DAILY COLLECTION OF MAR ITIME PRESS CLIPPINGS 2014 –...

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2014 – 244

Distribution : daily to 30850+ active addresses 01-09-2014

Number 244 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Monday 01-09-2014

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

The German ERV BALTIC arriving in Rostock – Photo : Capt. Radboud Polee ©

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IN MEMORIAM

Yesterday I received the sad new that in Singapore

ANDREW CHIAM

Passed away at an age of 65 years.

Andrew headed for many years the ships chandler ANSER TRADING & MARINE Pte Ltd in Singapore, for many companies aswell for Smit & Smit Lloyd and was a very friendly and good person also for the ships crews onboard the vessels, nothing was too much for Andrew and his team, one call was enough business wise but also for private matters, Andrew was there to help anybody, when you needed something. Andrew was not well for a long time, problems with his kidney and was getting every three days Dialyse, Andrew underwent a kidney transplant in China but he encounterd rejection symptoms of the new kidney and was hospitalised recently for a additional virus infection, which became fatal for him. A wake for Andrew will be held at the Mount Vernon Cherish Hall, 121 Upper Aljunied Rd in Singapore until Wednesday Sept 3rd

Herewith I would like to thank Andrew for the many years cooperation and wish Audrey and other family members and all other friends all the strength they need to cope with this loss.

ANDREW, THANK YOU FOR EVERYTHING ! **** REST IN PEACE ****

Contact address : Anser Trading 47 Jalan Pemimpin #01-04 Sin Cheong Building Singapore 577200



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EVENTS, INCIDENTS & OPERATIONS VSMC changes name to VBMS

VSMC (Visser & Smit Marine Contracting) is now VBMS. This name change is a result of the strategic joint venture between VolkerWessels and Boskalis, which was formalised in 2013. VBMS is inspired by the initialisation of VolkerWessels Boskalis Marine Solutions. Besides introducing a new name, VBMS is also rolling out a new logo and corporate identity (see www.vbms.com ). Strong growth VolkerWessels launched the subsea power cable installation company in 2007, shortly after which it enjoyed a marked

increase in productivity as a result of being contracted for major projects such as London Array, Walney and Ormonde. In 2013, Boskalis acquired a 50% stake in the company. VBMS has now become the market leader in total solutions for subsea power cable installation. VBMS also provides Balance of Plant maintenance for the renewables market, umbilical/flowline installation for the oil & gas market and installation solutions for interconnectors. We connect VBMS CEO Arno van Poppel: “As VBMS, we will continue to deliver multidisciplinary grid-to-grid services and world-class marine solutions to help our clients reach their business goals. As always, we deliver on our commitments to the highest safety standards possible. Therefore, our company slogan reflects the way we do business. ‘We connect’ with

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our clients, our parent and sister companies, on and offshore, engineering and operations, etc.’ VBMS specialises in subsea power cable installation, Balance of Plant maintenance for the renewables market, and umbilical/flowline installation for the oil & gas markets and installation of interconnectors. The company delivers added value with its robust end-to-end project management and multi-disciplinary grid-to-grid solutions. In addition, VBMS complies with strict European and international industry standards, reflected in a high QHSE ranking. VBMS provides quality services balanced with cost effectiveness, with a portfolio including major offshore developments in Europe and beyond. VolkerWessels and Boskalis each own a 50% stake in the strategic joint venture VBMS Holding B.V.

BBC Chartering: ‘Shipping remains a low return, high risk business’

Leer: Consolidation in the heavylift sector is ongoing, according to the head of the one of the world’s top fleet managers in the sector, who says is the segment is recuperating, but “only slowly”. Svend Andersen, ceo of BBC Chartering, says the sector is in transition and faces three major challenges: oversupply of tonnage, reforms in the banking industry and a need to innovate shipping capacity. Not only smaller owners but also operators are being squeezed out of the market due to insufficient rates and highly leveraged financing, Andersen says. In many cases tonnage becomes available for sale as their single ship companies need to file for insolvency. Larger owners - or private equity - make use of such opportunities and buy the written off tonnage. In the case of uncompetitive tonnage which is not scrapped some banks also enter into ‘pay-as-you-earn’ agreements, which might prove to be an effective tool; however it may up the pressure on the market if used wrongly as capacity may get priced below cost effective levels. In Maritime

CEO’s opinion no other sector of shipping has been so swayed by private equity (PE) in recent years, with product tanker trades latterly challenging this assumption.

“PE investors may now own a number of ships, but operating and marketing them profitably exposes them to the same challenge faced by any other investor in the market,” says Andersen. While not going so far as to say PE has changed the face of the sector, Andersen does think it has certainly influenced some aspects of the business – especially governance and reporting-wise. However, with regards to their asset play strategies PE investors continue to be caught in the sectors’ dynamic which gives them limited room for short-term actions, he reckons. Top : the BBC

EVEREST anchored off Singapore last week – Photo : Piet Sinke © CLICK on the photo !

“Plain talking,” he says frankly, “shipping remains a low return, high risk business and it may only prove successful for long term engagements – this is valid today more than ever.” BBC’s currently operated fleet counts about 150 vessels. Left : The BBC PLATA anchored off Gibraltar – Photo : Francis Ferro © More than 70% of the fleet runs under long-term agreements with vessel owners. The rest is chartered-in. With this BBC is able to react to short term demand peaks or make use of cargo opportunities on a single case basis, much like a

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“breathing capacity blanket”, he says. Together with its partners BBC is currently engaged in another newbuilding project that aims at improving vessels in the important 12,500 dwt MPP / HL segment. “Improved efficiency and environmental performance are increasingly important competitive factors in this segment,” Andersen suggests. Source : Maritime CEO

Teras Offshore’s 2010 build 13,000 DWT module carrier LOCH SEAFORTH arriving at Dampier with 2 very large (and very open ) modules on deck. photo : Frank van Hoorn ©

Russian female officers make splash in LNG sector for SCF

Gazprom Marketing & Trading and SCF Group (Sovcomflot) named its latest 170,000-cbm LNG newbuilding PSKOV at STX Offshore & Shipbuilding this week. The vessel’s owner, SCF, also flagged up its commitment to training the next generation of young Russian seafarers and, in particular, a growing number of women. SCF says the PSKOV which is fixed on long-term charter to Gazprom, will sail with fourth officer Lyana Mitrofanova The 23-year-old was born in the city of Pskov. She recently graduated from the Admiral Makarov Maritime University in St Petersburg, the former school of the legendary Anna Schetinina, the world’s first woman to serve as a captain of an oceangoing vessel. A group of cadets, sailing onboard the tall ship training vessel Nadezhda from the Admiral Nevelskoy State Maritime University in Vladivostok, also made a port call in Busan to visit the PSKOV Source : Tradewinds

The SEVEN SEAS VOYAGER moored in Amsterdam as seen from the Red Cross ship J.Henry Dunant

Photo : Arie Verheij ©

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LAST MILES FOR A “HERO”

Received an e-mail from Arif Shaikh in Pakistan that last Saturday morning at 8 hrs lt the tug ENDEAVOUR connected up to the GLOBAL DESTINY (ex SMIT ROTTERDAM ) at Karachi Port berth no 21 West Wharf and the transport departed at 08:30 hrs bound for Gadani Beach

the GLOBAL DESTINY was towed with a speed of 2,5- 3.0 knots and the transport was due to arrive yesterday (Sunday) morning 03:00 hrs and the ones the strongest ocean going tug in the world was due to be beached around 13:00 hrs at her last resting place to be scrapped Karachi photo’s : Arif Shaikh ©

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The SUDKAP outbound at the Westerschelde bound for Rotterdam – Photo : Huib Lievense ©

New HK shipmanager Langton aims for the personal touch

By Marcus Hand from Hong Kong There is a new kid on the block in Hong Kong’s ship management scene in the shape of Langton Shipping Group, which will soon have four vessels on its books. Langton is headed up by group managing director Michael Birley, previously from Wallem, and is offering both commercial management and shipmanagement, as well as consultancy.

Birley, a shipbroker by profession, will run the commercial management side of the business, and is joined by Laxman Kumar and Rajesh Gadhia, both also ex-Wallem, as joint managing directors of Langton Shipmanagement. On the ship management side the company currently has one 4,500 dwt tanker, and a sistership will be joining in September. October will see Langton added two panamax bulkers, one a newbuilding and one three years old, which will be on charter to K Line. Being a small, new company Birley explained to Seatrade Global that they do not have large overheads and all the IT they will be using will be new so there will not issues with integrating legacy systems. “Hopefully those are savings we can pass on to our customers. The intention is to provide a quality service at an overall price that is very competitive,” he said. In common with other ship managers Langton sees smaller owners having difficulties keeping up with the pace of regulation and this is driving demand for third party ship management. “We’re coming at it from the service point of view. A lot of small owners are finding it difficult to keep up with the regulatory environment, flag-state, local requirements and they’re looking for something where the people they initially meet will be the same people looking after ship day-to-day not somebody down the line,” Birley explained. He noted that it was the “personal side” of the business that excited him. Looking ahead the company’s offices in Sheung Wan in Hong Kong have plenty of room for expansion and the aim is to be managing more than 20 ships December 2015. Source : seatrade-global

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The DOCKWISE WHITE MARLIN fitting out at GSI shipyard in Guangzhou (China)

Photo : Yang Jansen ©

Evergreen takes in Thalassa Doxain, 9th of ten 13,808-TEUers on charter

EVERGREEN takes in charge the 13,808 TEU THALASSA DOXA, the nineth ship in a series of 10 sister ships built by Hyundai Heavy Industries (HHI) for Greek owner Enesel. The ships were ordered by Enesel in July 2012, with the backing of 10-year charters to Evergreen. The shipowner concluded the order for US$116.5 million per ship, compared to the $160-170 million paid by other owners at the peak of the market in 2008, reported Alphaliner. The THALASSA DOXA will join the shipping lines' Far East-Europe CEM service, part of the CKYHE alliance offer, with the CKYH partners branding it 'NE 5.' The eighth ship in the series was delivered in late July, and the final ship is due to be delivered in September next month. In a separate development, Belgian owner Delphis NV has received the Perceiver, the last of four geared wide-beam ships of 3,836 TEU ordered in November 2010 from Hanjin Heavy Industries' shipyard in the Philippines. The ship deliveries were originally planned 15 to 18 months earlier. All four of the ships have been chartered by MOL for deployment on the Far East-West Africa (WA 1) service. The WA 1 was

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jointly launched by MOL, Evergreen and Cosco in June. The Perceiver has been delivered under the charter name, MOL NALA. Source : Asian Shipper

The BRAVANTE VII anchored off Santos (Brazil) Photo : Capt. Gerard Gorter Master m.v Jaguar ©

Bulker Firm Orders up to 18 Ships Interlink ordered up to 10 ships from Zhejiang Zengzhou Shipbuilding

Private-equity backed Interlink Maritime (Interlink) could increase its fleet sixfold by 2017 with up to 18 new fuel-efficient bulk carriers from Chinese shipyards, industry news site TradeWinds reports. The company has ordered five 39,000 deadweight tonne (dwt) vessels for $24 million each from China's Zhejiang Zengzhou Shipbuilding, and the deal includes options for five more. In addition, Interlink has exercised five options for 38,500 dwt bulkers from Taizhou Kouan Shipbuilding, bringing it to 15 ships ordered from that yard. Last, it has added three vessels at Huatai Heavy Industry, bringing it to eight ships now under construction there. Private equity firm the Carlyle Group has a stake in the company Interlink now has five handysize ships in now in use by companies including Western Bulk, Ultrabulk, and BoConti. U.S.-based private equity firm the Carlyle Group has a stake of undisclosed size in the company. Private equity firms have taken a growing role in the shipping industry over the past year, fuelling worries about overcapacity. Carl-Johan Hagman, CEO of Shipping, Ferries, and Drilling for Swedish carrier Stena, said in June that private equity orders have left the market "fundamentally damaged." Source : Ship & Bunker News Team

Skegness lifeboat rescues yacht in trouble at Gibraltar Point

The RNLI's Skegness lifeboat provided assistance to a yacht which got into difficulties at Gibraltar Point The all-weather Lincolnshire Poacher craft was called to the entrance to the River Steeping to attend a 27ft yacht called the Morag. The vessel's two-person crew were unable to navigate the channel into the river as the boat's engine had failed. The lifeboat launched at 4:45pm and RNLI mechanic Mark Holley and crewmate Lee St Quinton were transferred to the Morag to fix the broken motor. The lifeboat then towed the yacht back to the river and returned to Skegness at 8pm.Source: eastlindseytarget



The DP PLV Gobal 1201 operating at the Faiteh field.

Photo : GM MWS Pieter C Holtes (o/b of the PLV Global 1201) ©

Pipelaying Vessel for South Stream to Dock at Burgas

The South Stream Transport JV has said a pipelaying ship was expected to berth at the Bulgarian port of Burgas on Sunday for works relating to the Moscow-backed gas pipeline. Bulgaria’s BTA news agency quoted South Stream Transport B.V. as saying in a statement the Castoro Sei pipelaying vessel would be used to prepare construction of the pipeline, including the welding of pipes for the Russian shallow water section. The vessel will remain in Burgas until the end of October.

South Stream Transport B.V. is an international joint venture company of Russia’s Gazprom, Italy’s ENI, France’s EDF and Germany’s Wintershall Holding. The news of the expected arrival of the pipelaying vessel comes less than a month after Bulgaria’s caretaker government ordered South Stream Bulgaria, a company equally owned by state-run Bulgarian Energy Holding (BEH) and Russia's Gazprom, to suspend all public procurement activities and not sign contracts related to the project. In June, the European Commission launched an infringement procedure against Bulgaria over the way the country is handling the South Stream and demanded construction works be frozen until the project complies with the EU law. The first batch of pipes for the Bulgarian section of the South Stream gas pipeline was delivered to the Port of Varna on August 14. More pipes have been delivered since then. Source : novinite



The cruiseliner DISNEY WONDER seen in Juneau, Alaska on 29/8 from the VOLENDAM

Photo : Jos Koks ©

Maersk ship to skip Vancouver call over congestion and delays

File photo of the CLEMENTINE MAERSK passing the Suez Canal – Photo : Piero ©

The CLEMENTINE MAERSK will skip the port of Vancouver, British Columbia, in its current rotation, citing congestion and “significant” delays following the CMA CGM ATTILA’s striking of the dock two days ago. The Maersk Line vessel

will shift cargo bound for the Canadian gateway to the CMA CGM LA SCALA. Canadian media reports that two Transportation Safety Board officials are investigating the Aug. 28 incident where CMA CGM ATTILA hit the quayside at DP World’s Centerm terminal. The extent of the damage is not known.

Maersk Line said in a statement that all export cargo booked on the Clementine Maersk will be rolled to CMA CGM LA SCALA, which will arrive in Vancouver on Sept. 15. Imported cargo for Canada will be discharged from

CLEMENTINE MAERSK in Seattle and transhipped to CMA CGM LA SCALA, and all other Canadian and U.S.-bound cargo will be discharged in Seattle and railed to Chicago. Concerns over U.S. West Coast labor negotiations have resulted in strong growth at Canada’s West Coast ports of Vancouver and Prince Rupert. Port Metro Vancouver jumped 4.7 percent to 1.4 million TEUs from January through June, and Prince Rupert Port moved 281,074 TEUs, 6.5 percent more than the same period in 2013.The rising container volumes saw DP World Vancouver announcing in early August it would stop accepting U.S.-bound containers intended for direct transfer to rail, citing a lack of railcars to handle the surge of cargo headed across the border. Port Metro Vancouver has been leveraging its advantages as a gateway to the U.S., including weekly ocean services by most of the major carriers in the trans-Pacific, and intermodal service by both the CN and CP railroads. Prince Rupert, by contrast, is served only by Cosco and its partners in the CKYH Alliance. Also, CN is the only railroad with service to and from Prince Rupert. Last year, Prince Rupert’s total container volume declined about 5 percent versus 2012, while Vancouver’s increased 4 percent. Prince Rupert Port moved 281,074 TEUs i the first half, 6.5 percent more than the same period in 2013. The three major Port Metro Vancouver terminals saw their productivity performance slip in the first quarter, according to JOC Group Port Productivity Data. Deltaport



averaged 53 total berth moves per hour (measured between lines down and lines up) in the first three months of the year, a decline from 66 in the same period in 2013. Vanterm averaged 49 moves per hour in the first quarter, down from 78 in the first quarter of 2013. Centerm’s productivity declined from 62 moves an hour in the first quarter of 2013 to 56 moves per hour in first-quarter 2014. Source : JOC

The IHC Merwede built cutterdredger AL BAHAR during trials at the Haringvliet. (The Netherlands)

Photo : Jan van Heteren - www.janvanheteren.nl ©

Stricken vessels alert sparks Invergordon RNLI rescue missions

MEMBERS of an Easter Ross lifeboat crew have come to the rescue of two vessels in distress within a matter of days. Invergordon RNLI lifeboat was tasked on Thursday afternoon this week after a 32ft yacht, Swiss Roll, became dismasted around 7.5 miles north-east of Tarbetness point. Swiss Roll was on passage from Findhorn to Helmsdale when the mast failed. The Invergordon crew was paged at 4.17pm on Thursday. Once the lifeboat arrived on scene, a volunteer crew member was transferred over to aid the recovery of the mast and sail from the water.

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Fishing Patrol vessel Minna, which was on patrol close by, also came to assistance, with the lifeboat requesting the 47m (154ft) patrol vessel to provide a lee whist the recovery operation was undertaken and a tow established due to the weather conditions. Once a tow was established, Invergordon Lifeboat made her way to Cromarty Harbour where local coastguard were awaiting on to assist with the berthing of Swiss Roll. Last Saturday, Aberdeen Coastguard requested the launch of the Invergordon lifeboat with the volunteer crew tasked to a disabled yacht, which had also become dismasted. Sailing vessel Shoshoni, with two crew, became dismasted approximately half a mile outwith the Sutors, and required assistance. Aberdeen Coastguard requested the launch of Invergordon’s All-weather Trent class lifeboat Douglas Aikman Smith at 2.43pm, reaching the stricken vessel just after 3pm. With two lifeboat crew transferred to assist with the recovery of the broken mast, a tow was established to the Shoshoni, and a passage was made back to the safety of Cromarty Harbour. The Lifeboat was back along side and refuelled, and ready for service by 5.15pm The Lifeboat then returned to her Invergordon West Harbour berth and made ready for service by 10:45pm Source : ross-shirejournal

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The SEVEN BOREALIS enroute Rotterdam – Photo : Monique Davis-Mulder ©

HSH Nordbank Profit Doubles as Ship Loan Provisions Fall

HSH Nordbank AG more than doubled its first-half profit as the world’s biggest financier of ships cut net provisions for loans by about half. The lender, which was bailed out by its state owners Hamburg and Schleswig-Holstein in 2009, said first-half net income increased to 300 million euros ($395 million) from 131 million euros a year earlier, according to a statement today. Expenses for net loan-loss provisioning fell to 237 million euros from 463 million euros a year earlier. HSH Nordbank said it’s “well prepared” for the European Central Bank’s Comprehensive Assessment and the related Asset Quality Review as well as the stress test later this year. The bank’s owners, the German states of Hamburg and Schleswig-Holstein, last year raised a guarantee to 10 billion euros from 7 billion euros to cover potential losses. HSH Nordbank, like other shipping lenders including Commerzbank AG (CBK) and Norddeutsche Landesbank Girozentrale, is a focus of the ECB’s review of lenders’ balance sheets. The container shipping industry, which accounts for the biggest share of ship loans among German lenders, has suffered from overcapacity since the global financial crisis triggered a trade slump and the worst decline in charter prices in decades. The company reiterated that it expects to post a profit before and after tax in the full year, helped by relief in loan-loss provisioning. In 2013, HSH posted a loss of 814 million euros, its biggest since 2008, as it set aside more funds to cover risky loans. New business rose to 4.5 billion euros in the first half from 2.7 billion euros a year earlier. New business was focused on real estate,

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energy and infrastructure. Pretax profit more than tripled to 432 million euros while interest income fell about 11 percent, according to the statement. The company had a capital adequacy ratio of 10.9 percent according to the full implementation of Basel III regulatory rules at the end of the first half.Source: Bloomberg

The fast ferry DE NIEUWE PRINS enroute from Hoek van Holland to Rotterdam-Europoort via the Breediep

Photo : Kees Torn ©

Recovery in Sight for the Dry Bulk Shipping Market

Despite weak freight rates so far this year, Dry Bulk shipping earnings are forecast to recover as demand for both major and minor bulk commodities rises, according to the Dry Bulk Forecaster report published by shipping consultancy Drewry. Freight rates have been depressed due to a continuing oversupply of vessel capacity, despite recent moderation in the growth of the fleet. Drewry’s Dry Bulk Freight Rate Index, a weighted average of earnings across multiple trades, declined 39% in the six months to June. Drewry estimates that the dry bulk global fleet grew at an annual rate of 1.3% in the second quarter of 2014, down 0.4% on the first quarter. Some of this growth was the result of declining inactivity as vessels previously laid up due to bankruptcy proceedings came back onto the market. But much of the damage relates to over ordering of previous years, which has left the industry with an operating surplus of over 240 million dwt. Despite this, activity in the newbuilding market has increased, due largely to demand for eco-vessels. Ordering for Capesize and VLOC vessels has increased on a positive outlook for coal and iron ore trades.The current overall orderbook represents around 23% of the global fleet. On the demand side, strong growth in Chinese iron ore imports were partly offset by a contraction in coal and grain shipments. Chinese imports of iron ore grew 12% quarter-on-quarter, driven by domestic smelters’ preference for high quality and low cost imports. Grain

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shipments were impacted by adverse weather conditions and geopolitical issues in Eastern Europe. Chinese steam coal imports declined around 4% in the year to June, reducing earnings of Capesize and Panamax vessels. Chinese imports of iron ore are expected to slacken off through the remainder of the year due to large stockpiles, but demand is forecast to grow at an annual rate of 6% in the period to 2019. “The immediate outlook for bulk shipping is positive,” said Rahul Sharan, Drewry’s lead dry bulk shipping analyst. “Despite weak market conditions through the first half, average time charter rates for 2014 are expected to be higher than 2013 as Drewry expects rates to increase in the second half.” Driving much of this recovery will be increased demand for both major and minor bulk commodities. “Looking further ahead, we expect earnings to recover gradually across all vessel segments over the next few years,” added Sharan. Source: Drewry Shipping Consultants

VLCC tankers starting to join the market’s “party”

So far in 2014, most tanker market segments, from Suezmaxes to Aframaxes have enjoyed their fair share of spotlight, as rates have spiked in many occasions so far. But, now, it seems that the market’s heavyweights, the VLCCs are also starting to join the “party”. According to the latest weekly report from London-based shipbroker Gibson, “the crude tanker market has been full of surprises this year. Rates across all tanker categories spiked impressively in January, with earnings rising to their highest level in several years. Although the markets have eased since then, volatility has remained. Suezmaxes out of West Africa have hiked several times over the past four months, with daily returns up to $47,000/day at market speed, while spot earnings for Aframaxes trading in the UK Continent have been on an even more impressive roller coaster ride. Here, returns jumped to $75,000/day in July, collapsed in early August and then briefly rose above $40,000/day earlier this week”, the shipbroker said. It noted that “VLCCs have been the last to join the party – earnings on the Middle East Gulf – Japan trade have been assessed around $35,000/day for most of this week, their highest level since February. The gains in the Caribbean market have been far greater. Currently, freight levels for VLCC voyages from the Caribbean to Singapore are estimated at around USD 6.15 million (lumpsum), levels not achieved since January 2010. This hike is being driven by the shortage of naturally positioned VLCCs in the region and has lured an unusual flow of ballasters from the UK Continent. We have also seen the first ballaster from the East (although this specific VLCC originally planned to ballast just to West Africa)”. According to Gibson, “the shortage of available VLCC tonnage in the Caribbean is likely happen with increasing frequency. The growth in the US crude oil production meant a decline of VLCC trade both from the Middle East and West Africa to the US, reducing a number of naturally positioned tankers in the area. The scope for a further drop is limited, as imports of light sweet crude from West Africa are already at very low levels, while the Middle East countries, in particular Saudi Arabia, are expected to retain their share of the US market. However, the anticipated further growth in the US crude production is also likely to lead to a decline in crude imports from Latin/South America. This, coupledd with rising crude oil output in South America itself, will leave a growing number of regional barrels available for long haul trade to the Asia Pacific”. The shipbroker concluded that “the combination of steady (if not slightly declining ) VLCC trade to the US coupled with the expectations of further increases in long haul shipments from Central/South America suggest a growing shortage of naturally placed VLCCs in the Caribbean. As such, ballasters from the UK Continent, West African and perhaps even the East would become a more prominent feature of the tanker market”. Meanwhile, in the crude tanker markets this week, in the Middle East, “VLCCs were looking slightly threatening at the start of the week, but charterers have managed to temper any possibility of owner’s truly grasping control by going for relets or ex dry dock ships. By the close of the week, owners are on the back foot and we see AG/East finishing at 270 x ws 53 and AG/West at 280 x ws 28. Suezmaxes have been suffering all week and with inquiry being a mere drip, tonnage has just had to face whatever comes their way and rates stay pinned at 140 x ws 32.5 West and 130 x ws 65 East. Aframaxes have had a bit more action in the East but rates never really took of due to the amount of tonnage available, and the same can be said about the AG with rates finishing at around 80 x ws 112.5 going East”, Gibson noted. The shipbroker added that in the North Sea, “Aframaxes in the North Sea benefited from a midweek march due to an influx of fuel oil activity coupled with a busy early September programme on the crude and this saw rates spike. However, it now looks like it’s lost a bit of its bite by the close of the week and rates for X -North Sea finish at 80 x ws 112 .5 and Baltic load at 100 x ws 102.5 as the forward positions look a bit more generous going forward. VLCC activity has been sporadic and with tonnage continuing to be lured away by the attractive Caribbean market, expect rates to remain steady here at $4.75m for Rotterdam/Singapore”, Gibson concluded. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide



Maltese fisherman and his young son are first to be rescued by privately-

funded migrant aid mission The first ever privately-funded migrant rescue mission made its first rescue this evening, and it was not migrants that were helped, but a Maltese fisherman and his five-year-old son. The Phoenix, a 40-metre vessel that will serve as the platform for the operation, set sail from Grand Harbour in the morning for its first 20-day mission. In the evening, as it returned close to Malta to pick up some equipment, it came about a very worried Maltese fisherman whose boat was drifting off Delimara after its engine failed.

The Phoenix sailed out of Grand Harbour in the morning and was greeted by four leaping dolphins some miles off Malta. The aim of its operation is not to ferry rescued migrants but for the vessel to act as a station out at sea that will help identify vessels at risk and give first assistance in coordination with the military forces in Malta and Italy. The Phoenix is equipped with two military style rigid-hull dinghies and two small unmanned helicopters with mounted cameras, which will give the professional crew manning the ship, eyes in the sky over a vast areas at sea. The man heading the operation, retired army commander Martin Xuereb said the camcopters will be able to detect vessels in distress with infrared technology that reads their heat signature. Once spotted, the cameras will be able to give the crew images large Top : the 1973 built MHL flag MOAS Vessel PHOENIX I moored at Bezzina Ship Repair Yard, Grand Harbour, Malta on Wednesday 20th August, 2014 with a helipad after she arrived to Malta on the 27th June, 2014.photo: Capt. Lawrence Dalli - www.maltashipphotos.com © enough to be able to read from a piece of paper in someone's hand. The Migrant Offshore Aid Station (MOAS) is the brainchild of Chris and Regina Catrambone, Malta-based benefactors who felt

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compelled to act following last year's tragedies in Lampedusa that killed more than 700 people. Moved by an appeal from Pope Francis, who described the deaths as shameful, the couple since October poured more than €4 million of their own money to get the project going. Mr Catrambone said: "Our focus is on the young child who finds himself or herself on an unsafe boat through no fault of their own. We believe they deserve to be saved. "They might be sent back or face problems in Europe. But at least they did not die at sea." Source : times of malta

S. Korea ferry captain: Lack of safety checks was established practice

The captain of a ferry that capsized in April in South Korea's worst maritime accident in decades told a court that it was established practice not to make safety checks before the vessel set off. Lee Joon Seok, 68, said he was following established practice by not running checks to ensure the cargo and the number of passengers fell within the limits of what his ship could carry. "It's been the custom," Lee was quoted as saying by the Yonhap news agency, when asked why he did not make thorough checks. He appeared at times disoriented and unable to properly understand questions when he took the stand for the first time in the south-western city of Gwangju, where he and three crew members are on trial for homicide. The overloaded ferry Sewol capsized and sank on a routine voyage that killed about 300 people. It caused an outpouring of grief and outrage at President Park Geun Hye's government, for what was seen by many as a botched rescue operation. Lee was among 15 crew members accused of abandoning the sharply listing ferry after telling the passengers, most of them schoolchildren on a trip to the holiday island of Jeju, to stay put in their cabins.Source : asiaone.

Sovcomflot reports strong first half 2014 results

OAO Sovcomflot (“SCF Group”), Russia’s largest shipping company and a global leader in seaborne energy transportation and offshore services, today announces its financial and operating results for the six months ended 30 June 2014:

• Gross revenue (Freight and Hire) up to USD 675.2 million in H1 2014 (H1 2013: USD 628.4 million) • Time charter equivalent revenues up 16.7 per cent to USD 490.7 million in H1 2014 (H1 2013: USD 420.4 million). • EBITDA increases 30.1 per cent to USD 251.7 million in H1 2014 (H1 2013: USD 193.4 million). • Net profit up to USD 63.6 million in H1 2014 (H1 2013: Net loss of USD 14.5 million) • Further expansion of LNG fleet as Velikiy Novgorod, tri-fuel 170,200m³ Atlanticmax ice class LNG carrier delivered - first vessel of series specially designed for and employed under a long-term charter by Gazprom Group • VLCC SCF Shanghai (321,280 tonnes dwt) enters service on long-term time-charter agreement with PetroChina International • Arctic shuttle tanker Mikhail Ulyanov transports the first shipment of crude oil from Russia’s first offshore energy project on the Arctic shelf • Sovcomflot and France’s CGG establish a new JV marine seismic company to focus on the growing 3D seismic market in the Arctic and sub-Arctic regions • Successful completion by SCF Group company Novoship of modernization at the Port of Sochi for 2014 Winter Olympic Games. • SCF played a key role in organizing first ever races of the tall ships in the Black Sea – “SCF Black Sea Tall Ships Regatta” that took place in May and called on four ports – Varna, Novo, Sochi and Constanta.

Crude Oil Transportation



Time charter equivalent (TCE) revenues in the first half (H1) period ended 30 June 2014 were USD 220.9 million (H1 2013 USD 175.9 million), representing an increase of 25.6 per cent over the corresponding period in 2013. The Group’s performance benefited from improved crude oil market dynamics during the first half. On 25 February 2014 SCF Shanghai, a 321,280 tonnes DWT Very Large Crude Carrier (VLCC), joined the Groups fleet. The vessel was constructed at the Bohai shipyard in Huludao China and is the second VLCC in the Svet class – the largest vessels in the Russian merchant fleet. As with her sister ship Svet, the tanker is operating under a long-term time-charter agreement with PetroChina International (a subsidiary of China National Petroleum Corporation, CNPC).

Oil Products Transportation TCE revenues for H1 2014 were USD 101.7 million (H1 2013: USD 109.7 million), a decline of 7.3 per cent, reflecting continued challenging conditions in this market segment.

Gas Transportation TCE revenues for H1 2014 were USD 38.2 million (H1 2013: USD 21.9 million), an increase of 74.4 per cent on the first half of 2013. This performance reflects a robust freight market for gas carriers and continued expansion of the SCF Group fleet. The Group’s corporate strategy places a priority on the development of its LNG transportation activities. To this end there were four LNG vessels (including one ice-breaking LNG vessel) on order at the period end, each of over 170,000 cubic metres capacity, for delivery up to Q1 2016. All the vessels have long-term time-charter arrangements in place with Gazprom, Shell or Yamal LNG as charterers. On 2 February 2014, Sovcomflot took delivery of Velikiy Novgorod. This advanced design 170,000 cubic metres capacity LNG carrier is constructed to ice class Ice2 and is engaged on a 15 year time charter to Gazprom.

Offshore Development Services The development of this higher margin business segment is identified as a priority in the Group’s business strategy. TCE revenues for H1 2014 were USD 109.8 million (H1 2013: USD 97.7 million), an increase of 12.4 per cent on the corresponding prior period. In April, the Group’s 70,000 tonnes DWT Arctic shuttle tanker Mikhail Ulyanov carried the first shipment from the Prirazlomnoye platform, Russia’s first offshore energy project on the Arctic shelf. The cargo was subsequently discharged at the Port of Rotterdam. Mikhail Ulyanov will work alongside tanker Kirill Lavrov as part of long-term charter agreements between OAO Sovcomflot and OOO Gazprom Neft Shelf (the project operator and a subsidiary of OAO Gazprom). TCE revenues for the six months ended 30 June 2014 were USD 20.1 million (H1 2013: USD 15.1 million) representing growth of 33.1 per cent over the first half in 2013. In June the French company CGG, a world leader in Geoscience, and Sovcomflot concluded an agreement to establish a joint venture seismic company to conduct high-end 3D marine seismic acquisition services focusing on Arctic and sub-Arctic waters. The joint venture, to be called Arctic Geophysical Exploration (AGE), will see Sovcomflot hold a 51 per cent interest with the balance held by CGG. The company will be incorporated in Russia, with its headquarters in Moscow. During the first half, Russia hosted the highly successful Sochi 2014 Winter Olympics. This reflected many years of careful planning and investment, involving a significant number of stakeholders including SCF Group. The Group’s subsidiary companies Novoship and Sochi Sea Port invested in developing and commissioning a modern yacht marina, and also partial restoration and modernisation work of a historic building at the sea terminal. Dividend A dividend of RUB 0.15 per share was declared on 30 June 2014, amounting to RUB 300.0 million (USD 8.9 million) in total, and was paid on 15 July 2014. This was the same as that of the corresponding period in 2013.

Fleet Summary: As at 30 June 2014, the SCF Group fleet comprised 153 owned and chartered vessels (including vessels in joint ownership with third parties) comprising over 12.6 million deadweight tonnes in total: 129 owned vessels; two chartered-in vessels; nine escort tugs which have been chartered-out on bareboat charter to an associate company – Rosnefteflot, and four LNG carriers and nine LR1 product carriers in JV. Assets under construction at the period-end comprised eight vessels, with a total deadweight of 387,900 tonnes. This included: three LNG carriers; one ice-breaking LNG carrier; one multi-functional ice breaking supply (MIB) vessel; three MIB standby vessels all of which are scheduled for delivery between August 2014 and March 2017 and all of which are contracted to Oil Majors on long term fixed income charters. SCF Group (OAO Sovcomflot) is Russia’s largest shipping company and a world leader in the maritime transportation of hydrocarbons as well as the servicing and support of offshore oil & gas production. The company’s fleet numbers 153 vessels with a combined deadweight of 12.6 million tonnes. SCF Group specialises in the shipping of crude oil, liquefied gas and a wide range of oil products. The Group’s vessels perform complex towing operations and geophysical survey work at offshore oil & gas fields. Sovcomflot supports large-scale offshore energy projects in Russia and overseas, including: Sakhalin-I, Sakhalin-II, Varandey, Tangguh, Peregrino, Prirazlomnoye,



Yamal LNG, Escobar and others. SCF Group employs over 9,300 personnel both on land and at sea. The company is registered in Saint-Petersburg and has representative offices in Moscow, Novorossiysk, Murmansk, Vladivostok, Yuzhno-Sakhalinsk, London, Limassol, Madrid, Singapore and Dubai. Source : PortNews

SEAMANSHIP THE FORGOTTEN FACTOR It has been repeatedly observed that nowadays, Seamanship onboard commercial cargo ships tend to be extinct. If it is indeed so, one cannot help but wonder in what degree this has taken place, which factors contributed and how severe are the related consequences for the shipping industry. But how important is the term Seamanship? In order to comprehend the gravity of the term an attempt for an analysis can be performed. Seamanship shouldn’t be interpreted only within the literal sense of the word, which involves the practical art of operating a ship. It should be attributed a wider meaning which is a combination of experience, knowledge, professionalism, safety culture and performance ability onboard a vessel. It’s worth also to mention that seamanship involves a knowledge on a variety of fields and development of specialized skills including but not limited to: management, navigation, weather meteorology and forecasting, watch keeping, ship-handling, operation of deck equipment, cargo pumps, anchors and cables, communications, precise execution of various duties such as cargo handling equipment, cargo pumps, dangerous cargoes, tank cleaning operations, dealing with emergencies and more. The degree of knowledge needed within these areas is dependent upon the nature of the work, rank and the type of vessel on which a mariner is employed. We should not omit to mention that seamanship is transferred from one generation of seamen to another. In a nutshell, seamanship is a “best practice guide” based on all aforementioned elements. But is seamanship still at play, or it has been lost somewhere in the immense volume of bureaucracy? Nowadays one might claim that seamanship tends to be obsolete and consequently the number of accidents tends to increase. Should one wonder why, the reasons are quite transparent: each one of us, members of the shipping community, has contributed in transforming Captain and crew to bureaucrats. Seaman’s life isn’t as it used to be twenty years ago. One can recall that a ship’s Master had only one or two folders behind his desk whereas nowadays there are forty. Taking into account the mass of paperwork created and maintained onboard a vessel, the additional paperwork required to meet each Oil Major’s criteria and of course adding the actual operation of the ship, Master and crew are under constant pressure. As a consequence, it is almost certain that there will be an impact both on vessel maintenance and safe operation with potentially severe and domino consequences including possibly loss of human life and environmental impact. It should not be omitted that the combination of required paperwork and operational/commercial necessities increase the fatigue onboard, since the number of crew is either decreased or remains the same – at best. The shipping industry has invested a vast amount of resources in training and education of seafarers for better performance onboard, safety and survival at sea. There are numerous training programs, manuals, requirements of the International Maritime Organization, rules and legislation that modern seamen are required to be intimately familiar with. However training and education are not enough to for safe navigation in the so-called “paper ocean” and the fearful storms blowing within. If one collected all the requirements that seafarers have to respond to, in one single volume, we would be surprised: “20 thousand leagues under the sea” – the novel of the famous writer Jules Verne – would be a small notebook compared to that book. But are all these regulations sufficient in order to establish high quality standards and achieve good Seamanship? Could the increasing ocean of paper and bureaucracy be the main contributing factor which corroded Seamanship as we knew it? Seamen are constantly being judged for their overall seamanship skills. In case of a marine incident it is often concluded that the root cause was human error. “Errare humanum est” – to make mistakes is part of the human nature. Many factors are taken into account while investigating reasons for accidents. Fatigue, stress, lack of experience, short period of adaptation… However in many cases, all the findings could be summarized as “lack of seamanship”. There is no objection that the ISM era has brought a level of quality in the shipping industry. But since then, numerous new requirements and regulations came up – and are still increasing. It is self-evident that all regulations in the form of conventions, codes, resolutions and circulars had and have only one scope which is the establishment of high standards for the Safety and Quality in the shipping industry. One can realize that most of these were deemed necessary and in fact might contribute to some improvements. However, we truly cannot express satisfaction with the overall picture of shipping as of now. Quite possibly shipping would be drastically improved by embracing and restoring the lost traditional ideals of being simple, safe, straightforward and above all: practical. This is not feasible without reducing -as far as possible- uncontrolled bureaucracy and the associated “paper kingdom”. In addition, implementation of good seamanship and achievement of Safety onboard will be attained through continuous onboard training, frequent supervision / attendances of experienced ex mariners /superintendents, management of risk and implementation of good or -as typically called- best working practices. Good seamanship commands that each one of the mariners serving onboard a vessel should have strong self-initiatives and moreover have set their personal high professional standards. Crew bonding and



participation is of paramount importance for morale boosting purposes. A glimpse of light will then be visible at the end of the tunnel: the lost seamanship. Source : Capt. Charis Kanellopoulos

New Maritime Training Facility Launched in Angola

On August 27th the Centro De Formação Maritima De Angola (CFMA) was officially launched by top management from Sonangol, the Angolan public sector energy company and the Stena Group of Sweden. The CFMA is a world class maritime training facility, the first of its kind in Angola and the most modern maritime campus in Africa. The campus will be an internationally recognized center of excellence, linked through Stena to leading maritime institutions in Europe and Asia in order to deliver marine education, training and certification to Angolan seafarers in order to satisfy Sonangol’s and Angola’s future requirements

for marine expertise. The maritime campus is built on an imposing green field site close to Sumbe on the coast approximately 360 km south of Luanda and is completely self-contained. Up to 200 students per year will have the opportunity to study at the center, starting with the first year in Angola and the second year in Glasgow. Stena and Sonangol are already co-operating through the Stena Sonangol Suezmax Pool, which since 2005 operates a pool of large crude oil tankers (today 23 vessels) from four offices worldwide. In 2008 a second partnership was formed between Stena and Sonangol Shipping to design, create and build the center, which will be managed from the outset by the maritime faculty of City of Glasgow College, one of Europe’s foremost maritime training institutions. "The development of the Maritime Training Centre has been a natural step for Stena Bulk in our close relation with Sonangol where education has been one of the fundamental questions since we started our Joint Venture through Stena Sonangol Suezmax Pool," says Erik Hånell, CEO Stena Bulk. “The investment in the project by Sonangol and Stena will ensure the long term success of the project, and will also bring added value by employing people from the surrounding area, and therefore contribute to the local economy and infrastructure to the benefit of the life condition of the local community,” adds Hånell. Right: the STENA PREMIUM enoute Amsterdam – Photo : Marcel Coster © Northern Marine Management, a Glasgow based wholly owned Stena Company, led the project management team responsible for the design, build and pre-operational phase of the CFMA, and delivery of the state of the art Campus. City of Glasgow College will ensure compliance with the highest maritime academic standards and lead CFMA to develop Angolan STCW certification and support IMO ‘white list’ accreditation. Source : MAREX

Bremerton ferry incident puts focus on passenger counts



State ferries often fill their car decks, particularly during long weekends like this one. They rarely reach passenger capacity, however, notwithstanding the spectacle of the Cathlamet returning to the Bremerton dock two weeks ago to pare an overflow crowd. Still, counting people is important. Captains need to know when their vessels exceed the magic number of 600 passengers (1,200 for the three Jumbo Mark II's). That's how many people they can strap into life vests and fit on lifeboats.The number of people per boat can exceed the lifesaving capacity, since help from other vessels is readily available on most runs, but the Coast Guard must be alerted, along with other vessels on the same route and boats on adjacent routes that will be expected to help in an emergency. Most ferries have a maximum passenger capacity of 1,200 people (up to 2,499 for the Mark II's). Bryan Hanley, one of Washington State Ferries' five senior masters, wants to be given the number of people he's transporting every trip. "I should know how many souls I have on the vessel for whom I am providing safe passage, which is my ultimate goal," said Hanley. " ... If we're close to 600, we may get a count or we may not get a count. We don't know as a master if we're in compliance with the law." Terminal personnel consistently provide counts in Bremerton, where Hanley pilots the Sealth. It was an "anomaly" that the Cathlamet's highly publicized overloading occurred there, he said. On a late Friday afternoon, hundreds of Seahawks fans en route to a preseason game at CenturyLink Field in Seattle crammed the dock. Ferry staff apparently thought the Cathlamet could carry 1,600 passengers when its capacity is 1,200. In all, 1,684 passengers were loaded. By time word got to the captain, he had left the dock. He returned and 484 passengers had to get off before the trip could resume. It was embarrassing, but shined a light on the importance of counts. Bremerton terminal staff provide counts for each trip, as accurately as possible with the tools available, Hanley said.

"It's unfortunate the situation with the Cathlamet came at the Bremerton dock because they had heretofore done an outstanding job attaining a passenger count and providing that in a timely fashion to the masters," he said. "There are improvements that can be made in accuracy, but as long as we're moving forward toward the goal of consistent

counts and consistent accuracy, I'll be satisfied as the master of my vessel."

Among the Bremerton crew is Gina Coleman, who staffed the overhead loading ramp Wednesday afternoon. She stood to the side, squeezing a clicker as each passenger boarded the 12:20 p.m. boat. The initial wave of people challenged her concentration, which was further tested when a couple peeled off to ask her questions. "It's not too hard," said Coleman, who believes she's usually no more than 10 people off. "It can get difficult if it's all clustered up." On this sailing, she counts 192. She closes the gate and waits to get the number of people boarding via cars, motorcycles and bikes, who are being counted by the traffic attendant. Coleman will total them and radio the result to Hanley.

"It makes me more comfortable," Hanley said. "I can realize in the case of an emergency how I'm going to use my personnel and what equipment I'm going to use." The first three things the Coast Guard will want to know in an emergency is the nature of the problem, the location and how many people are on board. "It is important," John Dwyer, chief of marine inspection in Seattle, said of a count. "Our goal from a search-and-rescue perspective is to recover everybody possible. You need that information to accomplish that." Ferry brass expect counts whenever boats exceed half of their passenger capacity. Terminal personnel keep abreast of events that could create large loads. "I'd eventually like to get to the point where we have an accurate passenger count every time, but we're not there yet," said interim director George Capacci. "There is no federal requirement that we know exactly how many people are on board. The federal requirement is that we do not exceed our passenger capacity." More than 90 percent of the time, ferries aren't even half full of passengers. The system overall uses 10 percent of its passenger space. For example, of the four Superclass ferries' 52,382 sailings last year, only 54 sailed at more than half capacity, Capacci said. After the Cathlamet incident, which remains under investigation, WSF bolstered its procedures for big crowds, including extra staff, state troopers, crowd control and communications. That resulted in no problems being reported before last Friday's Seahawks game. The Coast Guard, ferry brass, boat crews and terminal staff agree that with today's technology, counting should transcend human thumbs and eyes. More accurate means are being explored. "We think there are some opportunities they can go and take advantage of to increase the reliability of the count, so we're going to work with them on that," said the Coast Guard's Dwyer. Counting is also necessary where the Coast Guard allows WSF to use graduated staffing. It's only possible on a few shifts where ridership is historically low enough that the



person isn't needed to perform passenger deck sweeps and lifeboat launching and manning during an evacuation. The ferries system can cut a crew member or two, which reduces capacity to 450 or 300.Source : Kitsapsun

Family, sect members mourn South Korea ferry owner at funeral

Family and church members mourned at a private funeral on Saturday a South Korean businessman linked to a ferry that sank in April killing hundreds of children, though his death remained shrouded in mystery. Yoo Byung-un, 73, was found dead in a plum orchard in June, but his body was not identified for more than a month, despite him being wanted in connection with the sinking of the Sewol ferry, with 476 passengers and crew on board. Around 300 people drowned in South Korea's worst maritime accident in decades, while 172 survived. Most of the victims were children on a school trip. The tragedy caused an outpouring of nationwide grief, and the government of President Park Geun-hye was heavily criticised for the ineffective response to the disaster. Yoo was the head of the family that owned the ferry operator's holding company. He was accused of a range of questionable activities that included embezzlement and negligence that prosecutors believe led to the ferry disaster.

The coffin holding his body was brought to a sprawling rural compound of the Evangelical Baptist Church about 80 kilometres south of Seoul, as church members streamed in to attend the two-day funeral service. The service was closed to outsiders and the news media. The interment will take place on Sunday. "He will be buried on a mountain

inside the complex, which will be 5-10 minute walk from his father-in-law's grave," said Lee Tae-jong, a church official. Yoo had co-founded the church, along with his later father-in-law. "Yoo was our mentor who taught about the Bible and loved nature and our country. I feel so sad to see him becoming feed for maggots," a church member said, requesting anonymity. "There will be a judgement by God some day."

The Sewol ferry capsized and sank after trying to make a sharp turn while on a routine journey from Incheon on the mainland to the southern holiday island near the southwestern coast. It was later found to be structurally defective and overloaded. On trial for homicide along with three crew members, the ferry's 68-year-old captain Lee Joon-seok took the stand

for the first time this week. He told the court he was just following established practice in not making safety checks before the vessel set off, Yonhap news agency reported. Authorities have arrested or questioned Yoo's family members and associates of the Christian sect, but have failed to unlock the circumstances surrounding his death.

Investigators looking to capture him continued on with the country's largest manhunt with a reward of 500 million won, the highest allowed under criminal law, unaware his body was near a cabin they had searched, next to a cover of a book he had written and empty bottles of alcohol. Yoo’s wife, brothers and oldest son have been arrested on charges including embezzlement but were granted temporary release from detention so that they could attend the funeral. But, his younger son, Yoo Hyuck-ki, remains at large and is believed to be overseas. Source : Reuters

Dredging works to start in new Suez Canal today

Major General Kamel al-Waziri, chief of staff at the Armed Forces' the Engineering Authority, said that dredging works to start in the New Suez Canal today (Monday). Waziri added that dredgers would enter into the site of the New Suez Canal to start the second stage of digging in parallel with the dry digging. He called on companies that have digging equipment to participate in the New Suez Canal project. Source : State Information Service Egypt



Thai Tanker Hijacked, Robbed Armed pirates hijacked a Thai tanker off Malaysia's east coast and stole its oil cargo, adding to a series of robberies that has heightened concerns of the growing Southeast Asian piracy plague. The incident took place on Thursday in the South China Sea as the tanker was travelling from Singapore to Thailand. According to ReCAAP, the pirates ordered the crew to open all cargo valves, activate the cargo pump and transfer the lube oil to two other tankers. The International Maritime Bureau said the ship's crew were locked in the engine room as the pirates siphoned off the tanker's cargo of lubricant oil to another vessel. The ship and its crew - all unharmed - were released early on Friday. Under a routine practice, the IMB will not release the name of the ship or its owners. The attack was the tenth in the South China Sea since April, an abnormal pattern.

Piracy was a menace in the area for centuries, but increased patrols by regional countries were credited with bringing a sharp decline in attacks in recent years. However, an outbreak of bold hijackings in recent months - usually targeting tanker cargoes - has sparked fears that the region's vital shipping lanes are once again a hotspot for piracy, particularly the Malacca Strait. About one-third of global trade flows through the strategic channel, which runs between Indonesia, Malaysia, and Singapore. Source : MAREX

More than 20 passengers stranded after tall ship runs aground

A rescue operation was launched after a tall ship became stranded off the coast of Oban. The FLYING DUTCHMAN had 22 passengers on board when it grounded on rocks about 2.30pm. All visitors on the ship – who had a trip booked at Oban distillery – were taken ashore by a diving vessel which was in the area. The four crew remained on board, and no-one was injured. A spokeswoman for Stornoway Coastguard said the vessel had suffered no “apparent damage”, and that it had been taken into Oban harbour. A survey for damage will have to take place before she can leave port. Source : pressandjournal.

NAVY NEWS

The Chinese aircraft carrier LIAONING (16) moored in Dalian, which is the first aircraft carrier commissioned into the People's Liberation Army Navy (PLAN). She is classified as a training ship, intended to allow the Navy to practice with carrier usage. Originally laid down as the Admiral Kuznetsov class multirole aircraft carrier Riga for the Soviet Navy, she was launched on December 4, 1988 and renamed Varyag in 1990. The stripped hulk was purchased in 1998 by the People's Republic of China and towed to Dalian Shipyard in north eastern China. After being completely rebuilt and undergoing sea trials, the ship was commissioned into the PLAN as Liaoning on September 25, 2012 Currently, there is no official confirmation on any operational aircraft on the carrier, however some aircraft were identified inside the hangars according to a Chinese news report. Further, a Chinese Navy pilot successfully landed his J-15 jet fighter on the carrier deck, performing an arrested landing with a tailhook. At the commissioning ceremony, the carrier was officially named Liaoning The ship was named in honour of the Liaoning province, in which she was retrofitted.On 26 December 2012, the People's Daily reported that it will take 4 to 5 years for the Liaoning to reach full capacity, mainly due to training and coordination which will take significant amount of time for Chinese PLA Navy to complete as this is the first aircraft carrier in their possession. As it is currently a training ship, Liaoning is not assigned to any of China's operation fleets. On 7 April 2014, U.S. Secretary of Defense Chuck Hagel became the first foreign visitor to take a tour of the Liaoning. The tour was part of a trip to China to discuss cybersecurity and address



China's military buildup in the East China Sea. Secretary Hagel had asked to see the ship in early 2014, and the request was accepted a few weeks before his arrival. Hagel and a small number of his staff toured the vessel for two hours at Yuchi Naval Base where he observed the medical facilities, living quarters, flight deck, bridge, and flight control station. They received a briefing about the carrier and also had refreshments with junior officers. The Pentagon said that Secretary Hagel was pleased that he was able to visit the Liaoning and was impressed by the professionalism of the officers and crew. Photo : Yang Jansen ©

Del Pilar class frigates to be fitted with CIWS, Harpoon missiles

“Our initial target is for the Del Pilar frigates to have the same capabilities as the Hamilton-class did when they were in US service, such as having the Phalanx CIWS and Harpoon anti-ship missiles,” Marine Colonel Eric Nicanor, commander of the PN’s Naval Communications, Electronic and Information Center and chairman of the technical working group for the Del Pilar-class frigate upgrade told IHS Jane’s. He also said that they are looking to possibility of fitting Del Pilar class firgates with weapon and sensor system same with the upcoming brand new frigates the Navy is acquiring. In this way, maintenance and logistics will be simplified, as well as training. “We are also discussing whether the combat systems and sensors should be the same as the frigates that will be acquired in the future.” Another possibility is to acquire different systems for Del Pilar class frigates for Navy to experience and access variety of systems. “We are still discussing and conducting the studies as to which of the two approaches we should consider regarding the Del Pilar upgrade and we also want surface-to-air missile capability for them, so we are studying the options for that also.” Source : angmalaya

French supplier faltering, deadlines breached

Scorpene may take another hit says defence shipyard The alarm bells have gone off. After nine long years of waiting, the Indian Navy couldn't have expected a worse time for it to happen.Jaitley during his visit to the MDL in Mumbai,earlier this week. Suffering from two debilitating underwater losses within a year and tardy acquisition process, its only hope, Project 75 involving the construction of six Scorpene submarines based on transfer of technology from the French firm DCNS, is on the verge of taking a hit, resulting into the fourth straight extension of delivery deadline. The Mumbai-based Mazagon Dock Limited (MDL), which is building the boats with DCNS' assistance, has stated that critical spares which were to be supplied by DCNS are yet to materialise despite the deadlines expiring. What makes the crisis worse is the fact that these spares impact the first boat in all sections and thereby the lack of availability is expected to hit progress in construction. The present delivery schedule was worked out in November 2012 and orders were placed accordingly. This schedule stipulated that the first submarine would get commissioned into the navy by September 2016 and the remaining five at intervals of nine months after that. It is this schedule which now stands breached.

Meanwhile, the MDL has completed the construction of the six hulls for the six boats and has made headway into outfitting work on the first. Rear Admiral (retd) Rahul Shrawat, Chairman and Managing Director, MDL said, "Earlier too this project was delayed on account of Mazagon Procurement Material (MPM) not being procured on time. Fresh MPM was ordered following a review. Of that, while some parts have come, some have not despite their delivery deadlines expiring. I am being forced to absorb delays and on many occasions I am undoing work I have done because parts come in later on". He added that the Ministry of Defence had been briefed over this and the 'pressure from all sides' was being applied on DCNS to deliver. "Even if it comes through today, I can deliver the boat on time," he mentioned. When asked if a revised timeline will have to worked out, following the delay, his response was, "I can't comment till the material actually comes to me." It was informed that the first of the Scorpene boats was ready to be 'launched' in September next year. A year of trials after that, involving all systems including weapon firing, she should be ready for commissioning into the navy i.e in September 2016. "Work is going on 24 by 7 at the yard and we are highly motivated. My fingers are crossed," he added. Defence Minister Arun Jaitley had visited the yard earlier this week and when asked did not comment on the development. However, top sources said they were aware of the matter and were 'pushing it'. Despite sending email to DCNS, Paris, seeking answers to this delay, there was no response. It was informed that senior officials were 'travelling'. It may be recalled that Project 75 submarine construction project is a very important project for the country and Indian Navy. 06 state-of-the-art submarines fitted



with latest equipment are being built at MDL, Mumbai under collaboration with M/s DCNS France, giving a massive boost to the indigenous submarine construction capability of the country. With all the impediments & material hurdles resolved, the construction of the submarines is progressing on schedule to meet the planned delivery schedule of Sep 2016. Expert Opinion - R. Adm (Retd) Raja Menon Iwould blame the MoD more than the yard, the yard has bore the brunt of MoD's indecision Poor decision-making has impacted the submarine project earlier too. Scorpene submarines are very eagerly awaited in the navy and they do represent the latest in technology that will take us ahead of Pakistan and give superiority in the Indian Ocean vis a vis the Chinese. Construction of subs not the only problem, While the submarine building is mired in delays, it does not represent the only problem facing the project. The navy, which is favourably seeking the Black Shark torpedo, is yet to finalise contract for supplying of torpedoes. The cause behind was the shadow of the VVIP helicopter scam. The Black Shark is manufactured by WASS, a company of the Finmeccanica group, dealings with which were under an unofficial freeze. Only earlier this week the MoD has issued a notification in this regard and a final call is yet to be taken. The navy is keen to also fit the fifth and sixth Scorpene with Air independent Propulsion (AIP) system, which helps the boat to remain underwater for longer periods. However with the Defence Research and Development Organisation (DRDO) being tasked with the job, the navy remains unsure. Sources in the DRDO, when contacted, said, "It is extremely high end technology and challenging too. We are on the job and hope to meet the deadline set by the navy." Source : indiatoday

Japan defence ministry asks for record US$48.7b budget

Japan’s defence ministry made its biggest ever budget request, as Tokyo bolsters its military amid worries over China’s expanding naval reach. The ministry wants 5.05 trillion yen (US$48.7 billion) for the year, with the focus on boosting protection of a string of southern islands that stretches from Kyushu to waters near Taiwan. The request, if approved, would mark the third straight annual defence budget increase and a 3.5 per cent rise from the budget for the current fiscal year, which ends in March 2015. The trend reflects Prime Minister Shinzo Abe’s wish to build a more active military, with an eye on a possible escalation of tensions with China. Japan is increasingly wary of Beijing, which is seen by several countries in the region as becoming increasingly aggressive in various sovereignty claims, including a suppurative row over island ownership with Tokyo. Among items on the defence ministry’s shopping list are 20 ‘P1’ maritime patrol aircraft, with a combined price tag of 378 billion yen. It also wants five MV-22 ‘Osprey’ – crossover aircraft that have the manoeuverability of helicopters and the range of airplanes – along with three ‘Global Hawk’ drones and six high-tech F-35 stealth fighters. The ministry also wants to set aside money to launch a new amphibious brigade, to be assigned to protect the Nansei Shoto islands, which lie between the East China Sea and Pacific Ocean. The augmented budget request comes after the Abe cabinet decided late last year to set aside roughly 24.7 trillion yen between 2014 and 2019 to spend on things including drones, submarines, fighter jets and amphibious vehicles, in a strategic shift towards the south and west. Japan and China have routinely butted heads over the ownership of the Tokyo-controlled Senkaku Islands, which Beijing claims as the Diaoyus, with official Chinese ships and aircraft regularly testing Japanese forces. Source : AFP – theborneopost

USS Adams step closer to having home at Shipyards

City Council voted 16-1 Wednesday night in support of a plan to dock the USS Charles F. Adams at the Shipyards property on downtown's Northbank, with the goal of turning it into a naval museum. The council approved Jacksonville Historic Ship Association's 10-year license agreement with two five-year renewal options. In addition to moving the ship to Jacksonville and mooring it along a pier at the Shipyards property, the association also would construct, operate and maintain a museum at the site. The Adams is the last surviving ship of Cold War-era guided missile destroyers. It's first mission was to take part in the blockade of Cuba during the Cuban Missile Crisis. USS Adams in 1960s The Adams spent 21 of its 30 years in service stationed at Mayport Naval Station, which inspired the association’s motto “Bring home the Adams.” Restoration of the destroyer will begin before it leaves the Philadelphia Naval Shipyard, where it has been berthed since 1990. The exterior refurbishment will be complete when it’s towed into the St. Johns River, which could happen as early as next spring, said Joe Snowberger, commodore and CEO of the association. Snowberger said the museum would be ready to open to the public about 90 days after the Adams arrives in Jacksonville. Source: News4Jax



SHIPYARD NEWS

GSI sinks deeper Hong Kong-listed Guangzhou Shipyard International (GSI) has logged a first-half loss hot on the heels

of its acquisition of Longxue Shipbuilding, despite an increase in revenue.

It posted a deficit of CNY 223.6m ($36.4m), compared to a profit of CNY 16.2m in the first half of 2013. Revenue rose from CNY 2.63bn to CNY 3.88bn, mainly thanks to the 100% takeover of Longxue, which improved GSI’s capacity and product range. The shipbuilder also blamed owners' unwillingness to order new vessels for its red bottom line. For the second half of the year, GSI plans to construct 16 vessels. Source : Tradewinds

ROUTE, PORTS & SERVICES World’s First Installation of a CFRP

Propeller on a Merchant Vessel Leading classification society ClassNK and Nakashima Propeller Co., Ltd have announced the world’s first installation of a carbon fiber reinforced plastic (CFRP) propeller on the main propulsion system of a merchant vessel. The CFRP propeller was installed on the TAIKO MARU , a domestic 499 GT chemical tanker owned by Sowa Kaiun YK by Marugame-based Koa industry Co., Ltd. in May 2014. The CFRP propeller installed on the vessel was developed and produced by Nakashima Propeller Co., Ltd. with support from ClassNK, which granted approval for the design and manufacturing process of the CFRP propeller, as well as provided research and funding support for the project as part of the ClassNK Joint R&D for Industry Program. Research and development on the use CFRP propellers for merchant vessels in Japan was supported by the Nippon Foundation and the Japan Ship Machinery & Equipment Association (JSMEA) from 2007 to 2011. From 2012, this research continued as a joint research project carried out by Nakashima Propeller Co., Ltd, the University of Tokyo School of Engineering, Japan’s National Maritime Research Institute (NMRI), NYK Line, MTI Co., Ltd., Imabari Shipbuilding Co., Ltd, and ClassNK as part of ClassNK’s Joint R&D for Industry program. Despite its ultra-lightweight composition, CFRP exhibits the same, if not superior strength, to the aluminum-bronze composite materials used in conventional propellers. Due to the light weight of the propeller, however, propeller shafts can be manufactured with smaller diameters, contributing to a significant reduction in weight and fuel costs. The sturdy yet thin blades of the CFRP designed by Nakashima Propeller Co. Ltd. have been designed with an increased diameter similar to the wings of a Boeing 787 aircraft. This should allow CFRP propellers to achieve even greater efficiency when employed for maritime use and the potential for further performance improvements continues to be explored via testing model tank testing. The TAIKO MARU had already previously installed CFRP propellers in its side thrusters in September 2012. Based on their successful performance, Sowa Kaiun YK made the decision to extend use of the CFRP propeller technology to its main propulsion system, making the vessel the first in the world to use a CFRP for its main propulsion system. During sea trials the CFRP required 9% less horsepower to operate



compared to conventional aluminum-bronze propellers, and expansion of their use on merchant vessels is expected to contribute to better fuel economy and greater efficiency in operations. As part of its contribution to the project, ClassNK carried out rigorous fatigue testing and material testing to assess the basic mechanical properties of the propeller, as well as conducted static load testing on full-scale propeller blades to determine the adaptability of the propeller for marine-use prior to approving the CFRP propeller for use as part of the merchant vessel’s main propulsion system, ClassNK also carefully evaluated the manufacturing process and quality control systems for the 2.12m diameter CFRP, and expert ClassNK surveyors further assessed mechanical properties and results of stress analysis tests for each component during the vessel’s construction, as well as verified the installation of the system during construction. Source : Marine Insight / classnk

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Closures lead to rise in Batam jobless rate

Recent factory closures, combined with a high rate of migration into Batam in Riau Islands after the Idul Fitri holiday and the start of the new school year, have increased the unemployment rate in the island-city. Head of Batam’s Manpower Agency, Zarefriadi, told The Jakarta Post that the number of job seekers in Batam, a Special Economic Zone (SEZ), increased due to high inward migration, despite the fact that a handful of plants owned by foreign investors had been closed.

“Most job seekers here come from Batam and other areas, seeking jobs after they graduate from high school. Batam remains a magnet for them even though a lot of plants have closed in recent years,” he said. According to the agency’s data, there were around 26,000 job seekers in Batam in 2010 and 2011, exceeding the number of vacant positions, which amounted to 18,640 and 10,890 in 2010 and 2011, respectively. The number of job seekers decreased to 9,386 and 9,913 in 2012 and 2013 respectively, while only 5,000 and 4,000 jobs were available in those two years. Similar data also shows that the number of job seekers increased again to 11,728 from January to August this year, while the number of available jobs dropped to 3,737.

According to Zarefriadi, the number of job seekers in Batam was higher than the official figure because many people seek jobs on their own and are not registered with the agency. The Batam Free Trade Zone Management Agency’s statistics show that there are 588 foreign companies manufacturing electronics in Batam, 410 from Singapore, 52 from Malaysia, 23 from Taiwan, 19 from South Korea and the rest from other countries. The statistics show that during the period of January to August, Japanese companies PT Shin-Etsu and PT Nidec Seimitsu Batam, as well as Dutch-Singaporean joint venture PT ZF Marine Batam stopped operations.

According to the report, Shin-Etsu invested US$13.2 million in its operations and had employed 603 local and two foreign workers since 1990, while ZF Marine Batam, which manufactured shipyard equipment, had invested $135,000 and employed 50 locals and two foreigners. PT Nidec Seimitsu Batam, an electronic-motor driver producer, laid off 500 workers following an acquisition by Nidec. Nidec Seimitsu was formerly known as PT Sanyo Precision Batam. In 2013, the Investment Coordinating Board (BKPM) recorded that four companies — Singaporean-Japanese joint venture PT Panasonic Shikoku Electronics Batam, Indonesian-Japanese joint venture PT Union Satria Batamindo, Singaporean firm PT Pas Inti Niaga and Japanese firm PT SCI — had closed. It was reported that PT SCI relocated its plant to Vietnam after laying off more than 1,000 workers. Source : Jakarta Post

Over 20 interested parties eyeing up Stranraer’s East Pier


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Dumfries and Galloway Council and Stena Line have revealed that there have been over 20 enquiries to date from interested parties to develop the East Pier in Stranraer. A coubncil spokesperson said the authority has met with a number of interested parties to assist them with their enquiries and developers have until the end of October to submit their ideas. The council and Stena Line have a memorandum of understanding which set out the intentions of both parties to work together to develop a regeneration strategy for the pier. The site comprises of around 17 acres and could be developed to include mixed use commercial, retail and/or residential use. There is also the potential of a casino licence in the area and the development of the wider waterfront including expansion of the current marina. New uses of the East pier are likely to include a new supermarket and other types of retail opportunities. Cllr Colin Smyth, Chairman of the Economy, Environment and Infrastructure Committee said: “The council is keen to work in partnership with the right developer, one who sees this unique opportunity as more than bricks and mortar but as a vision for the future of Stranraer and a benchmark that others will measure against”. Speaking on behalf of Stena Line, Mr Les Stracey said: “Stena Line has invested heavily in the development of the new state-of-the-art port and terminal facility at Loch Ryan and continues to work in partnership with Dumfries and Galloway Council on this unique project. We hope that the significant interest in this prime development site will grow and look forward to a very positive outcome for the town and the region.” Progress on this project and other regeneration schemes can be found at www.dumgal.gov.uk/economicdevelopment source : gallowaygazette

Post-award arrest in Handytankers KS v. Owners of The Alas

The maritime industry has traditionally favoured arbitration as a method of dispute resolution. Disputes under charterparties, shipbuilding contracts, ship management and sale & purchase agreements will typically be subject to arbitration. Given the international character of shipping, obtaining financial security for arbitration claims through the arrest of ships has always been of vital importance.

As would be expected of a leading maritime centre, Hong Kong is supportive of arbitration, with strong legal institutions and a favourable statutory framework. Arbitration awards made in countries that are parties to the New York Convention are readily enforceable, and any court proceedings brought in breach of an arbitration agreement are subject to a mandatory stay. In addition, section 20(6) of Hong Kong’s Arbitration Ordinance provides that the court may order that the ship arrested, or the security given, be retained for the satisfaction of any award made in the arbitration. The court will so order if there is a risk that the award may not be satisfied due to the defendant shipowner’s inability or refusal to pay. Generally, a claimant will try to obtain security for its claim at the outset of a dispute, as there is little point incurring costs in proceeding to an ‘empty’ judgment or award which cannot be enforced. Circumstances may however arise where an award is obtained at an early stage, before security can be obtained, perhaps because the ship has not yet called in a favourable arrest jurisdiction such as Hong Kong. The availability of ship arrest post-award was the subject of the recent judgment in Handytankers KS v. Owners and/or Demise Charterers of Alas [2014] HKEC 1206.

In the Alas case the Plaintiff applied for a warrant of arrest of the vessel in Hong Kong after it had obtained a London arbitral award in relation to unpaid hire. In so doing, the Plaintiff commenced in rem proceedings (i.e., against the ship) in respect of the underlying charterparty claim under section 12A(2)(h) of the High Court Ordinance.

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Modelled on English law, the High Court Ordinance governs the admiralty jurisdiction relating to arrest. Section 12A(2) of the Ordinance lists 18 classes of claims in respect of which the Hong Kong court can exercise its admiralty jurisdiction, encompassing maritime claims such as charterparty, crew wages, salvage, and necessaries, etc. However, a claim on an arbitration award does not fall within the 18 classes and therefore does not generate a right of arrest.

Rejecting the Defendant’s challenge to admiralty jurisdiction, the Hong Kong court followed the decision in The Rena K [1979] QB 377 which established the principle that a cause of action in rem (i.e., against the ship) does not merge in a judgment in personam (i.e., against the shipowning company), but remains available so long as the judgment remains unsatisfied, a principle which also applies to arbitration awards. The judge, Peter Ng J, observed: ❝ “If a plaintiff is entitled to pursue its in rem claim notwithstanding the existence of an arbitral award, he must be entitled to invoke the Admiralty jurisdiction of the Court to arrest a vessel as security for that in rem claim … it is perfectly legitimate for the Plaintiff to invoke the in rem jurisdiction of the Court to arrest the Vessel and keep her under arrest as security in respect of any judgment which it may obtain”. Provided that the claim has been framed so as to fall within the s.12 classes of maritime claim, an arrest can be carried out for the underlying purpose of enforcing the award. There is thus an element of form over substance, as a claim brought solely on the award would be susceptible to challenge.

One loose end remains, namely, the anomaly that is the well-known House of Lords decision in The Indian Grace (No.2). In that case the Plaintiff, who had obtained a judgment in personam in proceedings in India, was prevented by section 34 of the Civil Jurisdiction and Judgments Act 1982 from pursuing an in rem action in England. The section reads: ❝ “No proceedings may be brought by a person in England … on a cause of action in respect of which a judgment has been given in his favour in proceedings between the same parties, or their privies, in a court … of an overseas country, unless that judgment is not enforceable or entitled to recognition in England …”

This turned on whether the Defendant in the in personam proceedings in India and the Defendant in the in rem action in England were “the same parties” for the purpose of section 34. The House of Lords held that they were the same so that, after the in personam judgment had been obtained, the in rem action could not be pursued. In Hong Kong, section 34 of the 1982 Act finds its equivalent in section 5(1) of the Foreign Judgments (Restriction on Recognition and Enforcement) Ordinance. Section 5, like section 34, only becomes relevant where there is a judgment of a foreign court, as opposed to an arbitration award. The section does not affect the rule that an in rem action survives, i.e., does not merge in, an arbitration award. In summary, Hong Kong does permit ship arrest for the underlying purpose of enforcing an arbitration award on a maritime claim. Source: Mayer Brown

B O O K R E V I E W By : Frank NEYTS

“Cochrane Shipbuilders. Vol 2: 1915 - 1939”. Coastal Shipping Publications recently published “Cochrane Shipbuilders. Vol 2: 1915 - 1939”, written by Gilbert Mayes & Michael Thompson. The book is the second volume of what will be a 3-volume set. It looks at the beginning of the Great War to the start of World War 2 and includes details of vessels taken into Admiralty service. The book has a detailed history of each vessel built between 1915 and 1939, yard numbers 627 to 1207. Cochrane shipyard had to cope with many problems during the period covered by this volume. Obviously there was the Great War itself and its need for troops. It also had to deal with the requirements of the Admiralty. The book provides an insight into the advances in design which trawler owners were constantly seeking in order to improve the catching ability of their fleets. In Volume 1 the Cochrane yard had to move from sail-powered vessels to steam; in this volume we see the change from steam to motor power. The reader will also note the increased number of tugs, coasters and other vessels constructed. This book will appeal to all ship lovers. Strongly recommended! Volume 1 of this splendid title, entitled “Cochrane Shipbuilders Vol 1: 1884 – 1914”, is still available under the same conditions as this volume 2. “Cochrane Shipbuilders Vol 2: 1915 - 1939” (ISBN 978-1-902953-65-6) is a hardback book, A4 size, of 160 pages, lavishly illustrated. The price is £19.50 or 24 euro, exclusive P&P (£3 or 3.80 euro European postage). Ordering via the bookshop, or directly via the publisher, Coastal Shipping, 400 Nore Road, Portishead, Bristol BS20 8EZ, UK. Tel/Fax: +44(0)1275.846178, www.coastalshipping.co.uk , e-mail: [email protected]

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The NORMAND PIONEER operating near a Substation at the windturbinepark NE Grimsby UK

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