a possible OPEC production cut”, the analyst concluded. Source : Nikos Roussanoglou, Hellenic Shipping News

The BOURBON JADE and SBM INSTALLER seen from DP3 AWB LANCELOT

Photo : Piotr Wentlandt 2/O DPO (c)

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Look Back In Anger Or Look Forward To Something New?

The month of January is often thought to be named after the Roman deity Janus, who was the god of beginnings and transitions such as doors and gates. He is usually depicted as having two faces, one looking to the future and one to the past. For the shipping markets, the end of the year always represents a chance to take stock, but how much does looking back and forward actually help us understand? Two Way Street Let’s start with the looking back part. It is interesting to note how often the ClarkSea Index (a weighted index of bulker, tanker, gas carrier and containership 2015-01-02_upload_2574170_SIW 1153earnings) at the end of the year is a fairly good explanator of the performance of the index in the following year. The graph compares the annual average of the ClarkSea Index each year to the value of the index in the last week of the previous year, back to 1992. At face value, the two are quite well correlated (with a correlation coefficient of 89%). A Good Signpost? In fact the average absolute difference between the two figures across the period is about $2,900/day. On average this is equivalent to a 16% deviation between the performance during the year and the index value at the end of the previous year. With the annual average index value ranging from less than $10,000/day to more than $30,000/day, that doesn’t sound like a great deal. As with many economic series, the immediate past is a strong explanator of the present. In 11 of the years in the period under consideration, the difference was less than $1,500/day. At $14,787/day, could the end 2014 index value be seen as a signal of mild improvement in 2015 compared to the full year 2014 average of $11,743/day? No Guarantee Well, as they say in the financial services world, past trends are no guarantee of future performance. The difference can still be significant. Even if some shipping market drivers take time to develop, particularly on the demand side, leading to gradual shifts from year to year, across the sample here there were still 6 years where the index annual average diverged by more than 25% from the value at the end of the previous year. Changes Of Direction These include some significant changes in direction. Fundamentals can quickly become tight or loose enough to ensure sharp market movements from time to time. In 2000 the average index value stood more than $5,600/day above the end 1999 value as markets picked up in line with an improved world economy, and in 2008 the average value stood almost $14,700/day below its end 2007 value as the markets turned sharply downwards due to the financial crisis. Which Way Next? As ever, there’s plenty to consider for the shipping investor. As with Janus, looking back is one thing, but looking forward is another. One may teach the lessons of the past, which can be helpful, but fundamentals are always evolving and at the start of any year a keen eye needs to be kept on whether things are getting tight or loose enough to send markets into spikier form. Good luck with your view for 2015! Source: Clarksons

The Chinese bulk carrier RUI NING 6 arriving in Cork with a deck cargo of wind turbine towers from the Far East

Photo : Aidan Fleming ©

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Last week the latest addition to ESNAAD Fleet arrived in Abu Dhabi; The Vessel, named ‘ESNAAD 715’, is a ‘DAMEN FAST CREW SUPPLIER 5009’ built at Damen Shipyards Gorinchem, The Netherlands. ESNAAD, DAMEN, the BRUNEL shore team and a lot of other sailing fanatics from the marine industry, supported the Volvo Ocean Race teams on board of the ‘ESNAAD 715’ during the In-Port race on the 2nd of January and the Start of the 3rd leg from Abu Dhabi to Sanya, China on the 3rd of January Esnaad and Damen wish all the Volvo Ocean Race teams a great race and a safe finish!

The shipping market in 2014 and looking forward

Global Economy: Fragile recovery highlights the need for more political initiatives 2014 started with plenty of optimism for a considerably better global economy and an improved shipping market. Things turned out somewhat differently. Adverse weather conditions in the US during winter were the dominant factor, creating a difficult first half of the year for the global economy. The developing and emerging markets continued on a downward trend, while a sunnier outlook from the US and Europe had the effect of moving the already more advanced economies forward. The quantitative easing programme of the US Central Bank has now ended. This is a landmark in terms of recovery. Following a quadrupling of the US monetary base, unemployment has come down, the stock market has gone up and economic growth has become more robust. The UK has followed the same path as the US, with similar results. This is outstanding in the otherwise sluggish European economic development. In Japan, “Abenomics” is facing headwinds caused by a hike in sales taxes and a subsequent return to recession. Japan’s economy has been stagnating for decades, and it is unlikely to move much further forward from this in 2015. The slowing of the Chinese economy is adding uncertainty to the level of shipping demand generated in the Far East. Its soft landing seems to incur turbulence, with some indicators suggesting the official GDP data may not give us the full story. Growth in emerging markets and developing economies is set for a comeback in 2015, with GDP-growth improving from 4.4% in 2014 to 5.0% in 2015. The advanced economies are likely to stay on the recovery track, and improve their GDP-growth to 2.3% in 2015 (1.8% in 2014). The common challenges remain poor inflation expectations, a lack

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of structural reforms and lack of job creation. There is clearly room for more political initiatives in 2015 to support the global economy. Supply: A stalling orderbook means reality has hit home The total orderbook remained unchanged during 2014. This signals that the industry is now realising that more new orders may not be the right thing to do after all. The fundamental oversupply of capacity in all of the major shipping segments has not changed much over the past year. A higher level of demand has only just matched the net supply of new tonnage coming on stream. Crude oil tankers are the only exception to the general status quo in the balance of freight markets. A multi-year low inflow of new crude oil tankers has stimulated earnings growth of some 20% compared to 2013. Meanwhile, the growing supply pressure in product tankers neutralised most of the growing demand side, with earnings coming in just a little shy of 2013. Container ships keep getting bigger, breaking previous size records for both individual ships and the average size across the fleet. The CSCL Globe, with a capacity of 19,000 TEU, was launched in November, and the average TEU capacity of a 2014-newbuild increased to 7,400 TEU, up from 6,600 TEU in 2013. Next year the scheduled average is 8,000 TEU. Looking forward to 2015, BIMCO expects the dry bulk fleet to have found a new “normal” level of supply side growth, expanding by 5.1% (5.5% in 2014). Regrettably, the level is still too high to reduce the glut of ships in the market. For tankers, BIMCO expects the dirty segment to grow by 1.7% (1.3% in 2014). Three years of low supply growth has led to more positive short-term prospects for crude oil tankers. In the clean segment, the estimated supply growth for 2015 is 4.6% (4.3% in 2014). Supply growth in the container ship segment is expected to drop to 5.8% in 2015 (6.2% in 2014). Dry Bulk: New challenges await as demand slows down BIMCO expects dry bulk demand to slow in 2015 to a rate of 4-5%. Iron ore demand will again be the centre of attention. In recent years, demand growth has been biased heavily towards the Capesize segment. In 2014, 70% of the total volume growth came from increased iron ore demand driven by China. BIMCO expects this trend to continue, with Capesizes outperforming the smaller sizes relatively. The strong iron ore demand in 2014 was somewhat neutralised by weaker coal demand from China. Meanwhile, the Indonesian ban on exports of unprocessed bauxite and nickel ore resulted in a weak Supramax market in the Far East. Towards the end of the year, the late arrival of strong exports of iron ore out of Brazil proved to be insufficient to deliver on the promise of 2013, when rates for all segments went up. While earnings had hit the floor in 2012, BIMCO expected 2014 to build on the optimism of 2013 and continue on the road to recovery. That did not materialise. Tanker: what is the “new normal” demand level? The crude oil tanker market started 2014 on a very positive note, with a five-year-high for earnings in the first quarter. The market’s strength showed clearly in early autumn and in the current winter market. The export of crude oil from West Africa has shifted from West to East as the US has reduced its imports to almost zero. This has given the demand side momentum, as West Africa now export more to the Far East, creating many more ton-miles. For product tankers, the final quarter of 2014 contrasts greatly with the dull and flat market we have seen for most of the year. Despite US oil product export growth slowing down, it remains a positive story overall. Demand growth just managed to match supply growth, as the positive events arrived late in the year for the shipping market as well as in global economics. Falling oil prices stirred some positive unrest in the tanker market, with rising tonnage demand in their wake. In spite of the price drop arising from weak oil demand and oversupply in the market, the current low and volatile commodity price is good for trading and shipping With a dramatic fall in bunker prices, it is vital for a continued industry recovery that all shipping segments resist higher speeds. Failure to do so may compromise improvement of the fundamental balance, which is essential to bring prosperity back. Container: Will strong demand and slow steaming remain? Strong demand growth on the large-volume trades from Far East to US and Europe has brought lower volatility in freight rates on key trades while re-activating most of the previously idle ships.However, during peak season, the steep drop in freight rates on the Far East to Europe trade lane made it clear that the utmost care is constantly required for the supply side, while the introduction of ever-larger ships continues. Improved industry earnings currently rest on one central requirement: slow steaming and defence of individual market share. This highly competitive market only returns a positive margin if the cost base is extremely low.BIMCO expects containership supply to continue to grow at its “new normal” level of around 6%, making the demand side a focal point. European demand has been stronger than private consumption figures indicated, and we may well see further improvement for US demand. The US East Coast could build further on a remarkable year as the ports prepare for the imminent arrival



of ultra-large container ships. Enlargement projects in the Panama Canal and Suez Canal will further influence the deployment of ships. Source: BIMCO

The PACIFIC HICKORY enroute Rotterdam – Alexia harbor -

Photo : Willem Holtkamp - http://fotomaker.jalbum.net/FOTOMAKER/ ©

The NYK HERMES inbound for Rotterdam-Eurpoort – Photo : Gerrit Jan Postma www.aerolin.nl (c)

Sir Ian Wood: “N. Sea oil and gas industry faces loss of 15,000 jobs in 2015”

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Statement by Sir Ian Wood - who believes that, despite some very real challenges in the next 12 months, the North Sea industry will find itself in better shape in 2016.

'I have read with real concern comments that the UK offshore oil and gas industry was 'close to collapse'.

These comments are over the top for an industry which thinks and plans long term, has significant momentum from current production and from major investments made over the last two or three years, and where the operators make their investment decisions based on the anticipated price of oil in two to three years' time.

'It's important to have a balanced perspective at this time. The N. Sea sector does face a very difficult year to 18 months which will see a slowdown in investment, the loss of some offshore production, up to 10%, and the possible loss of around 15,000 jobs within an industry which employs 375,000, although this is difficult to estimate. It will be a tough time for the industry and the people that work in it, but we are entering a downturn from which we will recover.

There are structural reasons to believe that the price of oil should recover, probably late 2015 early 2016, and there are reasons to believe that the industry should be in better shape to attract even more investment then because of initiatives currently underway.The Chancellor's Fiscal Review, which is ongoing, some of the key details of which were announced in the Autumn Budget Statement last month, contained important, helpful fiscal measures. The headline tax rate is reduced by 2% but more importantly, urgent steps are underway to introduce field allowances which will provide incentives for new field developments and capital investment in existing fields and these should be effective.

The proposals to stimulate exploration will definitely encourage sentiment towards investment as the oil price recovers. Treasury has given assurances that these will be in place at the March 2015 Budget.

The new Regulator, the Oil & Gas Authority (OGA) will come into existence this year with significantly enhanced resources and a new charter to facilitate and encourage exploration and new developments through much more collaboration between operators in the UKCS.

This is already having an impact on thinking on some new field developments and should produce some early wins in the course of 2015.The industry itself is undertaking a major efficiency review which should result in a significant reduction in cost per barrel hopefully by the second half of next year.

The Wood Review recommendation for a tripartite agreement between Treasury, OGA and industry means that they will be working together to play their essential roles in helping industry through the downturn and ensuring it comes out stronger on the other side.

There's also encouragement from the Wood Review that, even in maturity, there are a number of important new plays in the UKCS and there is definitely the potential to recover the additional 15bn-16bn boe that I highlighted during the Scottish Referendum debate.

In the face of the slow-down in investment and inevitable cost cut backs, the industry must use this challenge to become leaner and more efficient and this, together with the actions taken by Treasury and the new Regulator, should enable the UKCS to resume its role as one of the better mature investment regions globally as the oil price recovers.' Source : Scottish Energy News

The 1999 built recently flagged to Tuvalu Islands offshore tug/supply ship KIESSE berthed at the Grand Harbour,

Malta on Friday 2nd January, 2015 before completing her voyage to Port Said, Egypt. Photo : Capt. Lawrence Dalli - www.maltashipphotos.com (c)

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Independent Consultants and Brokers in the International Tug and Supply Vessel market (offices in London and Singapore)

Telephone : +44 (0) 20 8398 9833 Facsimile : + 44 (0) 20 8398 1618

E-mail : [email protected] Internet : www.marint.co.uk

The MSC RACHELE arrived at Port Qasim, Pakistan. Its her 1st Port call and the vessel is the longest/largest ship of with a length of 334 meter and TEU capacity upto 8.238 called at any port of Pakistan. Photo : Imran Farooq (c)

United Kingdom Maritime Pilots’ Association (UKMPA) Press Statement

Hoegh Osaka – Grounding 3.1.2015 Maritime pilotage is the core profession within UK ports and coastal waters ensuring the 24/7/365 safety and efficiency of shipping movements. 95% of UK trade is done by sea transport through UK ports, with UK Maritime Pilots

responsible for the conduct of navigation of the majority of vessels within local port areas as per the port’s regulations. The quick thinking, decisions and actions of the Southampton port pilot on board HOEGH OSAKA with the ship’s Captain and his bridge team resulted not only in the prevention of a

major catastrophic event for the ship but most importantly, saving the lives of the 25 crew members. The decision also


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ensured the continuing unimpeded operation of one of the UK’s major ports and protected the local marine environment from potential significant pollution had the fuel tanks been inundated. The pilot having grounded the ship intentionally on the Bramble Bank to prevent further deterioration of the ship’s life threatening list, maintained his role of having conduct of the ship and then played a major part in the coordination of the crew’s rescue by the emergency services. Having stayed on board accompanying the master and a senior ship’s officer after all others had been evacuated, further movement of the ship was detected and the pilot subsequently instructed the remaining three to be evacuated by helicopter. All this was possible as a result of the extensive high quality training that UK maritime pilots are required to undertake coupled with significant local knowledge and experience gained through years of professional practice. Not only in ship handling but in all the other complex aspects of ship operations directly and indirectly related to manoeuvring, navigation and cargo transport. “The sound of safety is silence” yet in some quarters of the UK ports industry there is a misconception that because everything is going right then there must be no need to operate pilotage services at such high levels of expertise and training. This conveniently overlooks that it is exactly because of the significant investment in pilotage operations that on a day to day basis UK pilots safely conduct thousands of ship movements without high profile incident, dealing with the complexities as they arrive. The manner in which the Hoegh Osaka situation as it evolved was handled by her pilot is testament to the rewards that are inevitably reaped from proper investment in the training and operation of port pilotage services and the professionalism and dedication of UK pilots.

The HANJIN AMERICA making her approach to Algeciras.

Photo : Capt Alex Castle (c)

Two trailing suction hopper dredgers ordered by Van Oord

Van Oord has ordered two trailing suction hopper dredgers with a hopper volume of approx. 17,000 m3. Spanish Construcciones Navales del Norte S.L., LaNaval, will build the ships at its yard in Bilbao. Both vessels will be delivered in 2017. The order is in line with Van Oord’s innovative investment programme and is part of the replacement programme of older trailing suction hopper dredgers. The new vessels are a contribution to the further modernisation of Van Oord’s fleet and mark the start of a newgeneration of trailing suction hopper dredgers. The dredgers will have a hopper capacity ofapproximately 17,000 m3, a length of 158 metres and a width of 36 metres. The vessels will be equipped with two suction pipes with submerged e-driven dredge pumps, two shore discharge dredge pumps, six bottom doors and a total installed power of 23,680 kW. Theywill have accommodation for 38 persons.‘These modern vessels will strengthen the mid-class section of our hopper fleet. The vesselsare characterised by a large deadweight in combination with a shallow draft, which makesthem very competitive in various markets, including the market for coastal protection projects’, says COO Paul Verheul. During the design phase, special attention was paid to the energy-efficiency of the vessels.The design includes several aspects which result in substantial reductions in fuelconsumption and consequently a fall in CO2 emissions. The vessels are being equipped with innovative and sustainable systems and will obtain a Green Passport and Clean ShipNotation. Van Oord has designed the vessels in-house in cooperation with C-Job Naval Architects.

DFDS closes Portsmouth-Le Havre ferry DFDS has closed its Portsmouth-Le Havre ferry service, in line with an announcement the Danish operator made in September. Seven Sisters, the vessel operating the service, made its final crossing from Portsmouth on 31 December



and is now to be returned to its owner, the Seine Maritime departmental council. DFDS confirmed to IHS Maritime that the line had been closed and that 24 employees had been laid off.

But the operator said the closure would have no effect on its other UK-France ferry operations between Dover and the French ports of Calais and Dunkirk and between Newhaven and Dieppe.

In September, the company warned that it was planning to close the line, which it said had been in structural deficit for the past 10 years in a western English Channel market suffering from falling freight volumes and overcapacity.

DFDS said it had registered heavy losses despite its efforts to bring the line back into profit after taking it over from France's LD Lines in 2012.

Brittany Ferries is now alone on the Le Havre-Portsmouth ferry route. The French company opened a fast ferry service on the route in May 2013 and introduced a conventional car ferry in March last year. Source : ihsmaritime360

NAVY NEWS

Thailand Eyes Submarine Fleet Is Thailand about to realize its long-deferred dream of acquiring submarines?

Thailand may look to procure two or three submarines as part of an increased 2016 defense budget, finally giving the country a capability it has lacked for more than sixty years, The Bangkok Post reported Friday.

According to a source from Thailand’s defense ministry, the Royal Thai Navy (RTN) is expected to propose the procurement of two to three submarines in the 2016 budget, with the country’s defense minister Prawit Wongsuwon already backing the plan in principle pending cost considerations. The navy has been considering submarines from various sources, but the South Korean Chang Bogo Class submarine is reportedly the least expensive at around $330 million each. To the seasoned observer, Thailand’s plan to acquire submarines is neither new nor surprising. Lacking a submarine capability since 1951, the country has tried since the 1990s to ink submarine deals with several countries, including most recently Germany and South Korea. Though they eventually did not materialize, many were expecting Thailand’s submarine quest to once again become a top priority once the ruling military junta seized power in a coup in May 2014.

Since then, all signs have pointed to the RTN preparing for an anticipated purchase of submarines. In July 2014, it officially launched a multi-million dollar submarine training center, a significant boost to its incremental capacity-building efforts, which have included sending officers abroad to South Korea and Germany for training courses. On November 20 last year, which marks Royal Thai Navy Day, Thailand’s navy chief Kraisorn Chansuwanich revealed that he had revived plans to procure submarines and presented his proposals to defense minister Prawit. Prawit had reportedly agreed with the plan but had instructed the navy to present detailed studies on the types of submarines it wanted and their costs to see if they were affordable.

Despite previous doubts about Thailand’s submarine quest, some officials insist it makes strategic sense and ought to be pursued urgently. They say submarines would help Thailand ensure the freedom of navigation in the vital Gulf of Thailand, which could be disrupted if, for example, lingering territorial disputes in the South China Sea spiral out of

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control with spillover effects. They could also help protect critical infrastructure as Thailand continues its involvement in the Dawei deep sea port project in Myanmar over the next few years.More broadly, submarines can also serve as an effective deterrent and protect Thailand’s sovereignty at a time when many of its neighbors either have or are quickly developing submarine capabilities. Malaysia, Singapore, and Indonesia already have submarines, Vietnam has begun receiving its Kilo-class submarines from Russia, and even the Philippines – traditionally a laggard in this respect – is also eyeing such capabilities. The “keeping up with the Joneses” factor that partly drives Southeast Asian military modernization trends ought not to be discounted, even if it is not often publicly acknowledged by officials themselves. For all the rhetoric about ASEAN solidarity, military buildups are as much about wariness of, and competition between, each other as they are about external threats like China or other transnational concerns.

Even so, past experience suggests that renewed efforts in this direction ought to be viewed with caution. The high price tag of actually buying submarines still remains a major concern, even if doing so is now a more urgent priority. Internal differences between various actors within government have complicated plans before, and could do so again. And with political stability in Thailand hardly assured, there is no guarantee that the current government will be in place long enough to actually follow through on its intended objectives. As Thailand continues pursuing its long-deferred dream of acquiring submarines, past may yet again prove to be prologue. Source : The Diplomat

Chinese submarine dives into Indian Ocean to hunt for gold

India perturbed over Beijing's 'warming relations' with Sri Lanka, Ch...After submarine training, India likely to train Vietnamese pilots to ...Finmeccanica out, US’s Sikorsky joins Navy copter acquisition raceWith eye on China, India to step up military ties with Sri Lanka and ...China building possible airfield in South China Sea: US BEIJING: A Chinese submersible vessel has conducted its first deep dive in the Indian Ocean in search of rare metals. The project involves collecting samples of hydrothermal fluid and sulfide, a kind of seabed deposit containing copper, zinc and precious metals such as gold and silver.

The project, which involves exploring the Indian Ocean for 120 days, reflects China's hunger for resources, and its long-term development plans, sources said. The vessel will also obtain samples of rocks, sediment and water from selected spots in the India Ocean. Different metals become sulfides after chemical reactions and come to rest in the seabed in "chimney vents", official Xinhua news agency said.

The mission's chief scientist, Tao Chunhui, said diving in the submersible enables researchers to see active hydrothermal vent and polymetallic sulfide in seabed and study the environment in the sites from which samples are drawn. The information is important for China's future research in the polymetallic sulfide exploration contract area, Tao said. The first dive last Friday was part of a plan for 20 more planned for the submersible called Jiaolong after a mythical dragon. It will research polymetallic sulfides, biological diversity, hydrothermal microbes and genetic resources in a 120-day expedition in the Indian Ocean.

Jiaolong earlier conducted a 52-day scientific expedition in the northwest Pacific Ocean until last August. It collected 116 biological samples, 22 rock samples, 100 kg of cobalt-rich crust and 24 kg of polymetallic crust samples, as well as 1,232 liters of seawater from the Pacific Ocean. Chinese experts also tested a remotely operated underwater vehicle, Longzhu. A Chinese navy submarine attends an international fleet review to celebrate the 60th anniversary of the founding of the People's Liberation Army Navy on April 23, 2009 off Qingdao in Shandong Province. (Getty Images file photo) China said it was conducting the diving operation within its own licensed exploration area. It entered a contract with the International Seabed Authority and China Ocean Mineral Resources Research and Development Association (COMRA) in 2011 to cover 10,000 sq km of sea surface for research.

Research mission's chief commander, Yu Hongjun, said the vessel will also be used to help pilot trainees to learn skills of submersible operation in active hydrothermal vent and collect samples. The submersible has been carried by a research ship, Xiangyanghong 09. "Besides, the pilots will try to place some biological observation devices in hydrothermal vent," Yu was quoted by the official Xinhua news agency, which did not identify the exact place in the Ocean where the diving took place. The Jiaolong submersible reached its deepest depth of 7,062 meters in the Pacific's Mariana Trench in June 2012 before launcing a five-year trial period in 2013. Source : Indiatimes



The Irish LÉ JAMES JOYCE (P62) seen fitting out at Appledore Photo’s : Norman Hardaker (c)

The LE JAMES JOYCE is the second of the Samuel Beckett-class OPV which is a class of offshore patrol vessels ordered by the Irish Naval Service in October 2010. The first vessel is named the LÉ SAMUEL BECKETT (P61), which is also the name given to the class. The second vessel is the above and below seen LÉ JAMES JOYCE (P62)

An option on a third vessel was exercised and planned for delivery in 2016.

Indian Submarine-Building Consortium Expects 2 Vessels Contract

A consortium of Indian government-owned companies has been formed to bid for the P-75 (I) project of the Indian Navy for building six submarines with air independent propulsion and other advanced technologies.

The consortium comprises of heavy electricals manufacturer, BHEL, Mishra Dhatu Nigam (MDN), which makes special alloys and materials and Hindustan shipyard Limited, Vishakapatnam, a South India based shipyard which has experience in the repair and retrofitting of submarines. An executive of MDN was quoted by Indian newspaper Business Standard as saying that while fabrication would be taken up by BHEL Trichy facility and its subsidiary, BHPV, at Visakhapatnam, Midhani will supply the forged metal



plates, rings made from special grade steels and alloys, and the final integration will take place at the HSL yard in Visakhapatnam. The consortium is expecting to clinch work for at least two submarines from the total six submarines, according to the executive.

The project 75-I was recently approved by the Indian Defence Acquisition Council for building 6 subs in an Indian shipyard with help from a foreign technology partner. The project cost has been pegged at US$11.1 billion. An RFP is expected shortly though no timeframe has been indicated. In this context, the new consortium is well placed to bag a part of the order since HSL will have to one of the locations for the building of the submarines. Mumbai based Mazgaon Docks Ltd (MDL) is the other. The new consortium will have to find a foreign partner to execute the project. Potential international partners include DNCS which has partnered with MDL and is executing an earlier project, the Project 75 for building six submarines. Source : defenseworld

SHIPYARD NEWS

The SWIBER ANNE CHRISTINE in drydock at Keppel Shipyard in Singapore

Photo : Capt Jelle de Vries – Sunshine Offshore Services (c)

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HHI Names 2 New Containerships in Ulsan Hyundai Heavy Industries opens 2015 with the simultaneous naming ceremony of two 10,000 TEU containerships

Hyundai Heavy Industries (HHI), hailed the New Year by naming two 10,000 TEU containerships for a Greek shipping line, Oceanbulk Maritime SA. The naming ceremony was attended by Spyros Capralos, chief executive officer of Oceanbulk; Nicos Rescos, chief operating officer of Oceanbulk; Yoon Moon-kyoon, chief operating officer of HHI’s shipbuilding division; and 44 other guests at HHI’s yard in Ulsan. At the simultaneous naming ceremony, the vessels were named after the famous French and Spanish painters, CEZANNE and DALI respectively. CEZANNE was delivered today and DALI is scheduled to be delivered at

the end of March this year. The containerships measure 300 meters in length, 48.2 meters in width, and 24.8 meters in depth with a service speed of 22 knots. HHI plans to deliver a total of 74 ships including 25 containerships this year. HHI said it has won orders for 154 containerships of over 10,000 TEU since 2005 when it first won orders for four 10,000 TEU containerships from COSCO, China. Source : MarineLink

The new building SAHARA KENSINGTON fitting out at the Labuan shipyard

Photo : Capt Jelle de Vries – Sunshine Offshore Services (c)

Yangzijiang secures record US$1.8 billion of shipbuilding orders in 2014

Mainboard-listed Yangzijiang Shipbuilding (Holdings) announced on Monday that it had entered into 13 new shipbuilding orders in the fourth quarter of last year, comprising nine effective orders with a total contract value worth of US$388 million and four new options with an aggregate value of US$122 million.

This brought total orders for 2014 to a record US$1.8 billion for 41 vessels, the Chinese shipbuilder said. In addition, six outstanding options for two 10,000TEU containerships, two 36,500DWT bulk carriers and two 2,700TEU containerships were carried forward to year 2015, the company said.

The contracts secured in the fourth quarter are scheduled for deliveries in year 2015 to 2017 and therefore do not have any significant impact on group earnings for the financial year ended 31 December 2014. Source: Straitstimes



DSME beats Hyundai Heavy in shipbuilding performance

Daewoo Shipbuilding & Marine Engineering, the nation’s second-largest shipbuilder, is emerging as a dark horse in the industry, beating its global rival Hyundai Heavy Industries in business performance for the second consecutive year in 2014.

“Behind the success is better performance in high value-added energy and eco-friendly ship construction than our rivals,” DSME CEO Ko Jae-ho said in his New Year’s address in Seoul on Monday. Despite the prolonged recession in the shipbuilding industry, the shipbuilder exceeded its yearly order target last year, securing contracts worth $14.9 billion. The company’s initial target, set in early 2014 was $14.5 billion.

The figure is also the second highest amount of annual orders since the company’s establishment in 1973, after recording $21.5 billion in 2007, Daewoo officials said.

DSME was also the only shipbuilder among the top three shipbuilders to surpass its annual goal in 2014, following 2013. Hyundai Heavy Industries, the nation’s top shipbuilder, won $15.3 billion contracts last year, far below its yearly target of $25 billion. Another rival Samsung Heavy Industries was the worst performer among the three, winning $7.3 billion orders, less than half its yearly order target of $15 billion.

Despite the business results, DSME chief was cautious of a rosy outlook for 2015, mentioning continued uncertain business environment and rising competition. The DSME chief underlined the importance of technological edge, citing the situation that Korean shipbuilders are caught between strong Chinese and Japanese competitors.

“We should not be satisfied with the current achievement and have to work hard to keep our competitive edge and reputation in gas carriers and eco-ship technology,” Ko said.DSME stood ahead of other rivals in liquefied natural gas carrier construction last year. The company has won orders for 69 shipbuilding orders this year, of which 37 accounted for LNG vessels.

So far, DSME has won orders for 10 LNG carriers for the Yamal LNG project, a proposed plant at Sabetta, northeast of the Yamal Peninsula, Russia.On Dec 30 last year, the company clinched orders for nine LNG carriers from two global customers. It clinched an order for four carriers from returning customer Angelicoussis Shipping Group, which ordered two new LNG carriers, and conversion orders for two existing very large crude carriers into LNG carriers. DSME has also won an order for five LNG carriers from an Asian customer. Source : Korean Herald

ROUTE, PORTS & SERVICES

Misrata port attacked Forces loyal to Libya's internationally recognized government over the weekend carried out airstrikes on the commercial port of Misrata, a western city allied to a group that holds the capital Tripoli. Misrata has to date largely avoided the fighting that has engulfed Libya since the nation descended into civil war following the fall of Muammar Gadhafi just over three years ago. Fighting was also reported near Es Sider, the country's biggest oil export port located in the east.Es Sider and the adjacent Ras Lanuf oil ports have been closed for more than a month. Source : Gulfshipnews

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The COSCO DURBAN outbound from Melbourne – Photo : Dale E.Crisp ©

OGC plans pipeline to Crude Oil Storage Park

Oman Gas Company, the Sultanate’s gas transportation flagship, has kicked off plans for the construction of a major oil pipeline that will link the nation’s crude oil network with a mammoth crude storage terminal envisaged at Ras Markaz on the country’s southeastern coast.Yesterday, the wholly-owned government gas transportation utility floated a tender inviting qualified companies to bid for its contract to survey the route of the pipeline project. The 42-inch pipeline is proposed to run from Nahada in central Oman to the Ras Markaz Crude Oil Park near Duqm in Wusta Governorate. Bids are due in by January 20, 2015.The strategically significant crude storage terminal is being developed by The Oman Tank Terminal Company LLC (OTTCO), a joint venture between the wholly-owned government energy investment vehicle Oman Oil Company (90 per cent) and its downstream investment subsidiary Takamul Investment Company SAOC (10 per cent).At full capacity, the terminal will hold around 200 million barrels of crude, effectively making it one of the largest oil storage hubs in the world. Additionally, the facility will serve as an alternative to the Sultanate’s only crude export terminal at Mina al Fahal in Muscat. Last year, OGC — which operates and manages the nation’s roughly 2,500 km gas pipeline network — said it had completed a ‘concept study’ of the Nahada — Ras Markaz oil pipeline project.Provisional plans drawn up by authorities envisage a 130 km pipeline that connects the Main Oil Line at Nahada with Saih Nihayda. Another 230 km pipeline then channels the crude from Saih Nihayda to Ras Markaz. Further linkages between the Ras Markaz terminal and a refinery under development at Duqm Special Economic Zone, some 70 km south of Ras Markaz, are also envisaged. The Ministry of Oil and Gas is an important stakeholder in the Ras Markaz Crude Oil Park, as well as in the associated pipeline infrastructure and export terminal. In recent comments to the Observer, Dr Mohammed bin Hamad al Rumhy, Minister of Oil and Gas, said the project’s overall implementation is closely tied to the development of the Duqm SEZ. “It’s work in progress! The development of Ras Markaz and the Duqm hub essentially go hand in hand. When Duqm kicks off, it will accelerate the development of Ras Markaz. I also understand that interest from the market is encouraging. As exporters, we have interest in Ras Markaz and would like to use the facilities when built, as do many others.”According to Isam bin Saud al Zadjali, CEO — Oman Oil Company, development of the crude oil storage park is being carefully progressed in sync with other strategic initiatives envisioned at the Duqm SEZ.“Ras Markaz is part of a portfolio of 3-4 projects (being handled by Oman Oil Company at Duqm). Fundamental to these projects is Duqm Refinery. What we’re doing as a company right now is to look at the schedule of these projects to make sure the timing of completion is ideal.”Elaborating on the Ras Markaz venture, Al Zadjali stated: “Right now we’re moving ahead. We’re beyond the study phase, and will be going to go into the FEED, engineering design, and so on. These would however require some time. For us at Oman Oil Company, the goal is to make sure that all of these projects are delivered at a time that the government deems appropriate.” Source: Oman Daily Observer

Move to bring down container handling charges at ICTT put off

A move to bring down container handling charges at the International Container Transshipment Terminal here through direct billing of export-import trade and coastal cargo operators has been put off to February.Cochin Port Trust had



announced that container handling charges would come down from the New Year Day with the introduction of the new billing system. However, sources said on Wednesday that the new system would be introduced only in February. The announcement by the Port Trust in October said that the shipping companies now paid charges to DP World and that exporters and importers were then billed with “add-on charges relating to their own services”. The Port Trust said this resulted in service tax being incurred twice as well as in some disputes over charges.bThe Port authority had said that all shipping line related service would be charged directly to the export-import business by the shipping lines and that IGTL and shipping lines would work out the modalities for the new system by January 1. Meanwhile, steamer agents have criticised the latest hike in container handling charges at the terminal here. The terminal operator has announced a 3.48 per cent hike in container handling charges. The higher cost of container handling will hit both exim trade and coastal containers, said Prakash Aiyer, president of Cochin Steamer Agents’ Association.He said that the latest hike in handling charges meant that exim trade and coastal business would pay an extra Rs. 3 crore a year in handling charges alone.He said traders handling reefer containers would be the badly hit by the rise in charges.Source: The Hindu

Jan de Nuls CSD ZHENG HE operating at the Al Ballah area at the Suez Canal Project

MOL goes ‘on the offensive’ with new year order for 20,000teu mega-containerships

MOL president Koichi Muto has thrown down the gauntlet to rival container lines in his New Year message by confirming the Japanese transport group’s strategy to upgrade its boxship fleet with an order for 20,000teu ultra-large container vessels. Admitting that MOL’s container division “is showing a significant deficit for this fiscal term”, which ends on 31 March, Mr Muto announced a “counter-offensive year”. He said: “I think many of you may be worried about our containership business.And the fact is, in terms of competitiveness and earnings strength within the industry, we are somewhat behind.

“As far as the structural problem our containership division faced, we have already taken steps to reform the business, such as upgrading the fleet with the world’s largest containerships – 20,000teu – to make us more cost-competitive.”

Despite describing 2014 as a “very severe” year for MOL, Mr Muto said the depreciating Japanese currency and a dramatic fall in bunker prices would prove a “favourable wind” for the group in the coming months. While Mr Mutu did not give any details of the ULCV order, it is known that other members of the G6 alliance have made enquiries at Asian shipyards about construction options and talked with non-operating containership owners concerning long-term charters.

Indeed, with the commencement of the 2M and Ocean Three east-west alliances this month, and their deployment of 16,000teu-plus ships, MOL and its G6 partners are conscious of being disadvantaged in terms of unit costs and economies of scale.Meanwhile, competition for the title of “world’s largest containership” remains fierce, having changed hands twice in the last two months after Maersk Line’s 18,270teu Triple-Es launched in 2013.

In what Alphaliner described as “the amazing containership race or capacity inflation gone askew”, the Maersk flagships were usurped by China Shipping Container Lines with the launch of its 19,100teu CSCL Globe in November. However, the ship, which will make its maiden call at the UK port of Felixstowe on Thursday, did not hold the title for



long – Maersk’s 2M partner, Mediterranean Shipping Co, soon took delivery of the MSC Oscar, which has a declared capacity of 19,224teu.

The vessels are of almost identical dimensions but differ in capacity due to bay distribution. Alphaliner has argued that, in practice, deadweight limitations will actually determine the maximum load factors achieved by the carriers. Alphaliner calculated that the usable capacity of 18,000-19,000 teu vessels on the Asia-Europe headhaul tradelane would in fact, depending on seasonal deadweight and design factors, be in the range of 16,500-18,000 teu – based on an average weight of 11 tonnes per teu.Mr Mutu also noted in his address that according to the Chinese zodiac, 2015 is theYear of the Sheep, and given the current mad rush by carriers to operate the world’s biggest containership, it would seem an apposite star sign. Source : The Loadstar

The APL LE HAVRE handling boxes at the Noordzeeterminal in Antwerp – Photo : Willem Kruit ©

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The 2013 built 183 mtr long 49.452 DWT oil/chemical tanker FRONT ARROW enroute Antwerp

Photo : Walter de Groot ©


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Ghana begins fabrication of nine anchor piles for FPSO

Work has commenced on the fabrication of nine anchor piles for Ghana’s second floating production and storage (FPSO) vessel which will start produc-ing oil from the Tweneboa, Eny-enra and Ntomme (TEN) fields in mid-2016. The fabrication is underway in a brand new facility con-structed by Tullow Oil in Sekondi in the country’s Western Region on a land leased by the Ghanaian Navy. At the completion of the an-chor piles in April 2015, the fa-cility will be used to fabricate jumper spools for the TEN Proj-ect, which will connect subsea production equipment on the seabed. TEN Project is being under-taken by Tullow Oil, in partner-ship with Ghana National Pe-troleum Corporation, Kosmos Energy LLC, Anadarko Petro-leum Corporation and PetroSA The TEN Development Plan which was approved by the Government of Ghana in May 2013 requires the drilling and completion of up to 24 develop-ment wells that will connected through subsea infrastructure to a Floating, Production, Stor-age and Offloading (FPSO) vessel presently under construc-tion in Singapore. Source: Dailytimes

Kalmar delivers first Gloria reachstackers to ICTSI

Kalmar, part of Cargotec, is delivering four of its latest generation Gloria reachstackers to International Container Terminal Services Inc Group (ICTSI). The 45 tonne capacity units are the first operational in the Asia-Pacific territory, following their launch in Shanghai in August 2014. They will be undertaking container handling in two of ITCSI's terminals, Manila and Subic in the Philippines. The order was signed into Cargotec's third quarter 2014 intake. Two of the units were delivered in December and the next two will be delivered in January 2015, the company said in its press release. ICTSI, a long standing customer of Kalmar, has experienced consistent growth in container throughput at its key locations and has been investing in extending its container handling infrastructure. The Manila International Container Terminal (MICT) is ICTSI's flagship operation and the Philippines' largest international terminal with an annual capacity of 4.2 million TEUs. Similar growth is now being developed at the Subic terminal which services the growing northern economy of the Philippines. Björn Jonasson, Sales Director, Kalmar Asia commented, "I am delighted that ICTSI has become the first customer to specify Kalmar Gloria reachstackers in Asia and particularly so soon after their launch into the region. We have enjoyed considerable success in launching Gloria into other key territories and the product has now become the benchmark for reachstacker performance throughout the industry." Gloria achieves new levels of productivity with a total lift capacity of 45 tonnes, stacking up to 6 high (5 high on the intermodal). It is also the most fuel efficient reachstacker on the market. A choice of three ECO driving modes; power, normal and economy; delivers significant fuel savings of up to 20%. The automatic stop/start function can also result in a 10% fuel saving and a reduction in emissions, meeting European Stage 4 and Tier 4 and EPA emission legislations. Source : Portnews 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

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