International Association of Marine and Shipping ProfessionalOCTOBER

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The International Association of Marine and Shipping Professionals (IAMSP) is

the professional body for Marine and Shipping professionals word-wide, formed in

2015. The association is an independent, non-political organization aims to:

Contribute to the promotion and protection of maritime activities of the

shipping industry, the study of their development opportunities and more generally

everything concerning these activities.

Promote the development of occupations related to maritime and shipping;

serve as a point of contact and effective term for the business relationship with the

shipping industry (charter brokers, traders, shipping agents, Marine surveyors,

ship inspectors, ship-managers, sailors, and stevedores etc.).

Ensuring the representation of its members to the institutions, national and

international organizations as well as with governments, communities and

professional groups while promoting the exchange of information, skills and the

exchange of experience.

Develop the partnership relations sponsorship, collaboration between IAMS

and other associations, companies, national and international organizations

involved in activities related to Maritimes and shipping.

Contribute to the update and improvement of professional knowledge of its

members and raise their skill levels to international standards.

Progress towards a comprehensive and integrated view of all marine areas

and the activities and resources related to the sea.

About I.A.M.S.P

INTERNATIONAL news

Executive Director, Markku Mylly, gave a presentation

at the European Parliament TRAN Committee on 7

September, on the occasion of the extension of his

mandate.

Mr Mylly underlined the importance of maintaining a

continual dialogue with the European Parliament and

updated the members of the committee on EMSA‘s

activities. He spoke of the phasing in of the new

mandate for European cooperation on coast guard

functions and of his gratitude to the European

Parliament for spurring the initiative through the recently

completed ‗creation of a European coast guard function‘

pilot

project. This project served as a test bed for the

cooperation mechanism proposed by the European

Commission, the results of which are to be presented to

the European Parliament‘s TRAN-PECH-LIBE

committees later this year. Mr Mylly showed a short

video of footage taken during the multipurpose

Remotely Piloted Aircraft System demonstration held as

part of this project.

Mr Mylly also gave updates on THETIS-MRV, Places of

Refuge for ships in need of assistance, the European

maritime single window, Copernicus maritime

surveillance services, and EMSA‘s capacity building

potential in expanded geographical areas. Mr Mylly‘s

presentation was followed by a question and answer

session for members of the committee

14/10/2017 -By Akihiro Sano, Nikkei staff writer A four-hour drive from Almaty, the largest city in Kazakhstan, in the vast

wasteland to the east leads to a new logistics station in the China-border city of Khorgos. The so-called dry port, developed

by Kazakhstan Temir Zholy, the country's national railway company, has processed about 110,000 TEUs, or twenty-foot

equivalent units, of containers since its launch in 2015.

"This train is bound for Duisburg in western Germany," an executive overseeing the dry port's operations said recently.

Because China and Kazakhstan use different track gauges, cargoes coming from China have to be reloaded to

Kazakhstan trains before they continue their journey toward destinations in Europe. High cranes were busy transferring

freight from one train to another.

RAILWAYS: KAZAKHSTAN 'DRY PORT' KEY HUB FOR CHINA'S 'BELT AND ROAD'

SCHEME

EXECUTIVE DIRECTOR

PRESENTS BEFORE EUROPEAN PARLIAMENT’S COMMITTEE ON TRANSPORT & TOURISM

The freight trains leaving the port mostly carry autoparts and electronic devices, and usually take 10 days or so to travel to

Germany. It used to take 40 days or so to ship freight from coastal Chinese cities to Europe via sea routes. The new train

route has drastically cut the time to roughly half. Many freight owners who want speedy shipping opt for the train routes

despite the higher costs than by ship.

China is increasingly looking to Kazakhstan as a key hub for its "Belt and Road" routes. In May, China's Cosco Shipping,

the world's No. 4 shipper, and the operating company of Lianyungang, a key port for China's freight corridor north of

Shanghai, said they would jointly acquire a 49% stake in the inland port in Khorgos. The announcement was made on the

sidelines of an international conference in Beijing of government leaders.

Another location displaying Beijing's growing presence in the border city is the Khorgos International Center for Boundary

Cooperation, a special free-trade zone in which people on both sides are allowed to cross the border without passports.

On a recent day, tenants of the duty-free shopping mall on the Chinese side were crowded with shoppers from Kazakhstan.

"Even with costs for driving all the way to here, it's cheaper to come here to shop," said a 58-year-old man from Almaty.

Here, bed linens and towels sell for about half the prices as in Kazakhstan. The location was launched in 2012. The

number of visitors to the center expanded fivefold from 2013 to 2016, to 3.18 million. Affordable prices seem attractive

enough to lure shoppers from even more distant locations, including Siberia and Kyrgyzstan.

By Steve Hanley

13/10/2017-Nearly half of the estimated 8 million metric tons of

plastic that flow into the world‘s ocean every year originate in just

five rapidly developing economies in Asia — Indonesia,

Philippines, Vietnam, Thailand, and China.

OAt its recent Our Ocean 2017 conference, the Ocean

Conservancy announced it is seeking to raise over $150 million in

new funding to prevent plastic waste from leaking in to our ocean.

The money will be used to design and build waste management

and recycling systems in Southeast Asia. The focus will be on

investments to improve collection, sorting and recycling markets.

―This is a major breakthrough in the fight for trash-free seas,‖ said Susan Ruffo, managing director of international

initiatives at Ocean Conservancy. ―Our research has found that by improving waste management in Southeast Asian

countries, we can cut the flow of plastic going in the ocean by half by 2025. A funding mechanism will take this goal from

dream to reality, and support efforts by governments and local groups on the ground to improve their livelihoods and well-

being while also improving ocean health.‖

The new funding mechanism will be operated by Closed Loop Partners, an investment firm that focuses on companies,

technology and recycling facilities that turn waste products into valuable resources. Demonstrating that such waste

management systems can be successful in developing countries will attract other private and public actors to support other

recycling efforts. ―Through this initiative, we will invest in and support the municipalities, entrepreneurs, investors and

NGOs working to reduce ocean plastics and improve waste management in Southeast Asia,‖ said Rob Kaplan of Closed

Loop Partners. ―Our investments across North America — from recycling collection in Tennessee to developing new end

markets for waste plastics in Louisiana — have resulted in tangible improvements to waste collection and recycling.

―Our model is to take the best practices in waste management investment, leverage the world‘s largest consumer goods

supply chains, and marry them with on-the-ground partner expertise and work.‖

The new Ocean Conservancy initiative addressed the root causes

of plastics in the ocean by investing in the systems and emerging

technologies needed to capture and transform waste into valuable

commodities before it reaches marine environments. The goal is to

make waste collection and recycling profitable so there is a

positive incentive not to discard plastic refuse in the rivers that flow

through Southeast Asia and carry the floating detritus out to sea.

The initiative is supported by several partners, including the

Trash Free Seas Alliance, Closed Loop Partners, PepsiCo, 3M,

Procter & Gamble, the American Chemistry Council, and the

World Plastics Council.

The Ocean Conservancy and its partners expect to share the

results of the initial phase of work within the Next year. It expects

the results will help increase the number of people and

organizations interested in investing in plastic recycling systems

and technology. [Clean Tecnica / Ocean Conservancy

MARINE POLLUTION: 5 COUNTRIES

DUMP 50% OF PLASTIC IN THE

OCEANS

OIL & GAS SHIPPING U.S.: CONTANDA TO BUILD HOUSTON TANKER TERMINAL

By Gavin van Marle

13/10/2017-Systemic changes in car production could be leading to a surplus of vessels operating the deepsea car-

carrying business.

A new report from liner consultancy Dynamar says: ―While global production of motor vehicles continues to grow, by 4.6%

in 2016, the number of cars carried declines: some 4% last year. ―The key driver of this is the expansion of car production

closer to demand. This development, which started after crisis year 2009, has now led to a disconnect between expanding

global car sales and seaborne trade volumes.‖

Hoegh Trigger, the world's largest car carrier that can carry up to 8500 vehicles. Credit: YouTube

The spectre of overcapacity is looming, despite the fact that the global pure car and truck carrier (PCTC) fleet is shrinking.

The report adds: ―For the first time since 2010, the number of vehicle carriers reduced; by 12 units in the 18 months

between January 2016 and June 2017.‖ For example, in 2016 alone, some 22 new car carriers were delivered from

shipyards while 30 were scrapped.

The report also shows that the PCTC market is heavily concentrated, in the hands of just five companies. Led by

Wallenius Wilhelmsen Logistics (WWL), the five largest vehicle carrier operators (including sisters and subsidiaries)

deployed a combined fleet of 501 units, with a total carrying capacity of 2,827,000 car equivalent units (ceu) – 72% of the

world vehicle-carrying capacity.

WWL operates 120 vessels with a total capacity of 812,000 ceu, followed by NYK with 127 vessels for 647,000 ceu; MOL

with 114 (580,000 ceu); K Line with 88 ships (452,000 ceu) and Hoegh Autoliners has 52 ships (336,000 ceu). Combined,

their fleets make up 67% of the global car carrying fleet.

The report also notes that, as in the container sector, vessel sizes are growing inexorably. The largest vessel bracket –

those of 7,000 ceu and above – has 47 operating globally with another 45 on order. Hoegh operates the largest vessels of

all: six 8,500 ceu units.

[The Loadstar]

13/10/2017 -Bulk liquid storage and logistics service provider, Contanda Terminals, has signed a long-term agreement

with the Port of Houston Authority for 339 acres of deep-water access property located on the Houston Ship Channel.

Contanda said that its automated terminal facility will be built in phases to provide access to onsite processing, multiple

ship and barge docks.

VEHICLE SHIPPING: WIDER DISTRIBUTION OF CAR FACTORIES LEADING TO CAR-

CARRIER VESSEL OVERCAPACITY

CONTAINER SHIPPING: NEW OCEAN FREIGHT DIGITAL PLAYERS ‘OVER-HYPED’

PORT DEVELOPMENT SOUTH AFRICA: DURBAN PARTIALLY REOPENS FOLLOWING

SEVERE STORM

The facility is centrally located for several pipeline connections providing support storage services for a variety of

commodities, including petrochemical, clean petroleum products, various blend stocks, ethanol, crude oil and refinery

intermediates plus other bulk commodities.

This deal enables Contanda to continue to develop its key strategic business objective of doubling its terminal storage

capability over the next five years and expanding into the bulk petrochemical and hydrocarbon markets, the company said.

The new terminal is expected to further strengthen the company‘s presence along the US Gulf Coast where project

investments have surged since 2014 and in an area where Contanda already operates three other bulk terminals.

[Tanker Operator]

By Mike King

13/10/2017-Virtual forwarders and e-commerce firms offering only ‗fragmented‘ and ‗piecemeal‘ services, says analyst

Alphaliner.

Alphaliner claims a digital reality check is needed as it reveals that demand for new services is less strong than many new

entrants advertise. New e-forwarding companies are struggling to penetrate container shipping markets because many are

over-hyped and offer only ‖piecemeal‖ solutions, according to Alphaliner.

The analyst argued in its latest weekly newsletter that despite recent publicity surrounding the growing numbers of

technology start-ups in the container shipping market, the industry had shown no sign of embracing the use of new

technology. ―The shipping industry has continued to lag behind other sectors in innovation, with disruptive technologies

failing to gain any visible foothold in the market,‖ it said.

―About half of all bookings for container shipments continue to be made manually, while up to a third of shipping invoices

are reported to contain errors, despite the introduction of e-commerce capabilities by shipping lines more than 15 years

ago.‖

One reason offered by Alphaliner for the lack of penetration by more recent digital entrants was their failure to address

specific supply chain challenges facing the industry, with many offering only ―fragmented‖ services that ―lack the ability to

integrate all relevant processes‖. The analyst added: ―Even within their individual focus markets, actual demand appears

to be overstated and the industry‘s poor track record of embracing change could undo most of the promised benefits that

these new digital initiatives are supposed to deliver.‖

Although container lines are now intensifying efforts to digitise some of the transactional parts of their business, Alphaliner

said it was still ―unclear‖ whether digital technologies would ever truly transform container shipping as they have other

industries.

Alphaliner noted that Amazon‘s volumes now it had gained an NVOCC license to operate in the China-US trade also

remained very small, and the company had so far not produced any disruptive breakthroughs in the shipping market.

―Even Alibaba‘s recent partnerships with several carriers, including Maersk, CMA CGM, Zim and Evergreen, to offer

online freight booking since the end of 2016 have generated very little volumes, despite the initial fanfare,‖ it added.

Alphaliner claimed true disruption of the market would only likely become possible when new technology initiatives

combined operation, documentation, information and financial flows across the entire supply chain. ―A new revenue

model that is not reliant solely on transactional flows, but is able to generate alternative sources of revenue including trade

financing and data mining would also radically alter the landscape, as traditional transaction fee-based models have failed

to generate sufficient demand in an industry that has adopted very few innovations since the first containers were shipped

more than 60 years ago,‖ it concluded.

[Lloyd‘s Loading List]

By Will Waters

13/10/2017-Vessel movements resume at South Africa‘s largest port, after three ships grounded and containers blown

into the sea.

MARITIME SAFETY: BULKER CARRYING NICKEL ORE SINKS OFF PHILIPPINES

FLAGS OF CONVENIENCE: PALAU REGISTRY WANTS REFORM OF PARIS MOU

BLACK LIST TO ACCOMMODATE ITS HIGH-RISK VESSELS

Vessel movements have partially resumed at South Africa‘s largest port after a severe storm struck the coast around

KwaZulu-Natal province on Tuesday, grounding ships and blowing containers into the sea.

Transnet National Ports Authority (TNPA) on Wednesday declared 80% of the navigable area of the port safe for marine

operations, although sounding surveys indicated that there was some obstruction on the seabed that could pose a risk to

navigation. ―In the interest of ensuring safe navigation of vessels, operations have commenced in channels that are clear

from obstruction,‖ the port operator said.

TNPA chief executive Shulami Qalinge commented: ―We are extremely appreciative of the excellent collaboration

between TNPA and various stakeholders, who acted quickly and efficiently to partially restore normality at the port. Our

immediate focus is to continue with the implementation of the recovery operations.‖

TNPA said its business continuity plan would remain in place until TNPA had ―restored normality‖ at the port. It said

marine operations were anticipated to resume by midday on Thursday, local time, pending the outcome of the sounding

surveys.

Reuters and other sources reported that three vessels had been grounded outside the port, containers had blown into

the bay by the storm, and several mooring lines had broken. KwaZulu-Natal provincial officials confirmed on Wednesday

that at least eight people had died as a result of the storm, with further reports of missing people, Reuters reported.

[Lloyd‘s Loading List]

13/10/2017-In the early hours of Friday morning, the 33,000 dwt bulker Emerald Star capsized and sank at a position

about 325 nm south of Ishigaki Island, Japan. 16 out of 26 crewmembers were rescued by good samaritan vessels, and

10 remain missing, according to the Japan Coast Guard. An initial report from India's external affairs ministry put the

number of missing seafarers at 11.

Heavy weather may have been a factor in the sinking, and it has affected the SAR effort. "We have dispatched two patrol

boats and three planes to the site but a typhoon has made a rescue difficult," Japan Coast Guard's 11th District said in a

statement. At the time of the casualty, the center of Tropical Storm Odette was located at a position about 110 nm to the

west of Sinait, Luzon, roughly 300 nm from the last known location of the Emerald Star.

The Star's AIS status indicated that she was on a round trip voyage out of Lianyungang, a key port for Chinese nickel ore

imports. Platts confirms that Emerald Star had a load of nickel ore originating at Buli, Indonesia on board at the time of

the incident.

Leading marine insurer Gard warns that despite extensive publicity about the risk of cargo liquefaction in shipments of

bulk nickel ore, some terminals in southeast Asia continue to load dangerously wet cargoes. Nickel ore is a Group A bulk

cargo, one of a limited number of commodities that can exhibit liquid-like behavior in a bulker's holds if their moisture

content is too high. In the worst cases, wet nickel cargoes can pile up on one side of a vessel when it rolls, leading to

rapid loss of stability and capsize.

[Maritime Executive

11/10/2017 -By Panos Kirnidis, chief executive officer at Palau International Ship Registry (PISR)

Paris MoU blacklist status is stopping the growth of new registries, is anti-competitive, and has become a vicious cycle.

It takes time for a new registry to build trusted relations with shipowners and stakeholders in the industry and to show its

values. Consequently, the fleet may start as one of older – although not substandard – vessels and numbers will not match

those of the established registries. However, there is a higher risk of those older ships being detained.

The flag of Palau was placed on the Black List is as a result of 123 inspections and 23 detentions from 2014 to 2016. The

number of detentions is correct but in 2014 we had only three; in 2015 we had five; and in 2016 we had 15. These simple

figures are used in a mathematical calculation that singularly fails to recognize, and address, the significant problems that

OIL & GAS SHIPPING AUSTRALIA: CHEVRON STARTS LNG OUTPUT AT

WHEATSTONE PROJECT

have been created in certain maritime areas and that eight of our detentions were in the Sea of Azov area bordering Russia

in just 30 days.

Without these eight detentions, Palau would be still in the grey list of the Paris MoU. Unlike larger registries, in terms of fleet

size, Palau cannot afford eight detentions as we would need more than 100 clean inspections to clear them from our

record. Moreover, such corruption issues will always exist until we revisit and redesign a proper port state control

inspection code.

The Paris MoU needs to modernize to ensure there is fair play and incentives to grow the industry. There must be a

coordinated effort on behalf of registries to rewrite the system and the formula and develop new entrants to the sector. It

can only be to the benefit of the sector overall.

We have been in discussion with a number of other flags and senior people from the sector who back our stance. These

include HEL Parenté, Vanuatu ambassador to the IMO, who joins us in calling for a reform of the lists. The support is

growing as many smaller registries realize they are sailing against a tide that seems determined to hold back their growth.

09/10/2017 -By Aiswarya Lakshmi

Chevron Corporation announced it has started producing liquefied natural gas (LNG) at the Wheatstone Project in

Western Australia. The first cargo is on track to be shipped in the coming weeks.

At full capacity, the Wheatstone Project‘s two train LNG facility will supply 8.9 million metric tons per year of LNG for

export to customers in Asia. The LNG facility is located 7.5 miles (12 kilometers) west of Onslow and processes natural

gas from the Chevron-operated Wheatstone and Iago fields.

Wheatstone Project in Western Australia. Credit: BAM International

At full capacity, the Wheatstone Project‘s two train LNG facility will supply 8.9 million metric tons per year of LNG for

export to customers in Asia. The LNG facility is located 7.5 miles (12 kilometers) west of Onslow and processes natural

gas from the Chevron-operated Wheatstone and Iago fields.

MARITIME SAFETY: HOW RESEARCHERS ARE MAKING ARCTIC VOYAGES SAFER

FOR SEAFARERS

Credit: Australian Resources

The Chevron-operated Wheatstone LNG facility is a joint venture between Australian subsidiaries of Chevron (64.14

percent), Kuwait Foreign Petroleum Exploration Company (KUFPEC) (13.4 percent), Woodside Petroleum Limited (13

percent), and Kyushu Electric Power Company (1.46 percent), together with PE Wheatstone Pty Ltd, part owned by JERA

(8 percent). Chevron holds an 80.2 percent interest in the offshore licenses containing the Wheatstone and Iago fields.

[MarineLink]

09/10/2017 -A new three-year research project has been launched to address the safety and efficiency of Arctic ship

operations.

SEDNA – Safe Maritime Operations Under Extreme Conditions: the Arctic Case – will aim to mitigate navigation issues,

as well as design special vessel coatings based on the water-repellent feathers of penguins. Joe Baker finds out more

from project coordinator Philipp Lohrmann.

Credit: Ship Technology

With global warming chipping away at ice in Arctic waters, more and more routes are opening up to shipping companies

looking to find a shortcut. Last year, researchers at the University of Reading predicted that there will be double the

opportunities for non-ice strengthened vessels to cross the Arctic by 2050.

Nevertheless, the increasing number of vessels travelling through freezing waters has already resulted in more marine

casualties, highlighting that many of them aren‘t yet built for the task. Enter SEDNA, a new research initiative aiming to

make Arctic waters safer for seafarers. Backed by the European Commission‘s Horizon 2020 fund and a consortium of 13

organisations, SEDNA‘s support denotes a strong demand for the project. This is primarily from shipping companies that

desire more efficient trade routes, but are wary of putting sailors in harm‘s way.

―If you take a shortcut through the Arctic rather than go all the way around it that is a massive saving in fuel and time, so

that‘s the motivation,‖ says Philipp Lohrmann, SEDNA‘s project coordinator. ―The idea is to have a bit of an international

cooperation because obviously a lot of countries are interested in Arctic shipping.‖

By Felicity Landon

09/10/2017 -The rapid advance of digitalisation, 3D printing, automation, electrification, nanotechnology, changing trade

patterns, climate change … being future ready is more of a challenge than ever before for today‘s ports.

As consultant and port expert Marco Pluijm puts it: ―In the past, masterplanning was always about commerce – how much

business do we expect and when will it come; when do we make the next investment and which customers will come after

that? These days it is about a huge variety of factors. Masterplanning needs to be less traditional and more multi-condition

focused than in the past.

―Masterplanning has always been an art," he continues, but "today, masterplanning exercises have to be much more

flexible than they were. And where masterplans used to look at the next 20 to 25 years, today you are looking at ten years

– or only five in some cases.‖

Mr Pluijm, who specialises in coastal management and environmental issues, highlights the physical challenges, in

particular the impact of climate change on operational conditions. ―There are a lot of mooring problems caused by more

swell and long-wave energy. Rainfall is becoming a bigger issue with the loading of iron ore, for example, because of the

moisture content; you have to take additional precautions with bulk loading.‖

Port construction is being designed and adapted to cope with climate change, and bolt-on solutions such as special

fenders can be used to solve problems, says Mr Pluijm – but, he adds, there are certain areas of the world where a port

shouldn‘t be built at all: "because eventually, it will be dead in the street because of climate change".

Feats of engineering

Engineering considerations are perhaps the area where the conservative ports sector feels most at home. But beyond

that, there‘s a whole raft of disruption ahead. Australia‘s Aurecon is focusing strongly on its Future Ready concept, which

it says was instrumental in its design of the award-winning Gabbro Berth Terminal expansion at the Port of Umm Sa‘id in

Qatar.

Is being future-ready more important now than in the past? ―Yes, absolutely,‖ says John McGuire, Aurecon‘s chief

innovation officer. ―Supply chains around the world are going to be reshaped and remapped over the next ten to 15 years.

There will be winners and losers. Technology has a habit of creeping up on you. And we are approaching a time of

unprecedented change.

―It‘s a basic reality that economies and countries are competing against each other. Now look into the future, where

products and some services are going to be very easy to replicate at a rapid pace – think of 3D printing, Building

Information Modelling (BIM), immersive visualisation. Maybe in the future it will not be the products themselves competing

but the supply chain competing. How quickly can I get that product out to the customers and how quickly can I get the raw

materials in? In a world where patents are not really giving you a long runway anymore, it is probably more about speed to

market.‖

As a consequence, he says, economies are looking to enhance their infrastructure – "and ports and maritime sit squarely

in that space".

Future ready

Port operators and owners should be asking – how can we make our port ready so it is capable for the future? ―Future

Ready is about that concept in totality,‖ says Mr McGuire. ―It‘s about the advent of digitalisation, different forms of

manufacture, automated vehicles, nanotechnologies, and being able to respond – and that means using intelligent design

and innovation. Infrastructure in the past, whether road or port, involved pretty much inanimate objects. Now we are

moving into a space where inanimate becomes animate and intelligent and can interact with other parts. Will ports be

ready for that?‖

The first and vital step, he says, is to imagine it and debate what the possibilities will be. ―And this will be more importa nt

than ever because we are seeing more and more of these technologies starting to converge. The infrastructure owner

PORT DEVELOPMENT: BUILDING PORTS ‘FUTURE READY’ IS BECOMING HARDER

TO ACHIEVE

needs to ask: ‗How is this going to change my business? These are technologies happening outside my control. But what

does that mean if one of my current competitors adopts these technologies ahead of me?‘"

Many people automatically jump to the technical solution but, he warns: ―At the end of any piece of infrastructure, whether

port or road, building or energy/water network, there is typically a human trying to use it in some shape or form. The

success of the technology you adopt depends on whether the human is able to use it, actually understands it and finds it

meaningful to them. If it doesn‘t engage people, if it isn‘t intuitive and making their life better,

then it is likely to be a technology failure. The smartest piece of technology is only just a good idea, unless people absorb

it.‖

Mr Pluijm agrees: ―It is only innovation when people accept it.‖ And he does have reservations. ―Technology is always in

contradiction with the human factor. It usually also rules out real expertise because of the attitude ‗it is in the computer so

it must be true‘."

Back to basics

So far as coastal engineering is concerned, he says: ―We need to go back to basics. Kids with square eyes from so long

on their computer games often have absolutely no clue about the real outcome.‖

Given the relentless advances, ports must think carefully to avoid ending up a ‗stranded asset‘, says Mr McGuire. ―This is

about mindset. Ports need to have a posture of constantly challenging the status quo and asking, how can this be done

better, is there another way, how do I differentiate myself?‖

He says that with good engineers, he is confident that despite physical constraints in an existing port, the ‗digital overlay‘

can be achieved. ―In short, what is it that would have manufacturers and the supply chain queuing up to use your port?

They want to know that your port is going to be reliable, with no issues. We have a responsibility to be talking about these

technologies and working out a way of adapting and embracing them in the most sensitive, logical, responsible way

possible.‖

Hedging bets in future-ready port construction

When it comes to port expansion projects, there can sometimes be a good case for sticking with what has gone before

and not trying to introduce different ways of doing things just for the sake of it, says Jonathan Tyler, director – port

planning, maritime, at WSP Parsons Brinckerhoff.

There is also, he says, a reluctance among ports to be the pioneer. ―If you go ahead with something not done before and it

doesn‘t work out, that will itself be very expensive to correct. Often clients say they understand why something could be

good and potentially save money – ‗but after my neighbour has done it successfully for 20 years – I don‘t want to be the

pioneer‘.‖

The pace of change is even making people question investment in LNG bunkering. ―I had a discussion about whether

LNG is going to be like VHS vs Betamax, where a good solution is taken over by something else – for example, fuel cell

and battery technology. Five to ten years on, could an investment in LNG have been a

Complete waste of money? Do they go for LNG bunkering or not? The answer is to try at least not to preclude any of

those things.‖

He highlights a number of areas where ports can at least hedge their bets. The cost of building a quay a few metres longer

now would be a fraction of the cost of extending it in a whole new project later. Is the new quay going to be deep enough?

If deeper berths may be required later on, it‘s important that the structure is designed to enable further dredging.

The push towards electrification of port equipment and possible cold-ironing are other areas to consider, even if plans are

not going forward immediately: ―When undertaking any form of paving project, it‘s very cheap at the time to lay a lot of

horizontal plastic ducts so that at some point in the future you can simply pull cables through. Having to dig up paving later

is far more expensive than installing the ducts in the first place.

―If you are considering electrifying RTGs but don‘t want to convert yet, or want to consider cold-ironing later, the answer is

to put in lots of ducts and access chambers in sensible places so that at the right time you can easily install the cables and

infrastructure at minimum cost and disruption.‖

[Port Strategy]

09/10/2017 -By Jennifer Rankin

Gridlock at the border, vast motorway car parks and jobs lost: British ports have been vocal about the risks of a hard

Brexit. In case Conservative MPs missed the message, the Port of Dover advertised at the party conference, warning that

an extra two minutes on lorry inspections could lead to queues of 17 miles at Dover and similar ―chaos in Calais and

Dunkerque‖.

Across the North Sea, continental ports are worried about the great unknowns of Brexit. One of the most exposed is the

Belgian port of Zeebrugge, which does 45% of its trade with the UK. ―We are vulnerable if something happens to the trade

from the UK to the continent,‖ said port chief executive Joachim Coens. ―So what I mainly hope is that we could continue

having a good trade relationship with the UK… as we have been doing for centuries.‖

The port‘s UK traffic dropped 1% in the month following the Brexit referendum, a sudden slip after months of steady

growth. More than one year on, it has rallied but not quite returned to the June 2016 peak.

Zeebrugge, (literally ―Bruges on Sea‖), describes itself as a bridgehead for the British economy. Every week 64 container

ships and ferries leave Zeebrugge bound for Tilbury, Tyne, Sheerness, Southampton and other UK ports, laden with

goods for British shops and warehouses. A daily ferry still crosses from Zeebrugge to Hull, with 800,000 passengers

disembarking at the Belgian port each year (including those arriving on North Sea cruises).

This sprawling port complex on Belgium‘s coast is a hidden link in Britain‘s everything-on-demand economy. More than 1

million cars go to and from the UK through Zeebrugge. If a British supermarket in Glasgow orders a pallet of washing-up

liquid from Zeebrugge‘s distribution hub before lunchtime, it will be at the shop door the next day. Every bottle of Evian

and Volvic water on British shop shelves travels from France, via Zeebrugge. Tens of millions of litres of Tropicana orange

juice are bottled for British breakfast tables at the port, after the juice has been shipped in from Brazil.

In the worst-case scenario – of no deal – the port would be hit by the resumption of WTO tariffs – 10% on cars to 25-30%

on orange juice. This kind of ―fighting divorce‖ would be ―bad news for the port, but mainly for our producers and

exporters‖, says Coens. Around 5,000 jobs at the port are linked to trade with the UK.

The sharp devaluation of sterling is already rippling through to British consumers: consumer goods companies based at

the port are selling slightly smaller products for the same money – known as ―shrinkflation‖ – including orange juice and

chocolate bars.

For the industry, the outlook can appear as murky as an overcast day on the North Sea. ―Nobody knows what Brexit will

be, what will come after it,‖ says Isabelle Ryckbost, the secretary general of the European Sea Ports Organisation. ―What

we know it that you will have to reorganise your port to do the border checks. It is not very

clear how important these additional checks will be. Will there be an agreement between a UK port and an EU port to

facilitate these checks? Then you have phytosanitary checks (on plants and plant products) – will the legislation be

different?‖

If the British remained aligned to European standards, ―then the checks are ―not so burdensome‖, she said, but for now

this remains ―very unclear‖.

There is also anxiety about the fortunes of Flanders, Belgium‘s largest and most prosperous region. Belgium and the

Netherlands are among the countries that will be hardest hit by Brexit, with only a few others, including Ireland, expected

to do worse. A recent study from the University of Leuven found that Belgium could lose 2.35% of GDP under a hard

Brexit. The researchers warned that the impact on the EU27 had been underestimated, although the UK remained the

biggest loser. ―Higher tariffs on the UK are the last thing we want,‖ the minister-president of Flanders, Geert Bourgeois

has said, citing Zeebrugge‘s port and the region‘s export-dominated economy.

However, Zeebrugge is less concerned about the resumption of customs checks – ―I think we can handle that,‖ says

Coens. The Belgian port could even take business from Calais, he suggests, because it specialises in people-free freight

PORT DEVELOPMENT EU: BELGIAN PORTS BATTEN DOWN THE HATCHES FOR

BREXIT TRADE SHOCK

TERMINAL OPERATORS: ITF ACCUSES ICTSI OF LABOUR RIGHTS VIOLATIONS IN

ITS GLOBAL OPERATIONS

– ―roll on, roll off‖ in industry jargon – removing problems about drivers having to clear UK border controls. Meanwhile,

Zeebrugge is fast-tracking the development of apps and scanners to further reduce paperwork. It is developing a UK-

specific programme for every stage of the logistics chain, which would allow goods to clear customs even when lorries are

miles from the port.

He hopes Brexit will push the UK government to do more to help manage migrants trying to reach Britain. From an open

port 10 years ago, Zeebrugge is now fenced off and locked down, with advance police checks required to access certain

areas.

―We are not doing a lot of controls – public and private sector together – for the Brits,‖ says Coens, saying he would like to

see the British government doing more, whether that means moving the border back to the UK or getting British officers

on Belgian soil. It was a message he passed on to the EU‘s chief negotiator, Michel Barnier, who paid a visit in July.

Coens is optimistic about the future, citing Zeebrugge‘s increasing traffic with Ireland and other countries, including

Turkey and Iran. In July, the first cargo train from China – loaded with Daqing-made Volvo cars – chugged into Zeebrugge,

making this windswept corner of Belgium a final stop on the silk road.

[The Guardian]

09/10/2017 -Analysis carried out by the International Transport Workers‘ Federation (ITF) released today has found an

emerging pattern of labour rights violations throughout one of the world's fastest growing stevedoring companies:

International Container Terminal Services Inc. (ICTSI).

Today, ITF launched the report ICTSI‘S global expansion: a risky proposition? The report shows that labour issues at

ICTSI terminals are not limited to current disputes at ICTSI terminal in Madagascar and Indonesia. Severe labour

violations can be found throughout ICTSI‘s global network

The ITF will now focus on ports in which ICTSI seeks to expand, including the multi-purpose terminal in Kribi, Cameroon, a

new port in Guinea-Bissau, the Motuka Port in Port Moresby and the Port of Lae in Papua New Guinea.

SHIPBREAKING: BANGLADESH SUPREME COURT BANS SCRAPPING OF MAERSK’S TOXIC

FPSO VESSEL

Source: ITF president Paddy Crumlin

In response to this damning report, ITF affiliates within ICTSI‘s global terminals and shipping routes, are taking part in

lawful worldwide actions in a renewed international push against injustice.

―Today we have a clear message for ICTSI: end the disputes at the Port of Jakarta and the Port of Toamasina in

Madagascar. Reverse the emerging pattern of labour rights violations throughout your network. And treat your workers with

the dignity and respect that all workers deserve,‖ said ITF‘s president Paddy Crumlin. ―The ITF, and our union affiliates, are

committed to supporting port operators who provide good jobs and industrial relations practices in their ports. Together we

are committed to ensuring that ICTSI does not extend its pattern of labour violations into new terminals,‖ added Crumlin

Background

International Container Terminal Services (ICTSI) is a Philippine-based container terminal operator, which operates 29

container terminals globally. Since 1994, it has engaged in an ambitious international and domestic expansion program.

Growth has been targeted in ports that are privatised from government control, with a focus on emerging markets. ICTSI

has identified Africa as the target region for future expansion.

ICTSI is currently short-listed for the Port of Bissau, Guinea-Bissau, and is lobbying the Cameroonian government to join

the consortium that will operate and manage the multi-purpose terminal in Kribi, Cameroon. In September 2017, ICTSI

signed an agreement to operate the Lae and Motuka ports in Papua New Guinea.

09/10/2017 -The Supreme Court has imposed a ban on wrecking or removing parts of a radioactive-waste carrying floating

production storage and offloading (FPSO) vessel named North Sea Producer (ex Dagmar Maersk). Maersk, the ship's

previous owner and operator, says that it properly reported the presence of radioactive material to cash buyer GMS (Global

Marketing Systems), the scrap broker that bought the vessel.

An overhead view of the North Sea Producer beached at a shipbreaking yard in Chittagong. Credit: The Maritime Executive

Emerging patterns

Patterns are emerging on ICTSI’s docks. A pattern of paying poverty wages. A pattern of failing

to respect workers’ right to freedom of association. A pattern of poor safety standards

endangering workers’ lives. A pattern of illegally outsourcing jobs to labour-hire companies.

ICTSI has grown ambitiously over the last decade, yet as this report shows, their growth has not

been accompanied by sufficient managerial oversight and appropriate global governance to

ensure productive industrial relations, compliance with local laws, and international labour

conventions.

A two-member bench of the High Court division headed by Justice Syed Refaat Ahmed and Justice Md Selim announced the

verdict on Monday.

Chittagong’s Shitakunda-based yard Janata Steel Corporation imported the ship for scrapping in August 2016. According to

NGO Shipbreaking Platform, a Brussels-based international environmental organization, the ship is likely to be carrying a

plenty of toxic wastes and a serious accident may take place during the shipwreck. The breaking of the ship off the coast of

our country might pose a severe threat to health and environment.

It is internationally recognized that such oil-tankers like North Sea Producer carry NORM (Natural Occurring Radioactive

Materials) including asbestos, polychlorinated biphenyl (PCB), ozone-depleting substances (ODS), led, mercury, chromium,

zinc and other radioactive substances.

Oil isn't normally associated with radiation, but the U.S. Environmental Protection Agency (EPA) says that naturally

occurring radioactive elements like radium can end up in a well's produced water in significant quantities. This material can

concentrate in a production platform's water handling system, settling out as a sediment or forming a mineral scale.

Concentrations of these radioactive materials vary markedly, but older fields that rely on well-stimulation – like the

MacCulloch field, the North Sea Producer's former site – generate more produced water and may bring more dangerous

material to the surface. The concern is real: accumulated radioactive material caused a brief disruption to work on the

Thistle platform last year, when six workers were exposed to low levels of contamination and had to be "down-manned" for

medical assessments.

Bangladesh Environmental Lawyers Association (BELA) filed a public interest litigation demanding a ban on the import,

coasting and wreck of North Sea Producer as the Janata Steel Corporation imported the ship violating country‘s

conventional law and the order of the court.

After the primary hearing on June 8, the court ordered the Bangladesh Atomic Energy Commission, Bangladesh Atomic

Energy Regulatory Authority and mega port initiative of Bangladesh Customs to submit a report within 10 weeks about the

radioactivity of the ship.

Moreover, the court issued a rule asking why the previously issued clearances in favor of importing the vessel would not be

declared illegal. It issued another rule asking the importer that why it should not appoint a foreign expert to ensure the safe

wrecking of the ship.

Maersk received considerable public criticism for the North Sea Producer's beaching in Chittagong in August 2016, and not

only for concerns related to hazardous waste. Activists say that the poor labor conditions and environmental standards at

Bangladeshi yards lead to high fatality rates and health problems, and they have long called for shipowners to send

outdated tonnage to non-beaching facilities. In October last year, Maersk said that it was "very, very sorry" that the North

Sea Producer ended up in Bangladesh.

Background

The North Sea Producer was deployed in the McCulloch field in the North Sea, transporting and extracting oil from the UK

continental shelf for 17 years, and was owned by the North Sea Production Company, a single-ship joint venture between

the Danish A.P. Moeller Maersk and the Brazilian Odebrecht. Once the field closed, the FPSO North Sea Producer was

laid up in Teesport for a year while the owners were looking for buyers.

For scrapping purposes, the ship was only allowed to be sold to a facility of a member state of the Organization for

Economic Cooperation and Development (OECD) as any export of hazardous waste outside the OECD is in breach of

international and EU law. However, selling the FPSO to a recycler that could safely handle all the hazards of the ship within

the OECD would have meant that the owners would not have made as big a profit as selling it to less scrupulous breakers

operating on tidal beaches in South Asia.

Maersk and Odebrecht thus settled to sell the ship to the largest vessels‘ scrap dealer, cash buyer GMS, through a St. Kitts

and Nevis post box company called Conquistador Shipping Corporation, and provided the UK authorities with a false

contract stating that the North Sea Producer had found a new owner who would operate the ship in Nigeria.

Despite the vessel being under the radar of local communities in Teesside and was well-known in the shipping industry for

needing to be scrapped, the UK authorities relied on the false contract to allow the vessel to leave on tug.

Once the ship arrived at Janata Steel in Chittagong, and upon alerts issued by local NGOs, the Bangladesh Attorney

General of the Department of Environment set up a special committee to determine the presence of contaminated

residues, and to investigate the ship‘s illegal import due to lack of necessary clearances and false claims that it was

CONTAINER SHIPPING: CARRIERS QUESTIONABLE LOGIC

CONTAINER SHIPPING: A $7 BILLION VOYAGE

hazardous-free. Having operated in the North Sea, the vessel‘s pipelines are likely to contain residues contaminated by

radioactive materials and sulphur.

Other toxics, such as asbestos and heavy metals, are contained within the structure and paints of the ship. Upon a request

of the Bangladesh Environmental Lawyers‘ Association (BELA), the report on the ship‘s condition was released in June: it‘s

conclusion was that radioactive residues were found upon inspection and that further surveys needed to be carried out on

the whole ship.

BELA subsequently succeeded in getting an injunction on the scrapping of the North Sea Producer until October 2017 in

order to hold Maersk, Odebrecht, GMS and the importers accountable for their illegal trade of a highly toxic and particularly

risky ship to dismantle.

[Dhaka Tribune / Danwatch / MarineLink / Maritime Executive]

By Ben Hackett -09/10/2017 -Liner shipping seems to function on the basis of a merry-go-round logic when it comes to

economic rationale.

One gets the sense of déjà vu reading about the optimistic financial results spewing out from the industry in the face of

excess capacity that continues to plague the carriers. Is it that we have a new generation of management that has failed to

look back over the past 20 years? Perhaps they are too caught up with the Internet of Things and fail to see the Reality of

Things.

Three super alliances are focused at managing their overall capacity in order to find a solution to uneconomic sea freight

rates. The timing of the start of the new alliances was fortunate in that they started as the peak shopping and shipping

season also began. With the help of cascading ships out of the big trades and a few accidents and fires, capacity utilisation

has improved but for how long?

A whirlwind of ultra large container ship arrivals coinciding with relatively slow growth demand has, in the past, always

resulted in the shift to market share strategy. 2017 will be no different and as we move into the second half of the year we

shall see more of this. And there goes profitability.

And what are the largest carriers doing? Placing letters of intent with shipyards for ever-bigger ships. CMA CGM is reported

to have signed a letter of intent for nine 22,000 teu ships from Chinese yards and MSC is reported to have quickly upped

the ante with interest in eleven similar ships. COSCO/OOCL have 22 ultra large ships on order and Maersk has nine. This

leaves The Alliance members looking pale by comparison - they will have to order if they wish to remain in the game. Did

anyone think that a 24,000 teu ship was not possible?

With all this capacity coming on stream it is hard to see how freight rates can recover as the carriers struggle to fill the

ships. As management pushes for market share we truly get a sense of déjà vu with that merry-go-round in full swing. The

result will be further consolidation and perhaps a bankruptcy or two.

[Port Strategy]

09/10/2017 -Neo-Panamax calls on the US East Coast made possible by two big construction projects. How many more

will follow?

It was perhaps fitting that it was a French company that last month made the largest ever containership call at a port on

the US East Coast. At 366-metres long, the 14,414-teu CMA CGM Theodore Roosevelt is four times larger than the

Statue of Liberty gifted by France to the people of the United States in the nineteenth century, and in a further sign of the

ties between the two countries, one of six units named after former US presidents. The ship called at Norfolk and

Savannah at the end of August before arriving in New York on 7 September, sailing under the newly elevated Bayonne

Bridge roadway.

The voyage would not have been possible without the completion of two major projects; the $1.6 billion raising of the

Bayonne Bridge that increased the navigational clearance from 151 feet to 215ft, making headway for containerships of

up to 18,000 teu (previously 9,800 teu); and the $5 billion Panama expansion that permitted the likes of CMA CGM‘s

leviathan to navigate through the channel when before the size limit was around 5,000 teu.

With the inauguration ceremonies over, how many more of these so-called Neo-Panamaxes will follow the CMA CGM

ship into hard rotation on the Asia-East Coast North America route?

As we outlined in August (Baby, come back) the average size of ship sailing between Asia and ECNA has increased since

the Panama Canal widening in the summer of 2016 to around 8,000 teu, but the adoption of bigger ships in the 10,000-

14,500 teu range has been slow (see Figure 1). There are a total of 314 ships (3.95 million teu) in that size range in

service worldwide as of today, but only a handful (23) operates in the Asia-ECNA corridor. Most are deployed in Asia-

Europe (176) as well as other major trades such as Asia-West Coast North America, Asia-Middle East and Asia-Latin

America, while some have landed in more incongruous locations such as Asia-West Africa, where MSC has a series of

13Ks on its Africa Express loop.

The containership CMA CGM Theodore Roosevelt passes under the newly raised Bayonne Bridge. Credit Kirk Moore

Figure 1: Distribution of containerships deployed in the Asia-ECNA trade by size range, August 2017

Source: Drewry Maritime Research

The delivery of even bigger Ultra Large Container Vessels (ULCVs) into Asia-Europe over the next few years will

inevitably force cascading moves for the existing 10-14K units into other routes, with Asia-ECNA being an obvious

recipient. On top of those potential cascades, there 86 Port & Shipping News 41/17 (09 – 15 Oct 2017) Uwe Breitling -

Port, Transport & Training Consultant uwe.breitling@gmail.com

are another 79 similar sized vessels in the orderbook that will have to be found a home (see Figure 2).

Clearly, Asia-ECNA will not be able to accommodate all of the cascades and newbuilds. Were all of the sub-10Ks that

ply the Asia-ECNA route removed overnight there would be space for 100 more ships of the size of CGM CMA CGM

Theodore Roosevelt, without adding to the total nominal capacity. Should the strong demand growth continue a few

more could be added to that figure in time without upsetting the supply-demand balance. The trade-off would be fewer

weekly services as the same cargo would be shipped on bigger ships. At present there are a total of 19 weekly services

from Asia to ECNA (including Gulf ports), provided exclusively by the three global alliances (2M+HMM, Ocean Alliance

and THE Alliance) and one independent (Zim). New entrant SM Line has expressed a desire to join the trade next year.

Figure 2: No. containerships between 10,000-14,500 teu, active or on order by alliance, September 2017

Source: Drewry Maritime Research

There will inevitably be more ships of similar stature to CGM CMA CGM Theodore Roosevelt that will enter the Asia-

ECNA waters, and the challenge is clear to all ports on the Eastern seaboard that they must invest in getting Neo-

Panamax ready if they want to maintain or better their market share. What magnitude and how quickly that occurs is

harder to judge. The process might be hastened if the supply-side pressure in Asia-Europe from newbuild deliveries

becomes a problem for carriers and rates crash there, but on the flip-side that might not become too worrisome if

demand picks up, or if carriers can temper the influx of new capacity by pushing back deliveries and intensifying

scrapping.

The fact that such decisions are likely to be prompted by the situation in another trade is hardly ideal and sums up the

difficult choices that carriers face when juggling capacity across their networks. There is always a trade-off and decisions

are rarely optimal at the trade-route level

Advance your career by gaining Professional Recognition.

Professional recognition is a visible mark of quality, competence and commitment, and can give you a significant

advantage in today‘s competitive environment.

All who have the relevant qualifications and the required level of experience can apply for Professional Membership of

IAMSP

The organization offers independent validation and integrity. Each grade of membership reflects an individual‘s

professional training, experience and qualifications. You can apply for Student Membership, Associate Membership

(AMIAMSP), MEMBERSHIP (MIAMSP) or FELLOWSHIP (FIAMSP) or Associate Fellow (AFIAMSP) or Full Member

(FMIAMSP) or Technician (TechIAMSP) or Affiliate (AFFIAMSP).

PROFESSIONAL MEMBERSHIP

Advance your career by gaining Professional Recognition. Professional recognition is a visible mark of quality,

competence and commitment, and can give you a significant advantage in today‘s competitive environment.

All who have the relevant qualifications and the required level of experience can apply for Professional

Membership of IAMSP.

The organization offers independent validation and integrity. Each grade of membership reflects an individual‘s

professional training, experience and qualifications. You can apply for Student Membership as per following :

Fellow (FIAMSP)

To be elected as a fellow, the candidate must satisfy the council that he/she:

Has held for at least eight (8) years consecutively a high position of responsibility in shipping or related

business.

Has distinguished himself/herself in shipping practice.

Is a principal in a firm or a director of a company in the business or profession.

Members in this grade are entitle to use the initials FIAMSP After their names.

Full Member (FMIAMSP)

Individuals holding an internationally recognised marine qualification, or who can prove that they have

practiced on a full time basis for a minimum of five (5) years as a consultant or marine surveyor.

Individuals who, by producing written reports can demonstrate that they have practiced marine surveying or

consultancy for at least five (5) years.

Individuals whose qualifications or experience shall be considered appropriate by the Professional

Assessment Committee.

Members may use the initials FMIAMSP after their names.

Associate Member (AMIAMSP)

Associate Membership shall be open to any person, partnership, company, firm or other corporate that does

not own a Ship but is engaged in ship operating or ship management. Associate Members can nominate one

(1) person to represent them in the Association. Associate Members are entitled to attend General Meetings

and to participate in discussion at such meetings but shall not vote or stand for election to the Board of

Directors.

Technician (TechIAMSP)

Individuals holding a recognised qualification, for example Inspector level 2 or higher (NACE, FROSIO, ICorr),

RMCI and IRMII, NDT Technicians (CSWIP), for example gauging personnel, divers or other surveyors with at

least three years full time practical experience in a marine related field. Technician Members may use the

designation TIAMSP after their names.

Affiliate (AFFIAMSP)

Graduates who do not meet the criteria for Full or Associate Membership and are continuing to train and gain

experience prior to applying for Associate Membership

Student (SIAMSP)

Individuals who are enrolled in training programs related to the maritime or shipping will be appointed as

student members of the Association for the duration of their course.

LAST MEMBERSHIP

Fellow (FIAMSP)

LAM VOHEE JEAN DIDIER

Mauritius

MARTINOIA MARIANO

Brazil

CARDOSO ARMELIN

RICARDO

Brazil

Full Member (FMIAMSP)

ODUKUYE FRANCIS

Nigeria

MORAKIS EMMANOUIL

Greece

AMMOUR MOHAND

OURAMDANE

Algeria

Affiliate (AFFIAMSP)

MAKHLOUF MONDHER

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Côte d'Ivoire

UPCOMING EVENTS SUMMARY

November

Western Australia Branch - Annual Maritime Day 2017 04

Victoria Quay, Fremantle.

Crew Connect Conference 2017 (NI members click on 'login here' below for 20% discount)

06 Hotel Sofitel Philippine Plaza, CCP Complex Roxas Blvd Brgy. 76, Pasay, 1300 Metro, Manila

19th Ballast Water Management Conference (NI members click on 'login here' below for 15% discount) 15

Antwerp, Belgium

International Green Shipping & Technology Summit 2017 (NI members click on 'login here' below for 20%

28 attendance discount or 10% sponsorship discount)

HILTON ATHENS 46 VASSILISSIS SOFIAS AVENUE, ATHENS, 11528, GREECE

World Ocean Council - Sustainable Ocean Summit (NI members click on 'login here' below for 20% discount)

29 Halifax, Nova Scotia, Canada

29 11th Arctic Shipping Summit (NI members click on 'login here' below for 15% discount)

London, UK

December

20th Salvage and Wreck Removal Conference 2017 (NI members click on 'login here' below for 20% discount) 06

Grange Tower Bridge Hotel, 45 Prescot St, London E1 8GP

February

06

06

07

04

Offshore Wind Journal Conference 2018 (NI members click on 'login here' below for 10% discount)

Novotel London West Hote,l 1 Shortlands Hammersmith International Centre Hammersmith W6 8DR

European Dynamic Positioning Conference 2018 (NI members click on 'login here' below for 10% discount)

Novotel London West Hotel 1 Shortlands Hammersmith International Centre Hammersmith W6 8DRl

Annual Offshore Support Journal Conference, Awards & Exhibition 2018 (NI members click on 'login here' below

for 10% discount)

Novotel London West Hotel 1 Shortlands Hammersmith International Centre Hammersmith W6 8DRl

The world‘s leading trade fair for the maritime industry, SMM Hamburg, will open its doors from

With over 2,200 exhibitors and about 50,000 visitors from all over the world, SMM continues to reinforce its position as the

most important event in the

Maritime industry calendar.