Due to our X-Mas holiday the next 3 weeks, and using a low...

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2012 – 351

Distribution : daily to 24250+ active addresses 16-12-2012

Number 351 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Sunday 16-12-2012

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

Due to our X-Mas holiday the next 3 weeks, and using a low speed internet connection during that period, I herewith ask you to send the photos in a reduced size, (250 / 300 kb JPEG file) during this

period. Your cooperation is appreciated

The 144 mtr MYKINES arriving in Le Havre (France) – Photo : Fabien Montreuil ©

http://www.maasmondmaritime.com/�

http://www.eendracht.nl/�

http://www.terasea.com.sg/�



Your feedback is important to me so please drop me an email if you have any photos or articles that may be of interest to the maritime interested people at sea and ashore

PLEASE SEND ALL PHOTOS / ARTICLES TO :

[email protected]

If you don't like to receive this bulletin anymore : To unsubscribe click here (English version) or visit the subscription page on our website.

http://www.maasmondmaritime.com/uitschrijven.aspx?lan=en-US

EVENTS, INCIDENTS & OPERATIONS

Above seen the installation of a 14 inch flexible riser from the DSV MERMAID ENDURER, assisted by DSV REMAS at

a location 7 miles off Hadera, Israel. Photo : Hans de Roo ©

mailto:[email protected]�

http://www.maasmondmaritime.com/uitschrijven.aspx?lan=en-US�


http://www.tschudioffshoretowage.com/�



Interim Guidelines for Determining Min. Propulsion Power for Ship in Adverse Conditions

1 The Marine Environment Protection Committee, at its sixty-fourth session, and the Maritime Safety Committee, at its ninety-first session, approved the Interim Guidelines for determining minimum propulsion power to maintain the manoeuvrability of ships in adverse conditions, as set out in the annex to this circular, which provides a guide for Administrations and recognized organizations acting on their behalf, when they consider and decide a ship in question meets the requirement of regulation 21.5 of MARPOL Annex VI.

2 Member Governments and observer organizations are invited to use the interim guidelines on an interim basis until improved guidelines becomes available.

The purpose of these Interim Guidelines is to assist Administrations and recognized organizations in verifying that ships, complying with EEDI requirements set out in regulations on Energy Efficiency for Ships, have sufficient installed propulsion power to maintain the manoeuvrability in adverse conditions, as specified in regulation 21.5 in chapter 4 of MARPOL Annex VI.

These interim guidelines can be used until improved guidelines become available.

Applicability

2.1 These guidelines should be applied in the case of all new ships categorized in table 1 of the appendix required to comply with regulations on Energy Efficiency for Ships according to regulation 21 of MARPOL Annex VI.

2.2 These guidelines are intended for ships in unrestricted navigation; for other cases, the Administration should determine appropriate guidelines, taking the operational area and relevant restrictions into account. Source : IMO

Detailed Interim Guideline can be retrieved here

Oil-Tanker Rates Gain for Second Day as Ship Bookings Increase

Returns for the biggest oil tankers hauling Middle East crude to Asia, the industry’s benchmark route, gained as more ships were booked. Daily earnings for very large crude carriers on the Saudi Arabia-to-Japan voyage added 0.2 percent to $15,701, according to data from the Baltic Exchange in London today. That’s the highest this week and the second straight gain, the data show. Seven ships were booked today, compared with four yesterday, according to an e-mailed report from Kevin Sy, a Singapore-based freight-derivatives broker at Marex Spectron Group. The number of VLCCs available for loading in the Persian Gulf increased to 92 from 90. Rates rose because of strengthening demand for the ships in the Persian Gulf, RS Platou Market AS, Oslo-based investment bank, said in an e-mailed report today. The VLCC fleet will expand 5.7 percent next year, above demand growth of 3.9 percent, according to data from Clarkson Plc (CKN), the world’s largest shipbroker. The exchange’s assessments don’t reflect speed cuts aimed at reducing fuel costs, vessel owners’ largest expense. They can boost returns by slowing ships on return journeys after unloading cargoes. The price of ship

https://www.bimco.org/~/media/News/2012/Technical/MSCMEPC2Circ11__Interim_Guidelines_For_Determining_Minimum_Propulsion_Power_To_Maintain_The_Manoeuvrability_Of_Ships_Secretariat.ashx�



fuel, or bunkers, added 0.2 percent to $611.39 a metric ton, according to data compiled by Bloomberg. Charter costs for VLCCs on the benchmark voyage gained 0.2 percent to 46.83 industry-standard Worldscale points, exchange data showed. The Worldscale system is a method for pricing oil cargoes on thousands of trade routes. Each individual voyage’s flat rate, expressed in dollars a ton, is set once a year. Today’s level means hire costs on the benchmark route are 46.83 percent of the nominal Worldscale rate for that voyage. The Baltic Dirty Tanker Index, a broader measure of oil- shipping costs that includes vessels smaller than VLCCs, increased 0.7 percent to 746, according to the exchange. Source: Bloomberg

HAL’s VOLENDAM anchored off Nathon – Ko Samui (Thailand) – Photo : Marijn van Hoorn ©

Danaos Corporation Receives "Ship of the Year" Award at the Lloyd's List Greek Shipping Awards 2012

Danaos Corporation, a leading international owner of containerships, was presented the prize for the "Ship of the Year" at the annually held Lloyd's List Greek Shipping Awards that took place in Athens on December 7, 2012. The prize was awarded for vessel "HYUNDAI AMBITION", a 13,100 TEU containership built at Hyundai Heavy Industries and delivered to the Company on June 29, 2012. Hyundai Ambition is the last of a series of five 13,100 container vessels delivered to Danaos Corporation this year and chartered to Hyundai Merchant Marine for 12 years and are the largest cellular containerships ever built and controlled by Greek interests.

The vessel is fitted with an electronically controlled main engine in compliance with Tier II IMO Nox emissions standards and the phase II IMO EEDI INDEX, equipped with turbocharger cut-out measures, and is capable to super slow steam down to 10% of maximum engine load. It is equipped with an advanced performance monitoring system with on line analysis for power measurement and multi-stations alarm monitoring controls. The vessel has undergone extensive trim optimization tests to enhance its performance and is coated with the latest silyl SPC coatings.

Hyundai Ambition also has state of the art IT, Communication and Entertainment Systems on board, wired and wireless network offering Internet and Entertainment Systems to all Crew Cabins and messrooms, centralized video and music centre offering private selection of movies and music onboard, as well as satellite TV at crew public spaces.

http://www.dirkzwager.com/�



The HYUNDAI AMBITION departing from Southampton on 9th August 2012, bound for Hamburg. She had

previously arrived at Southampton on 7th August on her maiden voyage from the Far East. She is employed on the G6 Alliance's Asia North Europe Service (Loop 4), calling at Ningbo, Shanghai, Yantian, Singapore, Suez, Southampton, Hamburg, Rotterdam, Suez, Singapore, Yantian and Ningbo. Photo : Chris Brooks - www.ShipFoto.co.uk ©

Iraklis Prokopakis, Senior Vice President and COO of Danaos Corporation upon receiving the award commented:

"We are very proud to receive this recognition. This vessel is a typical example of the Danaos Corporate Mentality. She reflects the very early views of John Coustas that the future of the Container Industry will be in the ultra large container vessels. "Additionally, the Hyundai Ambition and her sister vessels are the result of the joint effort of all of us at Danaos but primarily of an excellent team of young people, who participated in the design of the ship, supervised her construction and now look after her operational and technical management."The Hyundai Ambition and her sister vessels are manned with highly trained and qualified crews, specially selected from our long term pools on whom we have relied upon for the growth of our company."

http://www.shipfoto.co.uk/�

http://www.tos.nl/�



The story of the Limburg

I am an old tugboat with a length of 28meter, a breadth of 9 meter and a draught of 3.6 meter, built in The Netherlands in 1982. I have seven sisters which ended up at projects all over the world, like in Brega (Libya), Porto Bolivar (Colombia), Porto (Portugal). And myself after years of harbour towage work in The Netherlands (in Amsterdam, Ijmuiden) and in Nigeria and Mozambique (Maputo).

1982 : The brandnew LIMBURG operating in the port of IJmuiden

Photo : Jan Plug ©

Whilst in the harbour towing work I occasionally did salvage work as well, like towing the Her Majesty’s Admiraal Grauw in the harbour. It

was actually a bit too big for me but I made it after an exciting trip. After that my sister and me went off to Okrika in Nigeria and sailed there for many years. In 1998 I went back to The Netherlands with my sister because the local authorities in Nigeria, didn’t want to pay for our services anymore.

It was a beautiful voyage via Las Palmas, but at Calais in the English Channel, we were raided by the French Navy and brought in, on suspicion of drugs possession. But of course they didn’t find any drugs. So after a long time I could continue the voyage to IJmuiden. Once there the weather was cold and so was the arrival; nobody there knew that we were coming “home”.

In 1999 I had a voyage from Antwerp to Brazil with the Billy, a crane barge. That was not such a nice trip because underway the Billy sank. But I continued the voyage to Brazil because the office had plans to pick up a barge in Argentina, but due to all sorts of things, it was cancelled. So around September that year I was told to go back to Nigeria because the authorities there (NMPC/PPMC) finally had paid their debts. I arrived in December and started to work in January.

Photo : Anton Scheepers ©

In 2003 the contract in Nigeria with NMPC/PPMC was finished and I went to work offshore for Stolt with the DB 100 pipe laying/construction barge also in Nigeria. They were laying a gas pipe from Bonny to Warrie. And there in Okrika, the crew was hijacked and taken hostage. I was being sailed into a narrow and shallow creek and was covered by the vegetation and out of sight. The crew was sent to the tribunal of the King of Okrika who was a tugboat master himself who together with me salvaged coaster Silvia from the beach. So the verdict was to let us go. We continued to work with DB 100 and when I arrived

there together with tugboat Chiplun, we assisted ships loaded with 25m long pipes, the crew on the DB 100 cheered and shouted and whistled and the horn blew and we didn’t know what went on. It appeared that when we came there for the first time to assist a ship, that it was the first time that there was not a single damage whilst bringing the ship alongside the DB 100. So that was something to be proud of. We continued the work and a couple of months later, we were in Warry where it became pretty annoying with all the time speedboats full with local people trying to rob/hijack the DB 100, because the captain didn’t want military protection.



I had six soldiers on board. At a certain afternoon we had to leave in a rush, escaping is a better word to describe it. Because rumours were there that I, two tidewater boats, two Maersk boats and the DB 100 would going to be attacked by the local population. So they dropped the pipe to the bottom, dropped their anchors, and I loaded with DB 100 crew sailed away to Onne (Nigeria). Over there and after a few days of relative calm, we came in contact with another construction barge, the Polaris.

We have worked many years with great pleasure with them and came after years of work at sea, in Walvisbay Namibia, where I was out of work for months, a salvage job came at hand. The J Pearl was drifting 600Nm offshore Walvisbay with a damaged engine and if I could go to the rescue. So after we took the fuel till into the pipe, underway in a heavy gale straight on my bow, we arrived in the night at the J Pearls location. But in the meantime she was drifted already an additional 360 Nm away from her given location. We managed to establish a connection and we brought her to Walvisbay. That was a bumpy ride and that caused the fuel to mix with the sludge at the bottom of my fuel tanks and clogging my fuel filters and my engines to stop. We were quite a show for the Russian fish factory ships there at sea; such a small tug, pitching and rolling with a huge bulk carrier behind it.

Later again I was sent to Point Noire, but before I was there I had to change course to Banana in Congo. I picked up a pilot there who brought me to Boma, got another pilot and sailed further up the Congo River to Matari. It was a beautiful voyage on the Congo River which has extreme strong currents. At full speed we were doing only 1.5 knots at times. We spend the night there in Matari and the next morning I did the work for which we were hired; the work was expected to last for a couple days, but after forty minutes it was done. So we got our outward clearance and left back to sea, destination Pointe Noire. When we were there for a couple of days at the anchorage we worked for the Polaris for ten days and returned again to Pointe Noire. At night the Maersk agent asked us to bring lube-oil and food to a chartered ship, so we loaded and went there and I was involved in a collision. Another ship of the company, the

Battleaxe, towed me to Cape Town for where I have been for ten months in the “hospital”.

The LIMBURG seen in Cape Town 17

September 2010 during the “hospitalization” period – Photo : Aad

Noorland ©

But fortunately a big bellied doctor gave me several cosmetic surgeries and eventually in December 2010 I sailed to Mozambique

where my job for the next six months would be towing in the harbour of Maputo. We arrived in January 2011 and initially did only harbour towing. But pretty soon I was doing the piloting as well, besides the assisting of the in-out going ships. I did tours in the port to show investors/government officials the future planning of the coal terminal. It was quite nice; all flags out, on my deck were drinks and snacks served to about 50 people. The planning is to dredge the channel and the harbour to be able to receive ships with a draught of 14 meter.

In the last month of 2011 we have got yet another additional job; salvage. The first one was a ferry which ran aground after a day earlier it had rammed and sank a pontoon of the jetty where they usually moor. It had to moor at another quay which was near a wreck of a sunken dry dock. We pulled her of the wreck. A week later a laden bulk carrier ran aground outside the buoyed channel. After the second day of pulling it was re-floated and could continue her voyage. (the bonus? 1 pack of cigarettes per person and only the smokers) The third was a lorry which drove in the water and obstructed the sugar terminal’s berth. So divers mounted airbags on it and we pulled her to another quay once she was floating, where a crane was able to lift it out of the water. And three more bulk carriers were successfully re-floated after they’d ran aground.



Photo’s : Alfred Marinissen ©

Last October, whilst in Mozambique, I was sold after so many years hard working, they put me recently in drydock in Port Louis in Mauritius were they took my proud name off and painted my new name on, NPS 1

As you’ve read my story, you may find that I am at old age, but I am still going strong - LIMBURG

MPA - Resolutions Adopted By The 64th Session of The Maritime Environment

Protection Committee (MEPC 64) of IMO Applicable to: Ship owners, managers, operators, masters, crew members, surveyors, shipyards and the Shipping Community.

1. This circular informs the Shipping Community on the outcome, including the resolutions adopted/approved by the 64th session of the Marine Environment Protection Committee (MEPC 64) of IMO, and urges the Community to prepare for the implementation of these resolutions.

2. The details of the resolutions can be found in the MEPC 64 final report which is available from the MPA website.

3. The mandatory resolution includes the following: a. Resolution MEPC.225(64) – 2012 Amendments to the International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code). The resolution provides amendments to Chapter 17, 18 and 19 of the IBC Code which incorporated numerous changes and developments for the carriage requirements of many new and existing products.

4. Resolution MEPC.225(64) will be implemented through the IBC Code under the Prevention of Pollution of the Sea (Noxious Liquid Substances in Bulk) Regulations from 1 June 2014

5. MEPC 64 also adopted the following resolutions:

a. Resolution MEPC.222(64) – 2012 Guidelines for the Survey and Certification of Ships under the Hong Kong Convention;

http://www.lekko.org/�



The guidelines provide the procedures for conducting surveys to ensure that ships comply with the Ship Recycling Convention when it comes into force, and the requirements for issuing and endorsing the certificates.

b. Resolution MEPC.223(64) – 2012 Guidelines for the Inspection of Ships under the Hong Kong Convention;

The guidelines provide guidance for conducting port State control inspections in compliance with the requirements of the Ship Recycling Convention when it comes into force and to afford consistency in conducting these inspections, recognising deficiencies and applying control procedures.

c. Resolution MEPC.224(64) – Amendments to the 2012 Guidelines on the method of calculation of the Attained Energy Efficiency Design Index (EEDI) for new ships;

The resolution provides amendments to the attained EEDI calculation methods for shaft generators and auxiliary engine power PAE for ships equipped with more than one engine.

d. Resolution MEPC.226(64) – Designation of the Saba Bank as a Particularly Sensitive Sea Area;

The Saba Bank is designated as a PSSA and will be applicable pending adoption of its APM by MSC 91.

e. Resolution MEPC.227(64) – 2012 Guidelines on Implementation of Effluent Standards and Performance Tests for Sewage Treatment Plants (supersedes MEPC.159(55)). In addition to prescribing the performance standards for sewage treatment plants installed onboard ships, the new guidelines also prescribe the sewage treatment plants’ standards applicable only to passenger ships which operate in MARPOL Annex IV special areas. The resolution invites governments to implement the 2012 Guidelines and apply them on or after 1 January 2016.

6. In addition to the adoption of resolutions, the following Unified Interpretations (UI) of MARPOL was also approved:

a. MEPC.1/Circ.795 – Unified Interpretations to MARPOL Annex VI.

The UI clarifies various requirements and applications under MARPOL Annex VI with regards to the energy efficiency regulations, the IAPP certificate and shipboard incineration.

7. The UIs listed in MEPC.1/Circ.795 are acceptable to MPA and should be applied with immediate effect.

8. MEPC 64 also approved draft amendments to MARPOL and the Condition Assessment Scheme, which was disseminated through the IMO Circular letterNo. 3315. The draft amendments are expected to be adopted at MEPC 65 (May 2013). The Shipping Community is urged to consider the draft amendments and invited to provide comments and feedback as necessary.

9. The Shipping Community is urged to take early action to comply with the requirements on or before the date of entry into force of the amendments/resolutions. More detailed information of the circular can be retrieved here

The Boskalis TSHD “Prins der Nederlanden” pumping ashore 10,000 m3 of shingle over a distance of 1,3 km at

Deal, Kent, UK. She sits beautifully in the last rays of the sun of that day. Photo : Maarten Betman ©

Conquest MB I unloading hulls at Flushing, the Netherlands.

http://www.mpa.gov.sg/sites/circulars_and_notices/pdfs/shipping_circulars/sc_no_19_of_2012.pdf�



Conquest MB I, a 1500 ton offshore heavy lift crane barge from Conquest Offshore is unloading hulls at Flushing, the Netherlands. These six hulls were built in China and loaded on the barge NP 328. The barge was towed to Flushing by the new built tugboat Dutch Blue from Holland Offshore BV.

Principal Particulars: • 136 x 36 m heavy duty barge • Total deck space – approx 4900 m2 • Total free deck space for cargo - 3700 m2 • Deck strength of 20 ton/m2 • Complete ballast and fully automatic anti healing system • 1500 metric ton lifting capacity • Total weight 2000 ton • Dynamic Load System (DLS) • 63-75 m (207-246 ft) heavy duty double boom • 97-124 m (318-400 ft) long single boom

Conquest Offshore BV is a Dutch Joint Venture between Concordia Offshore BV and Zwagerman Offshore Services BV for offshore transportation, removal, refurbishment and construction activities. Both companies have a proven track record of success in the marine and offshore industry.

306 fishermen still missing in Philippines: A city in quiet grief

http://www.multraship.com/�



Typhoon Pablo may have spared residents here from its wrath and fury when it hit large areas in eastern Mindanao. But pain and anguish are tearing apart families and loved ones of more than 300 tuna fishermen still missing a week after the typhoon made a landfall. Many of the grieving wives and mothers may be resigned to the fact that they will never see their loved ones ever again.

What hurts even more, the fate of the missing tuna fishermen has gone largely unnoticed, buried by the stirring images of Pablo’s victims. There are no bodies of dead fishermen to talk about, only few survivors to tell their harrowing ordeals. But like relatives of the typhoon victims in Davao and Surigao, they also refused to believe their loved ones are dead. Others who are willing to accept their fates want to give their dead

loved ones a decent burial where they can pay their graves homage.

It did not help that the disaster happened during the week leading to the fight of this city’s favorite son, Manny Pacquiao. It hurt even more that many more were preoccupied over the monumental loss of the city’s iconic figure than the fate of the missing tuna fishers. News of the missing tuna fleets did not spread until it was broken by this writer, who happened to be in the company of some of their owners at the Manila meeting of the Western and Central Pacific Fisheries Commission (WCPFC) held on December 2-6.

The typhoon was predicted to make a landfall on a Monday, December 3.

On the morning December 4, a worried Dominic Salazar of THIDCOR told Noel Lorenzo of SLRFI and UFLA executive director Dino Barrientos that they have lost radio communications with one of their catcher vessels. Salazar however said all three crew members of a support light boat have been found alive after their own vessel sank. Later in the morning, I met John Yap of Rugela Fishing who said two of his catcher vessels were also missing, including their complement of light and ranger boats. Jake Lu, president of Socsksargen Federation of Fishing and Allied Industries (SFFAI) said survivors said they saw at least three dead bodies and a capsized catcher vessel.

“Ga-tumbling daw,” Lu said (It was tumbling all over). The manager of RR Fishing said one of their catcher vessels was forced to make a port call after huge waves by the then incoming typhoon created a crack on the welded portion of its hull. It reached the safety of the port before the Pablo raced across the fishing ground and eventually slammed into the coastal areas of Davao Oriental and Surigao del Sur. They were among the lucky ones whose fleets are all safe. Salazar requested that the identities of the fishing companies that have lost contact with their fishing boats be withheld pending notification of their kin, and while efforts to locate them are still on going.

I alerted my fellow journalists and media outlets in General Santos City who may have been in a better position to follow up the lead. A few called back to ask for more details implying nobody knew what then was happening even though a lot of attention was already given to the magnitude of Pablo’s wrath (international code dame Bopha).

The next day, December 5, however, former SFFAI president Marfenio Tan arrived at the WCPFC meeting venue in PICC and told the Philippine delegation that six catcher vessels (unay) are confirmed missing and as many as 300 fishermen may also be lost at sea.



I showed him a forwarded SMS message indicating the last location of one of the catcher vessels before it went into radio silence: 07-53-75, 128-22-38 and 07-50-13, 128-25-54. The Philippine Navy said the coordinates given were at least 108 nautical miles (198 kilometers) east of Baganga Point in Davao Oriental. Before that, Tan was making frantic calls to the Philippine Coast Guard and the Philippine Navy where he is a reserve commodore (a one-star rank general). Tan was told the available floating assets of both the coast guard and the navy do not have the capabilities to launch a search and rescue operation in so far away and very wide area without imperiling the lives of their crew. At the time, the high seas in the area were still dangerous for light vessels.

On December 7, I called PCG eastern Mindanao chief Commodore George Ursabia who said three of their floating assets are still on their way to Davao from Zamboanga while the Philippine Navy has already deployed a ship to begin the search rescue mission. But he said it won’t be until the following day, December 8, when the Philippine Navy ship will be near where the last sighting of survivors was reported. He, however, said three more dead bodies were plucked out of the sea by a passing supply vessel F/B Atlantis. A couple of nautical miles ahead, the crew of the passing vessels found 13 survivors.

It is easy to blame greed for the alleged failure of vessel owners to recall all their fishing fleets in the area. Or put the blame on the Philippine Coast Guard for allowing them to set sail even with the impending storm warning. But most of these fishing boats were already out in the open seas weeks before the storm developed into a super typhoon. Medium-sized purse seines (the category of all of the missing boats) can stay up to six months in the open seas, regularly receiving fuel and food supplies from carrier ships.

A survivor who did not wish to be named said waves more than 3 stories high slammed on his outrigger handline tuna fishing boat. He refused to give further details saying the tragedy that claimed some of his companions is still too grim to be retold. Light boat operator Montgomery Montealegre, whose son Mark Gil is still missing, said their fish carrier loaded with fish left the mother boat (catcher vessel on November 30) along the 09-129 coordinates, some 302 kilometers off Baganga.

The mother boat owned by LPS Fishing was to follow the following day. Montealegre reached the port of Mati on December 2. He was expecting his son to dock in the same port for refueling before heading back to General Santos City the following day.

They have not made it and it is already Tuesday (December 11), more than a week after Pablo made a landfall. He and his wife have been trekking daily to the command center of Task Force Maritime Search set up at the adjacent wing of the General Santos City Police Office in Camp Lira. Tan said most of the missing boats were caught in the middle of the perfect storm at dawn of December 3 when most radio communications in their base companies were either unmanned or have been turned off.

Tuna handline fishermen Roberto Suarez, 45, of Mangagoy, Surigao del Sur is still very weak in the intensive care unit (ICU) at the General Santos City Doctors Hospital - his doctors refused a request for an interview. Suarez was the operator of an outrigger boat with a crew of 12 others that included a son, a brother and a brother in law and several nephews. He lost younger brother Edgardo, according to the brother Gilbert who cannot seem to accept the fate of his missing sibling.

Roberto suffered injuries in his chest and right thigh. Dr. Mario Dideles said his kidneys shut down in the three days that he laid on a small fishing boat which his son found after the storm subsided. His kidneys are recovering but four of his fingers may have to be cut off due to gangrene. Tan believed many of the fishermen, despite receiving advice to seek shelter, may have underestimated the wrath of Pablo.

306 missing and still counting

Task Force Maritime Search operations chief Cmdr Lued Lincunan said they have officially listed 306 fishermen missing from General Santos City and nearby Sarangani alone from the total 46 fishing vessels reported missing. Lincunan fears the number could rise as several complainants claimed to have relatives on board the missing boats but were not in the official list of crew members supplied by their owners. In addition, there are also reports of missing tuna handline fishing boats. Lincunan also said most of the fishermen rescued by General Santos City-based fishing vessels were from Davao Oriental and Surigao del Sur.

Cmdr Lued Lincunan: Many more may be missing. The city social welfare and development office said at least 15 rescued fishermen were already sent back home. The white board inside the task force operations center has listed 6 already confirmed dead and only 4 rescued fishermen from General Santos City so far. Lincunan said there have been reports of sightings, one by a tuna handline fisherman who said he saw a mother boat and a light boat between 3 to 4pm on December 4, a day after the storm made a landfall. It buoyed the spirits of relatives who are trooping to the operations since Day 1 hoping to hear any glimmer of hope from rescuers.



Lincunan said three Philippine Navy vessels are already scouring the areas where the missing vehicles last gave their coordinates. Two Islander planes from the Philippine Navy are also on reconnaissance mission searching for possible survivors. “We are still on a search and rescue mission,” Lincunan said with cautious optimism.

Gingging Cabardos (husband Nestor Cabardos), Rubi Quelnat (husband Frederick), Maria Tarranza (brother Gener) were huddled together with Maria Fe Montealegre waiting for any hint of good news when this writer approached them just outside the operations center. They are praying all their husbands are still alive somewhere out there. Source : Asiancorrespondent

NAVY NEWS Royal Navy to refit HMS Ocean landing platform

helicopter (LPH) as part of a £65m Contract HMS Ocean, the Royal Navy’s largest warship which played a starring role during the London 2012 Olympics, will receive a £65M upgrade, the MoD announced. Her upgrade will be carried out at Devonport Royal Dockyard in Plymouth and will be the largest upkeep programme of its kind to be carried out at the docks in more than 20 years.

The contract has been awarded to UK maritime support specialists Babcock, securing 300 jobs in Devonport. More than 70 contractors are also set to be involved in the project securing a further 300 jobs across the UK.

During the refit, which is expected to last 15 months, upgrades and improvements will be made to her radar, gun, command system and living quarters. Around 1,200 metres of new pipe work will be laid and around 100,000 litres of paint will be applied to HMS Ocean. Minister for Defence, Equipment, Support and Technology Philip Dunne said:

“HMS Ocean plays a crucial role supporting operations as we saw during the Olympics and the Libya campaign and it is essential that we continue to invest in the upkeep of this formidable vessel. “I am delighted that this contract will not only ensure that HMS Ocean remains a significant, highly-flexible, and capable warship for years to come, but will also secure hundreds of jobs within the UK.” Vice Admiral Andrew Mathews, Chief of Materiel (Fleet) for the MOD’s Defence Equipment and Support organisation, said:

“Since entering service HMS Ocean has delivered comprehensive support to countless military operations as well as humanitarian and disaster relief missions. “This extensive refit programme is essential in ensuring that this magnificent ship is able to continue in her role supporting and protecting the UK’s interests across the globe.” HMS Ocean played an integral role in the Libya campaign launching Apache attack helicopters from her deck to attack Libyan ground defences, the first time Apaches had been launched from a Royal Navy warship. Source : Royal Navy

PLA Navy makes preparations for Liaoning Aircraft Carrier formation

Within only a month, the development of China’s aircraft carrier experienced the official delivery of the “Liaoning Ship” to the Navy of the Chinese People’s Liberation Army (PLA) and the successful taking-off and landing training of the carrier-borne J-15 fighter nicknamed “Flying Shark” on the deck of the aircraft carrier. Western observers feel astonished at the speed of the development of China’s aircraft carrier and no longer doubt that China’s first aircraft carrier formation will debut in the near future.

A naval open-sea taskforce mainly composed of warships from the East China Sea Fleet under the PLA Navy sailed to the vast waters of the West Pacific Ocean and carried out routine drills again on November 28, 2012. During the open-



sea training, the taskforce conducted training on such subjects as round-the-clock navigation and defense, open-sea combat and supply and escort for large surface ship. Military experts speculate that such open-sea training may be the preparation for the building of China’s first aircraft carrier formation. A naval open-sea taskforce mainly composed of warships from the East China Sea Fleet under the PLA Navy sailed to the vast waters of the West Pacific Ocean and carried out routine drills again on November 28, 2012. During the open-sea training, the taskforce conducted training on such subjects as round-the-clock navigation and defense, open-sea combat and supply and escort for large surface ship. Military experts speculate that such open-sea training may be the preparation for the building of China’s first aircraft carrier formation.

See also : http://www.youtube.com/watch?v=-fXNIWsN4uo&feature=player_embedded

Actually, various fleets under the PLA Navy had begun mission-oriented drills before the commissioning of the “Liaoning Ship”. Especially in recent years, the lineup and formation, communication and command and combined tactics of large surface ship taskforce have become the basic components of open-sea training of the PLA Navy. A joint taskforce under the North China Sea Fleet of the PLA Navy consisting of seven warships, including the “Harbin” and “Shijiazhuang” guided missile destroyers, also carried out coordinated training among multiple arms in the waters of the West Pacific Ocean in early October. Obviously, with the official delivery of the aircraft carrier “Liaoning Ship”, the PLA Navy will timely carry out joint taskforce drill between the “Liaoning Ship” and other surface ships.

Most of the main active warships can be incorporated into the aircraft carrier formation Based on the existing PLA naval ships, the “Liaoning Ship” has been able to be built into a formation focusing on control of the air and the sea in accordance with task requirements.

Judging from the warships’ performances and experience, most of the main active warships of the three major fleets under the PLA Navy can be incorporated into the aircraft carrier formation, such as the guided missile destroyers “Lanzhou” (170 warship) and “Haikou” (171 warship), nicknamed the “China’s aegis” of the South China Sea Fleet. All the comprehensive supply ships in various fleets, such as the “Hongze Lake” comprehensive supply ship (881 warship), can undertake the open-sea comprehensive supply for the aircraft carrier formation.

Future aircraft carrier formation will be composed of latest-type warships Restricted by such factors as the experience of aircraft carrier operations and the number of the PLA main naval ships, China’s aircraft carrier formation will be kept in an appropriate scale, and mainly composed of the “Liaoning Ship”, four to six guided missile destroyers and guided missile frigates, one to two nuclear attack submarines or new-type conventional submarines and one comprehensive supply ship. The formation will be constantly tested and adjusted during training. Compared with that of the U.S. Navy, the first aircraft carrier formation of the Chinese Navy will have more experimental and transitional characteristics. With the increasingly accelerated modernization of the PLA naval ships, the future aircraft carrier formation will be composed of China’s latest-type surface ships and new-type nuclear attack submarines. Large amphibious warfare ships and open-sea comprehensive supply ships will also be included in the formation. Undoubtedly, combat effectiveness is the unique yardstick, whether the future aircraft carrier formation is based on the active warships or on new-type information-based warships. The PLA Navy has just taken its first step in building the aircraft carrier formation, and it will need at least five to ten years before the aircraft carrier formation has the real combat effectiveness and comprehensive attack-and-defense capabilities in coastal waters and open-sea. Source : Xinhua / Navy Recognition

Another super-secret sub in the pipeline

This drawing of the deep-diving nuclear powered mini-submarine "Losharik" was published at the

Vkontakte social network site in September and republished by MilitaryRussia.ru

http://www.youtube.com/watch?v=-fXNIWsN4uo&feature=player_embedded�



Shipyard Zvezdochka in Severodvinsk has recommenced construction of a sister vessel to the “Losharik” deep diving titanium submarine. A source in the military industry says to Izvestia that the submarine will be a smaller version of “Losharik” and will be designed for special work on the sea floor, including the Arctic. As BarentsObserver reported, the Northern Fleet’s unique “Losharik” deep diving titanium submarine participated in the “Arctic 2012” expedition to the Mendeleyev Ridge this autumn. The submarine collected geological data and samples from the seabed that will be used in Russia’s application to the UN Law of the Sea, which within the next few years will divide the continental shelf among the Arctic costal states. “During the last campaign in the Arctic “Losharik” showed high autonomy and diving depth. It can stay on large depths for a long time and therefore be useful in geological surveys and offshore drilling operations in deep waters, Izvestia’s source says.

“Losharik” dived to a depth of 2,5 to 3 kilometers and stayed submerged for 20 days. Due to the titanium hull and nuclear reactor, the submarine can stay much longer and much deeper than any other bathyscaphes. During the dive, the crew collected some 500 kg of rocks to be analyzed to prove that the geological structure of the ridge goes all the way towards the North Pole. Construction of the new mini-submarine started at Admirality shipyard in St. Petersburg in 1990. It was later transported to Zvezdochka, where it has been waiting for the Defense Ministry to find money for its completion.

The Ministry of Defense refuses to comment to Izvestia on the construction of the mini-submarine, citing that the project is classified. The carrier of the new submarine, which name is still unknown, will probably be the nuclear-powered submarine “Podmoskovye”. The sub has been at Zvezdochka shipyard for “in-depth modernization” since 1998. The compartment for Sineva intercontinental missiles has been removed and is being replaced by a docking station for a mini-submarine. The works on “Podmoskovye” will be completed in 2014, Izvestia writes. See more photos of "Losharik" on Military Russia

SHIPYARD NEWS Commuter ferry expands to shipyard

The commuter ferry between Colwood and CFB Esquimalt has expanded its route to include workers heading to and from Victoria Shipyards. Victoria Harbour Ferry announced on Tuesday that the number people using the Baseline service, which caters to employees at CFB Esquimalt, has roughly doubled since the service began in May. The service was started after the base cancelled its free staff shuttle to and from the West Shore.

The Baseline connector has two regular vessels that make an estimated 21 trips a day, ferrying about 500 passengers - more than double the number who used it the first day Harbour Ferry took

over, said Baseline vice-president of operations Barry Hobbis. The demand is expected to grow as jobs are added to the shipyard and population increases on the West Shore. "The reality is that on the Dockyard side, more and more people will find fewer and fewer parking spots ... and when you consider the fuel costs, eventually everyone will start to figure out the economics of it," Hobbis said.

Passengers pay $5 for a return fare, $22.50 for a weekly pass or $80 for a monthly pass. Hobbis urged all levels of government to look at ferries as part of an integrated transportation system in the region. "Sooner or later, government has to realize that you have to have rail, roads, transit and cars, but equally you have to look at using the most natural highway that exists on any island, which is water," Hobbis said. Meanwhile, the WestShore Chamber of Comerce is championing a marketing study to measre interest in a commuter ferry service. Staff at Black Ball Ferry Line, which operates the Coho ferry between Victoria and Port Angeles, are working on the study with the faculty of management at Royal Roads University. Source : timescolonist

http://militaryrussia.ru/forum/viewtopic.php?f=760&t=1663&start=0�



Shipyard strikers offered new deal Thousands of striking workers at Jiangsu East Heavy Industry, a shipyard in Jingjiang, Jiangsu Province, were promised by the company Tuesday that they would begin receiving six months of unpaid wages, according to the terms of a settlement sent to the Global Times by one worker Wednesday. The majority of the striking workers were hired through a company that the shipyard outsourced contracts to, rather than by the shipyard itself. According to the settlement, each worker will receive 1,000 yuan ($160) before Friday and will receive their full pay for June and August before December 20 "under the supervision of the city government."

The agreement came after a round of strikes by thousands of workers, who gathered in front of the shipyard Monday, after not being paid for half a year. The strikers later swarmed the service zone of the nearby Jiangyin Yangtze River Bridge, a section of the Beijing-Shanghai expressway. The bridge's traffic was cut off for half an hour until hundreds of police officers came and broke up the protesters.

Normally, the workers would be paid through their subcontractor, but the shipyard stopped paying the firm in June. An anonymous employee from the shipyard told the Global Times Wednesday that like the workers hired through outsourced companies, permanent employees like him have not been paid since June or May. "We delivered a couple of ships this year. But instead of paying us, the company paid back the bank loans," he said. However, permanent workers are not covered by the settlement. "We were told that we could file a report to our direct supervisor to 'borrow' 1,000 yuan," he said. Workers said that going on strike was their last choice as the company refused to pay their wages and told them to feel free to leave or stay. Their previous petitions to the city government and labor bureau produced no result. Workers continued the strike Tuesday after their dissatisfaction with the settlement, in which the company said it would pay back all the money owed to workers no later than January 25, 2013, but that 10 percent of the payment would be held back by the company as an unspecified "deposit." But on Wednesday, workers were back at their posts, although the company could not be reached for comment. The shipyard was listed in Singapore in 2007. Its profits in the third quarter dropped 76 percent year-on-year, according to its financial reports. Source : Global Times

Eastern Shipbuilding launches new ship The Harvey Deep-Sea got her first taste of saltwater Wednesday when Eastern Shipbuilding Group, Inc. launched the 302-foot vessel from its Allanton shipyard. Brian Disernia, president of Eastern, said the vessel will be with them a little bit longer before going to her new home in New Orleans with Harvey Gulf International.

“She’ll be delivered in June,” Disernia said. “We still have about five months of outfitting, like setting cranes and wenches, to do. She’ll be at our Nelson shipyard until delivery.” Disernia said it

cost about $85 million, took about two years for build time and is a fairly complicated vessel. He said the Harvey Deep-Sea can handle 102 tons of weight while in waters 10,000 feet deep.

“For a vessel to have the horsepower and technical capabilities to handle that weight at that tremendous depth accurately, amazing,” Disernia said. “With her dynamic positioning system, she can hover accurately within three meters anywhere in the world.” In addition to the local labor force it took to construct the Harvey Deep-Sea, part of Eastern’s more than 1,350 employees, the vessel will provide future employment. “As a U.S. flag vessel, she will now go to work in the Gulf of Mexico and under the Jones Act, she will displace any foreign flag vessels that are operating in the Gulf and there are quite a few,” Disernia said. “She will create further jobs for American mariners.” Disernia said the displacement is a one to one ship ratio. He also said Eastern is working on 10 oil field platform vessels, their 55th 90-foot tugboat and five more 290-foot oil field vessels. Those will be exported to Brazil and will continue to bring money into the country. “That’s another win-win story,” Disernia said. “Not only does the construction of those Brazilian vessels provide jobs for Bay Countians and folks in Northwest Florida, the long-term financing for those



vessels was provided by the U.S. Maritime Administration and those payments … come into this country and reduce our trade deficit." Source : The News Herald

Former Vosper Thornycroft boss calls on BAE to save Portsmouth shipbuilding

THE man who brought shipbuilding back to Portsmouth says BAE Systems would be making a ‘terrible mistake’ if they shut down the city’s shipyard. Former head of Vosper Thornycroft Martin Jay has spoken out about the future of the site in Portsmouth. He said: ‘I think it would be terribly sad and I also happen to think it would be a big mistake. ‘I accept that there may be reasons why the total capacity of warship building in the UK may have to reduce but there are basically three yards that BAE Systems could either close or reduce in size. ‘The great thing about the Portsmouth facility is that it is a wonderfully modern and efficient facility. It was only built between the late 90s and about 2003 when it opened. ‘It’s one of the most modern and efficient warship building facilities in the world. ‘It has the capability both to design and build warships. It has an absolutely excellent workforce. ‘It has this crucial backing that Vosper Thornycroft, or the VT Group as it then became called which was then of course taken over by BAE Systems, has this tremendous export record. During the last 30 years I think it sold 300 warships to 30 nations around the world. ‘That’s a tremendous pedigree for any yard and I think to lose all that by closing it would be a great tragedy.’ Source : The News - Portsmouth

ROUTE, PORTS & SERVICES

The WHALE OF THE WAVES in Werkendam (The Netherlands) - Photo : Cees de Bijl ©

http://www.redwise.com/�



Kirby Corporation Completes The Purchase Of Penn Maritime

Kirby Corporation announced the completion of the acquisition of Penn Maritime Inc. and Maritime Investments LLC, an operator of tank barges and tugboats participating in the coastal transportation of primarily black oil products in the United States.

The total value of the transaction was approximately $299 million (before post-closing adjustments and transaction fees), consisting of $146 million of cash, $29 million through the issuance of 500,000 shares of Kirby common stock valued at $58.16 per share, and $124 million for the retirement of Penn's debt. The cash portion of the consideration and retirement of Penn's debt were financed from the proceeds of a new issue of unsecured senior notes.

The new unsecured senior notes, closed on December 13, 2012, provide for $500 million in fixed rate debt with $150 million at a 7-year maturity at 2.79% and $350 million at a 10-year maturity at 3.34%. On December 14, 2012, $275 million of the unsecured senior notes were drawn to close the Penn acquisition, with the balance to be drawn in February 2013 primarily to replace $200 million of senior notes due February 28, 2013.

Penn's fleet, comprised of 18 double-hulled tank barges with a capacity of 1.9 million barrels and 16 tugboats, operates along the East Coast and Gulf Coast of the United States. Penn's tank barge fleet has an average age of approximately 13 years with a product mix that consists primarily of refinery feedstocks, asphalt and crude oil. Penn's customers include major oil companies and refiners, nearly all of whom are current Kirby customers for inland tank barge services.

Kirby Corporation, based in Houston, Texas, is the nation's largest domestic tank barge operator, transporting bulk liquid products throughout the Mississippi River System, the Gulf Intracoastal Waterway, coastwise along all three United States coasts and in Alaska and Hawaii. Kirby transports petrochemicals, black oil products, refined petroleum products and agricultural chemicals by tank barge. Through the diesel engine services segment, Kirby provides after-market service for medium-speed and high-speed diesel engines and reduction gears used in marine and power generation applications. Kirby also distributes and services high-speed diesel engines, transmissions, pumps, compression products and manufactures and remanufactures oilfield service equipment, including pressure pumping units, for the land-based pressure pumping and oilfield service markets.

Statements contained in this press release with respect to the future are forward-looking statements. These statements reflect management's reasonable judgment with respect to future events. Forward-looking statements involve risks and uncertainties. Actual results could differ materially from those anticipated as a result of various factors, including cyclical or other downturns in demand, significant pricing competition, unanticipated additions to industry capacity, changes in the Jones Act or in U.S. maritime policy and practice, fuel costs, interest rates, weather conditions, and timing, magnitude and number of acquisitions made by Kirby. Forward-looking statements are based on currently available information and Kirby assumes no obligation to update such statements. A list of additional risk factors can be found in Kirby's annual report on Form 10-K for the year ended December 31, 2011, filed with the Securities and Exchange Commission.

PLEASE MAINTAIN YOUR MAILBOX, DUE TO NEW POLICY OF THE PROVIDER, YOUR ADDRESS WILL BE “DEACTIVATED”

AUTOMATICALLY IF THE MAIL IS BOUNCED BACK TO OUR SERVER If this happens to you please send me a mail at [email protected] to reactivate

your address again, please do not write this in the guestbook because I am not checking this guest book daily.

Rolls-Royce wins propulsion deal for Petrobras drill ships

Rolls-Royce has announced an order worth more than £100 million to supply integrated power and propulsion systems for seven offshore drilling vessels in Brazil. The ships will be built at the Atlântico Sul shipyard for Brazilian oil company Petrobras. Rolls-Royce will equip each of the seven vessels, which will satisfy local content requirements, with six large




thrusters and six Bergen diesel generator sets. Together, the systems will be used to propel the vessels to and from drill sites and to accurately maintain their positioning during drilling operations.

Petrobras’ new drill ships will primarily support extraction from wells along the pre-salt layer, located 2,000-3,000m below the surface of the Atlantic Ocean, offshore Brazil. Source : Offshore Shipping Online

The latest fleet addition of ANTHONY VEDER the LNG tanker CORAL ENERGY moored in the Wilton Harbour in

Schiedam - Photo : Hans Elbers - www.fotovlieger.nl ©

http://www.fotovlieger.nl/�

http://www.fairplay-towage.com/�



ALSO INTERESTED IN THIS FREE MARITIME NEWSCLIPPINGS ?

PLEASE VISIT THE WEBSITE : WWW.MAASMONDMARITIME.COM

AND REGISTER FOR FREE !

Two Chinese inland vessels on the Pearl River waiting for their load (brand new containers) at the Maersk Container

Factory in Guangzhou. Photo : Willem Ooms - IB-OOMS ©

http://www.maasmondmaritime.com/�



Pertamina to Sail Further Into the Shipping Business to Increase Profits

State energy company Pertamina is set to boost its shipping business by changing its shipping unit into a fully-fledged subsidiary, a company official said. Subagjo Hari Moeljanto, vice president of commercial and development at Pertamina Shipping, said that the plan was based on a program to make the unit more profitable and to explore more opportunities. “Currently, the shipping unit is merely a cost-saving measure,” Subagjo said.

The Pertamina tanker DEWI SRI outbound from Balikpapan (Kalimantan) – Photo : Piet Sinke ©

Subagjo claimed that the shipping unit has enabled Pertamina to save up to Rp 800 billion ($83.1 million) in operational costs this year. The company had to bear Rp 9 trillion in operational costs this year. Pertamina has a positive outlook on the shipping business, Subagjo said, citing an expected increase in demand for gas transportation services, a drop in vessel prices, the country’s refining capacity, an increasing need to import fuel and cabotage as key opportunities in the business. Subagjo said that Pertamina will center its program on owning more ships, fleet rejuvenation, complying with international standards and network expansion.

Pertamina recently added a new vessel into its fleet when it bought a $53 million 85,000 deadweight ton ship. It is the 49th ship the firm fully owns, out of 185 ships the firm operates. The shipping subsidiary is expected to generate revenue of Rp 700 billion by 2014 and Rp 1 trillion in 2016, according to Subagjo. He added that Pertamina planned to add 21 more vessels while phasing out four ships by 2016. “We will also increase the number of ships that comply with international standards, particularly TMSA [Tanker Management and Self Assessment], which will allow Pertamina to access major oil terminals,” he said. Companies like Pertamina Shipping face difficulties in obtaining lending, a shortage of skilled personnel and inadequate infrastructure, Subagjo said.

In addition, Pertamina also plans to spin-off its lubricant unit, which is the market leader in Indonesia and has an established presence in at least 22 countries. Pertamina’s assets were valued at $43.5 billion, up 26 percent from last year. While its revenue rose 5.6 percent to $52.6 billion in the first nine months, its net income slipped 9 percent to $1.99 billion. Source : The Jakarta Globe



The MSC JENNY arriving in Timaru Photo : Tom Johnston ©

'Plague ship' returns to home port A cruise liner dubbed "a plague ship" by passengers struck down with the norovirus vomiting illness has docked at Southampton. Emerging into the rain after their 10-day voyage, passengers on the P&O vessel ORIANA spoke of their ordeal.

Photo : Peter Hollands ©

Chris Meadows, from Southampton, who attended a crisis meeting between the liner's captain and passengers, said the captain told travellers staff were struggling to cope. Mr Meadows told The Daily Telegraph "The captain has admitted at the height of the outbreak the crew could not cope." Scores of passengers were laid low by the virus. One woman passenger told Sky News: "It was poorly organised. The crew were running around like headless chickens.

http://www.disa-international.com/�



They didn't seem to know what to do and we were told it was all our fault." A male passenger told Sky that passengers had had to rely on room service for food as parts of the ship were shut off. "The wait was around two-and-a-half hours," he said.

P&O Cruises managing director Carol Marlow apologised to passengers. She told Sky: "We had a number of people who were taken ill. I have written to all the passengers saying how sorry I am. These are our passengers. We want them to have a good time so they sail with us again." She invited passengers with particular concerns to contact the company and added that any compensation would be dealt with on an individual basis. The ship, which carries 1,843 passengers, returned after a 10-day Baltic cruise. Oriana left Southampton on December 4, with passengers paying up to £1,400 for their voyage.

A spokeswoman for P&O's parent company Carnival said there had been "an incidence of a mild gastrointestinal illness" among the passengers. She added that "the number of passengers with active symptoms" as the ship returned was five. She said: "Enhanced sanitation protocols have already been implemented to help minimise transmission to other passengers. The safety and comfort of passengers and crew is always our number one priority." Source : belfasttelegraph

New from Ships in Focus Publications CUNARD LINE

A fleet history By : Peter Newall

Cunard Line is the most famous shipping company in the world. Although many books have been written about Cunard’s passenger ships in the 20th century, few have covered the 19th century fleet in much detail, particularly the important Mediterranean services. The cargo fleet has also been poorly served, especially with the carriage of cargo being as important as passenger carryings during the first 150 years of Cunard’s existence. Little has also been written about the company tenders and the many ships managed by Cunard during both World Wars. Using original source material, this book redresses this imbalance with the most comprehensive history ever written about Cunard and its ships. The individual histories of 310 ships from Unicorn in 1840 to the current Queen Elizabeth are featured plus over 700 illustrations, many of which have never been published before, including many in colour. Great care has also been taken with the layout of the book so that it is easy to follow. Not only is there a detailed index, individual chapters also tell the story of the ships in each aspect of the company’s operation, including the trans-Atlantic liners, cargo fleet, cruise ships, tankers, bulk carriers, container ships, reefers and managed ships. The front cover of the book has a specially-commissioned painting of the original Queen Elizabeth by the renowned marine artist Stephen Card.

Written by the author of Mauretania Triumph and Resurrection and the definitive fleet histories of the Union Castle and Orient Lines, it is hoped that Cunard Line a fleet history will become the standard reference for the 173-

year-old Cunard Line. Cunard Line a fleet history is a 304-page, A4 hardback, available at £39.50 plus £3.50 postage (UK) from J. and M. Clarkson, 18 Franklands, Longton, Preston, PR4 5PD, UK tel 01772 612855, or by email from [email protected]




Due to our X-mas holiday the next 3 weeks, and using a low speed internet connection during that period, I herewith ask you to send the photos in a reduced size, (250 / 300 kb JPEG file) during this

period Your cooperation is appreciated

…. PHOTO OF THE DAY …..

A spectacular sunset as seen from the CSD ZEELAND, the sun as setting over the mountains in Israel.

The ZEELAND is operating in the solar ponds near the town of Safi, just South of the Dead Sea. Photo : Rinco Hollemans ©

The compiler of the news clippings disclaim all liability for any loss, damage or expense however caused, arising from the sending, receipt, or use of this e-mail communication and on any reliance placed upon the information provided

through this free service and does not guarantee the completeness or accuracy of the information

UNSUBSCRIBE / UITSCHRIJF PROCEDURE To unsubscribe click here (English version) or visit the subscription page on our website.

http://www.maasmondmaritime.com/uitschrijven.aspx?lan=en-US

Om uit te schrijven klik hier (Nederlands) of bezoek de inschrijvingspagina op onze website. http://www.maasmondmaritime.com/uitschrijven.aspx?lan=nl-NL



http://www.maasmondmaritime.com/uitschrijven.aspx?lan=nl-NL�

http://www.maasmondmaritime.com/uitschrijven.aspx?lan=nl-NL�

Due to our X-Mas holiday the next 3 weeks, and using a low...

Documents

Transcript of Due to our X-Mas holiday the next 3 weeks, and using a low...