Documentos de Académico
Documentos de Profesional
Documentos de Cultura
Number 042 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Thursday 11-02-2016
News reports received from readers and Internet News articles copied from various news sites.
The Indonesian flagged TAHOMA is built as the Damen Dredge helper 2410 DH ALPHA
under yard number 9930 at the Damen Bergum yard in The Netherlands in 1993
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newsclippings@gmail.com
09-02-2016 :Tug PACIFIC TYEE (ex SMIT TYEE) downbound on the north arm of the Fraser River
Photo : Robert Etchell
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Anthony Veders CORAL MEDUSA riding high under the Dutch coast
Photo : Flying Focus Aerial Photography www.flyingfocus.nl
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HALs NOORDAM moored in Queen Charlotte Sound (Picton) photo : John Spedding (c)
Danish operator DFDS Seaways is boosting freight capacity on its Dover-Calais ferry service with the relaunch of two
former MyFerryLink vessels this month. The two ships, which now sport the DFDS livery, have been fully refurbished
and rebadged the Cte des Dunes and the Cte des Flandres. The Cte des Dunes has resumed sailings this week with
the Cte des Flandres relaunching its Dover-Calais service on 22 February. FTA welcomed the ship's return this
week.
Chris Yarsley, FTAs EU affairs manager, said: The relaunch of these ships on the Dover-Calais route shows the
continuing demand for that route by freight operators as the quickest, shortest and cheapest route, despite the
frequent delays experienced at Calais and Dover.
The transfer of both ships, formerly known as the Rodin and Berlioz, to DFDS from former owner Eurotunnel was
delayed last summer, when striking French MyFerryLink workers occupied both ships to protest the planned
redundancy of 600 staff following Eurotunnels enforced decision to close its MyFerryLink business. The occupation was
called off after DFDS struck a deal with French Transport Minister Alain Vidalies and protesters in September last year,
pledging to employ 202 former MyFerryLink workers. The Danish ferry operator had planned to return both boats to
the Dover-Calais route by December last year. Commercialmotor.com understands the relaunch was delayed because
of the extent of the refurbishment needed following the occupation. The two new additions will see DFDS operate a
total of six ferries out of Dover to Calais and Dunkirk, respectively, with three ferries on each route. Malo Seaways, a
chartered ship, which currently sails alongside Calais Seaways on the Dover-Calais service, will be returned to its
owner. The addition of the two ships will see DFDS operate 30 sailings a day between Dover and Calais and a total of
54 daily sailings two the two French ports. DFDS said both ships will provide high quality facilities for commercial
drivers, including showers, a restaurant and a quiet lounge area. Source : commercialmotor
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The NOR CHIEF seen outbound with the Jack up PARAGON HZ 1 from Keppel Verolme shipyard, assisted by the
KOTUG tugs SD STINGRAY and ZP CHALONE photo : Kees Torn (c) CLICK at the photo+ hyperlinks in text
By Grimsby Telegraph
That is the aim of the Royal National Lifeboat Institution, who said their decision to stand down a couple of crew
members leading others to resign was "not taken lightly". The station at Brighton Slipway, Cleethorpes, is currently
closed following a dispute, spanning nearly five months, involving crew members. As reported, two of the longest
serving volunteers, senior helmsman, Gary Barlow and his father Jack, have been stood down. Now a crew are being
trained to take over the service and it is anticipated it could be back to normal service "shortly after Easter".
A spokeswoman for the charity said: "The RNLI has a duty of care to our volunteers and those we rescue, and must
provide a safe and effective lifesaving service."We understand the impact of standing down volunteers at Cleethorpes
RNLI lifeboat station and we do not take such decisions lightly.
"Multiple, serious breaches of our volunteer code of conduct and lifeboat station operating procedures were identified
after a thorough and fair investigation was carried out over several months. "Two volunteers were stood down. Other
crew chose to step down, which forced the RNLI to declare the Cleethorpes lifeboat off service temporarily." She
added: "In the meantime, effective rescue cover in the area is being provided by additional resource at nearby Humber
lifeboat station, where a 32 knot inshore lifeboat has been put on service to supplement the Humber all-weather
lifeboat. "On recent services off the Cleethorpes coast, Humber lifeboat was on scene in between 12 and 14 minutes.
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The bulker PAN EDELWEISS arriving at Port Chalmers to load logs. Photo : Ross Walker (c)
The decision of the Harbour Board that the approach and fairway from the sea to the Port Chalmers wharves should
immediately be dredged to a depth of 26ft at low water is one which must meet with public approval. There was, in
fact, no escape from it if the harbour is to be maintained in a condition to admit of the safe navigation of it by
overseas vessels of the draught of those that at present visit Port Chalmers - if, in other words, shipping that has been
frequenting the port is not to be subjected to vexatious delays the occurrence of which might have the effect of raising
the question on the part of owners whether they should continue to send their steamers to it. The desirability of
dredging the fairway to a greater depth remains a matter of future consideration In all the circumstances - those
relating to finance as well as those bearing on the present requirements in respect of shipping accommodation - the
board seems to have acted wisely in deferring any decision upon the policy of future dredging in the Lower
Harbour.The statistics which were placed before it by the engineer demonstrate that for the time being the depth to
be secured by the dredging that is now to be undertaken will suffice to need the reasonable requirements of the case.
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The XIN CHANG seen at Otago pilot station outbound for Auckland Photo : Renee van Baalen
A representative of the Mail, speaking to Mr Brebner, asked that gentleman if he had any statement to make to the
press. He replied that the men of the Wakatipu service were working under the Shipping Union rules. The deck hands
of the service, he said, were treated better in relation to wages than those employed on ocean-going vessels, in that
they received 8 10s per month, as against 7 5s. The outcome of the men's demand is awaited with interest.
An absolute attendance record was registered at the Otago Boys' High School yesterday, when the rolls were made
up for the ensuing year.
About 170 new pupils were enrolled, and the total attendance is now set down at 437, the highest since the school
was founded in 1863 by ordinance of the Provincial Council of Otago.
At the commencement of 1915, the roll number was 398, that being the record attendance to that date.
The difficulty which the High Schools Board of Governors will have to face is to secure teachers for the large additional
number attending the school, several of the staff having already left for the front, and it is stated that there may be a
necessity to employ female teachers. An attendance record has also been set up at the Girls' High School, where the
roll this year totals 244, as against 228 for the commencement of the terms in 1915.The attendance this week at the
Technical College is 271, which is practically the same number as at the corresponding date last year. source: Otago
Daily Times
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The HAPPY DELTA outbound from Rotterdam passing Maassluis enroute Jebel Ali
Photo : Skyphoto Maassluis (c)
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LNG Gorskaya LLC involved in Saint-Petersburg based project on establishment of an LNG plant with an export
terminal and a bunkering fleet is set to build a non-self-propelled barge with an onboard re-gasification plant for
selling LNG Gorskaya product when deployed in a European port. The Company says the barge of 7,000 cbm in
capacity will be built by Maris LLC which has already developed the conceptual design of the facility.The barge of 125.8
m in length, 24 m in width and 8.6 m in depth will have on its deck 12 tanks of with capacity of 584 cbm each. Maris
LLC (Astrakhan) specializes in managing the construction of unique maritime facilities. LNG-Gorskaya LLC is involved in
the project on creation of an LNG company with its own fleet to deliver LNG to European consumers and to bunker
vessels in the water area of the Gulf of Finland.The project implies the construction of a floating LNG plant with annual
capacity of 1.26 mln t of LNG, 9 bunkering tankers, pier, loading rack and gas pipeline, as well as the creation of
several LNG terminals outside Russia: in Finland, Germany and Sweden.Liquefied natural gas will be produced by a
complex assembled on a non-self-propelled barge. The plant will be able to process 1.968 bln cbm of gas per year.
LNG-Gorskaya LLC is going to put the complex into operation and to start selling LNG in late 2017. The project is to
become fully operational in 2021. Source: Portnews
The worlds third-largest container carrier CMA CGM recently attended a meeting in Shanghai where the possibility of a
new French-Asian alliance was discussed with the newly formed China Cosco Shipping Corporation which is made up
of Cosco and CSCL according to Shipping Watch.The proposed merger would also include Orient Overseas Container
Line. Lars Jensen, CEO of Sea Intelligence Consulting, said: "In today's market, it's absolutely crucial to be part of a
major alliance. Technical Paper: Unprecedented challenges: tackling the biggest alliances UASC would come under
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Heeremas BALDER lifted the new J-lay tower onboard in Rotterdam-Caland canal
Photo: Hans van der Linden www.facebook.com/AerolinPhoto. (c)
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By Patrick Robinson
Harbor island's Terminal 18 is going to get a huge visitor later this month when the largest container ship to ever visit
Seattle (or any North American port) the BENJAMIN FRANKLIN sails here. Terminal 18 is equipped to handle the
new class of Post Panamax ships (unlike Terminal 5 which has yet to be upgraded) which in the case of the Benjamin
Franklin can carry 18,000 containers. A conventional container ship can carry 10,000. Terminal 18 is the largest
container facility in the Pacific Northwest with 10 cranes and 24 truck lanes. The massive 200,000 ton vessel, at 1310
feet long is longer than two Space Needles and wider than the football field at Century Link. It stands 200 feet tall.
The ship is owned by France-based shipping company CMA CGM Group, flagged out of London and was built in China
where it is based. During its maiden voyage it made a stop in Oakland, barely clearing the Golden Gate bridge by just
20 feet.Source: westseattleherald
A court yesterday heard more salacious details of the conman who managed to fleece Dutch shipping line Allseas out
of $105m posing as the Popes banker. Luis Nobre, one of a gang of conmen claiming to be international financiers
with access to a secret trading platform in the Vatican, was found guilty on different fraud-related crimes at a UK court
hearing. The trial has overrun by three months.Prosecutor David Durose said: Allseas were seeking to raise capital in
order to fund the building of a new ship and had available the enormous sum of EUR100m to invest Ultimately it is
clear that the individuals who ended up advising them were not the international financiers that Allseas thought they
were.Durose recounted how Allseas lost control of the entire sum of EUR100m although they did not realise they had
been defrauded for some time as they were led to believe the money was still in the process of being invested on their
behalf.Nobre was introduced to Allseas senior management as an A1 trader with links to the US Federal Reserve as
well as a secret trading platform connected to the Vatican via the Spanish royal family.Co-defendant, London based
solicitor Buddika Kadurugamuaw, 46, was found guilty of helping the gang launder 111,400 of cash.The gangs leader
Marek Rejniak is on the run. Nobre will be sentenced today while Kadurugamuwas sentence will be revealed on March
4. Source: Splash 24/7
The dry bulk market faced a lot of headwind in 2015 as dwindling demand and over-supply created very unfavourable
market conditions. 2016 has shown no improvements so far and prospects for the rest of the year are not looking
promising. With poor earnings across the board the average scrapping age has dropped among all the dry bulk
segments.The capesize segment especially has seen a big drop in the average scrapping age; dropping almost four
years from an average age close to 25 in 2014 to less than 21 in 2015. This is the result of a record amount of
capesize tonnage that was scrapped in 2015.
Chief Shipping Analyst, Peter Sand says: Despite a relatively low demand for scrap steel in 2015 the demolition of dry
bulk ships was high compared to previous years, and the capesize segment was the leader of the pack.A total of 15.5
million DWT of capesize tonnage was sent for demolition in 2015 more than half of the total 30 million DWT of dry
bulk tonnage scrapped.The extensive demolition activity within the dry bulk shipping industry is expected to continue
to climb through 2016. So far, the year has already started well with 4.6 million DWT scrapped in January alone. This
increasing demolition is a very welcome development, but a lot more ships need to be scrapped in order to improve on
the unfavourable market conditions present in the dry bulk market. The average demolition age follows the state of
the market or at least the sentiment in the market. 2013 was one of the most volatile years for dry bulk shipping. After
a very weak first half, things got better towards the end of the year. The improvement was partly due to some
intensive stockpiling ahead of the Indonesian ban on exporting unprocessed mineral ores, posed to go into effect from
the beginning of 2014. As the ships were kept busy towards the end of the year scrapping remained low and the
average demolition age climbed slightly.In 2014 the tumbling demand from import giant, China, hit the market hard.
With an increase in hydropower generation, Chinese imports of thermal coal including anthracite, became the biggest
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Bibby Ship Management is once again the largest representative for vessels flying the Isle of Man flag in providing
representative services for 30% of vessel tonnage registered on the island. This compares with 25% in 2014,
according to official statistics The Isle of Man Ship Registrys total merchant vessel fleet stands at 407, equating to
14.95m gross tons. From these vessels, Bibby Ship Management has increased its portfolio to 90, an increase of 10
vessels from November 2015. Mark Robertshaw, Group Commercial Director for Bibby Ship Management, said:
Representing the largest proportion of vessels isnt just a reflection on the quality of the services we offer to our
customers, but also how Bibby Ship Management is regarded on the Isle of Man. This outstanding growth
demonstrates the success and importance of our customer-focused approach to ship management. Dick Welsh,
Director at the Isle of Man Ship Registry, added: Having good representation on the Isle of Man for new and existing
clients is of paramount importance. Together we can provide a one-stop-shop in the Isle of Man and serve the needs
of our clients effectively and efficiently. This demonstrates the importance of the public/private partnership which is
one of the Isle of Mans greatest strengths. We are very fortunate to have global operators such as Bibby Ship
Management on the Island, providing these services to an expanding network of clients from the international marine
and offshore sectors.Throughout its global network of offices, Bibby Ship Management offers a wide range of marine
services to customers throughout the world. The companys Isle of Man office is home to its statutory management
service, as well as offering crew management, payroll and travel services to customers from all sectors of the
international maritime industry.
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Tug/pushboat ARGUS, 1955 ex Smit & Co, owned by Gerrit den Boer Sleepdienst bound for Dordrecht.
Photo: Kees van Gameren (c)
Much lower marine fuel prices are reducing big containerships cost advantages. Drewry Maritime Advisors examines
the impact on carriers network planning. Bunker prices are now at a low level not seen since the early 2000s. When
bunker prices increased five-fold, to levels in excess of $600 per tonne, lines responded with a number of cost saving
measures as they focussed on bunkers as the biggest single cost item in their business. However, with the complete
reversal of that trend, and bunker prices now in the range $100-150 per tonne again, Drewry Maritime Advisors has
examined how this change in the lines cost structure may influence the way in which they plan and operate their
networks.
Slow steaming is it still justified?
Slow steaming and later super slow steaming became a feature of lines operations when bunker prices rose
dramatically in 2007/8; then when the global financial crisis reduced demand, slow steaming also had the advantage
of soaking up the surplus vessels. When demand returned to more sustainable levels, lines continued with slow
steaming because of the significant cost advantages, even when the full cost of the extra vessel(s) had to be met.
However, with bunker prices recently approaching $100 per tonne, where does this leave the advantages of slow
steaming?
Drewry has modelled the ship system costs (vessel, bunker, port and canal costs) for an illustrative Asia to North
Europe loop, using 11, 10 or 9 ships to provide a weekly service, and with bunker prices at $100, $300 and $600 per
tonne It is no surprise that at a bunker price of $600 per tonne, a reduction in the number of vessels per loop would
increase the effective slot cost. At a price of $300, there is very little change in slot cost if loop speed is increased, and
the number of vessels reduced. However, at a bunker price of $100 per tonne, there are clear cost savings from
increasing service speed, and reducing the number of vessels per loop. Does this mean we will see a rush to speed up
loops on the main East/West trades? probably not.
Lines and alliances will have carefully planned their networks, including terminal berth windows, based on their present
slow steaming speeds. To increase service speed would require major re-planning, and potential disruption.
Lines may be nervous of making radical changes, in case bunker prices swing back up again given the apparent
inability of forecasters to predict these changes.
And at present, as at the outset of slow steaming, there is an excess supply of tonnage, which would only be
exacerbated if more ships were released as a result of speeds being increased. On the other hand, with bunkers being
relatively cheap, we may see other steps being taken by lines:
Extra calls may be added to loops, as the incremental cost of faster steaming will be lower.
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Large vessels deliver economies of scale (i.e. reducing ship system cost per slot) both through reducing the
capital/operating cost per slot of the vessel, and through the reduced bunker consumption per slot of larger vessels.
Operationally, the savings will still be made, irrespective of the bunker price. However the value of the bunker savings
will diminish at lower bunker prices.
To see the impact of lower bunker prices on economies of scale, Drewry has modelled an Asia to North Europe loop
Our conclusion is that over a vessel size range from 8,000 to 18,000 teu, the impact of bunker price on economies of
scale is fairly limited for example when increasing vessel size from 8,000 to 14,000 teu, a saving in slot cost of 21%
at a bunker price of $600/tonne only reduces to a 16% saving at a price of $100.
We have also extended our comparison of vessel sizes down to Panamax vessels of around 4,000 teu, and looked at
slot costs on the Asia to US West Coast trade for vessel sizes from 4,000 to 14,000 teu This conclusion was reached
using a current market charter rate for a Panamax 4,000 teu vessel of $12,500 per day, which although still relatively
low, is higher than the rock bottom rates being earned in 2013/2014. This suggests that low bunker prices may well
give a new lease of life to Panamax vessels which, at current charter rates, can compete on costs with vessels twice
their size on trades that cannot sustain the largest vessels.
Our view
A continuation of the current low bunker prices is not going to change the drive of the lines to larger vessel sizes in
pursuit of economies of scale, but it does represent a stay of execution for the smaller Panamax ships.While there are
other reasons why lines may continue slow steaming for the time being, a trend of increasing service speeds will
reduce global requirements for tonnage. Lines should carefully consider this change when planning any orders for new
vessels. Source: Drewry Maritime Advisors (ciw.drewry.co.uk)
A new crane ship designed by Netherlands based Royal IHC, a global leader in offshore, dredging and mining vessels,
will feature the Wrtsil Aquarius UV Ballast Water Management System (BWMS), the company said in its press
release. The first vessel of this design is currently under construction at a shipyard in China. It is being built for Scaldis
Salvage BV, a Belgium based offshore marine contractor. The contract with Wrtsil was signed in the third quarter,
2015. The Wrtsil BWMS to be supplied has been specially designed to meet the space requirements of this vessel. In
addition to the compact solution, Wrtsil has also provided engineering support to both the designer and end-user so
that the system can be correctly operated in accordance with the regulations. Wrtsil has earlier been contracted to
supply the main engines and gensets for this vessel. Source : Portnews
Owners in the North Sea are struggling to find work many are struggling to keep their companies afloat
It hasnt been an easy start to 2016 for operators and owners of platform supply vessels (PSVs) and anchor-handling
tug/supply (AHTS) vessels. At the beginning of February, overall utilisation in the North Sea (both term and spot
markets) came in at 55 per cent the lowest seen in recent years.Figures from IHS Petrodata paint a depressing
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Gas exports from FPSO KWAME NKRUMAH to the Ghana National Gas Companys onshore processing plant at
Atuabo was temporarily halted yesterday at 4pm to fix a leak in the pump of the gas export system.Engineers are not
certain how long it will take to fix the leak.Sources said the shutdown will not have any negative impact on power
supply because the Volta River Authority (VRA) has enough crude oil in Takoradi to power its thermal plants.Despite
the shutdown of the FPSO Kwame Nkrumah, Ghana Gas was supplying 40 million standard cubic feet of lean gas as at
Monday.
Sources said that was made possible because the onshore pipelines of Ghana Gas, which also serves a storage facility,
have gas in them .Ghana Gas will only shut down completely when the volume of gas in the pipeline runs
low.However, sources said that if it is a minor leak, the plant should be back on line in some 24 hours.Tullow
communicated the unplanned shutdown to Ghana Gas, which in turn informed VRA and other downstream
players.Various challenges have hindered the delivery of a potential 120 million standard cubic feet of gas a day from
the FPSO Kwame Nkrumah to the processing plant at Atuabo.Since gas production commenced, Tullow Ghana has
undertaken several unplanned shutdowns of the FPSO Kwame Nkrumah as a result of faulty compressor.In
January, a faulty compressor was reported to have similarly hindered gas supply from the Jubilee field. The
compressor works in a similar fashion to pumps; it increases the pressure of the gas by reducing its volume and
transports it through a pipe. Regular supply of gas from the Jubilee fields has been hindered by the continuous failing
of the field operator, compressor at the FPSO Kwame Nkrumah.The compressor used by the oil company works in a
similar fashion as pumps. It increases the pressure on a fluid and can transport the fluid through a pipeThis reduces
the gas supplied to the Gas Processing Plant at Atuabo for processing and onward supply to the VRAs plants at
Aboadze for power generation. Source:Finder
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NAVY NEWS
The Spanish AOR A 15 CANTABRIA outbound from Amsterdam Photo : Ad de Kruijf SPS CANTABRIA (A15)
is a replenishment oiler operated by the Spanish Navy. Acquired to provide logistical support for the Spanish fleet,
Cantabria was commissioned in 2010. CANTABRIA is the second-largest naval ship currently operated by the
Spanish, behind Juan Carlos I. Cantabria was laid down in the dry dock of shipyard of Puerto Real, Cadiz, on 18 July
2007; the first ship to be built there in 30 years. The ship was launched by floating on 21 July 2008, and was
sponsored by Aurora Diaz Abella, the wife of Miguel ngel Revilla, the President of the Autonomous Community of
Cantabria. The ship underwent sea trials in the Bay of Cadiz from October to December 2009. She was commissioned
into the Spanish Navy on 29 September 2010. The original budget was 213m but the final cost was 238m.The
design has been evaluated by foreign buyers. Canada approached Navantia to provide a design for the Joint Support
Ship Project based on Cantabria, but Navantia's proposal was not successful, The Norwegian Navy has also expressed
interest, but they have announced an order for a replenishment ship from South Korean shipbuilder DSME Australia is
also considering the design for their replacement tankers, with Navantia competing against the Aegir variant of the
Tide-class tanker built by South Korea's DSME in a restricted tender competition.
The fifth of the six Kilo-class submarines that Vietnam purchased from Russia has arrived at Cam Ranh Bay, Thanh
Nien news reported. The submarine, which was delivered by a Dutch-registered cargo ship, laid anchor near the Cam
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The guided-missile destroyer USS WILLIAM P LAWRENCE (DDG 110) transits the Pacific Ocean. Providing a
combat-ready force to protect collective maritime interests, Lawrence, commanded by Cmdr. Walter C. Mainor and
assigned to the Stennis strike group, is operating as part of the Great Green Fleet on a regularly scheduled Western
Pacific Deployment. Photo: U.S. Navy
SHIPYARD NEWS
The Belfast firm, Harland and Wolff, one of Europe's largest heavy engineering facilities is drydocking a pair of rival
ferries for routine annual winter refits, writes Jehan Ashmore.In recent days, Irish Ferries seasonal French routes
cruiseferry, Oscar Wilde entered the facilities Belfast Dry Dock, having covered Rosslare-Pembroke sailings.
At 335 metres in length, the 50.39m wide drydock provides plenty of space for the Rosslare-based 166 metre ferry on
a beam of 28 metres. Upon completion of the work, Oscar Wilde launches the year's season with Rosslare-Cherbourg
sailings on 24 February and opens the Roscoff service on 6 May. The rest of the Irish Ferries fleet (except Epsilon)
received dry dockings at Cammell Laird, Birkenhead and also A&P Falmouth.
Rivals Stena Line which began last month a 4.4m contract with Harland & Wolff to refit seven Irish Sea based vessels,
among them a Belfast-Cairnryan ferry, the 203 metre Stena Superfast VIII. The ferry is located in the larger Main Dock
which measures 556 metres long. Spanning the 93m wide dock are the famous Samson & Goliath gantry cranes that
dominate the skyline.Over the course of the two-month contract, each Stena ferry will visit the shipyard on a carefully
sequenced timetable to facilitate a range of specialist works.Harland & Wolff in a separate yet related contract to Stena
Bulk (part of the Stena Group) carried out major refit work that began last year on the Aframax ice-class 240m long
Stena Arctica. On that occasion, the 117,000 dwt crude oil tanker that features an ice-breaking bow to cope with polar
conditions had also occupied Belfast Dry Dock. Source: afloat
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The steel cutting ceremony of the LSS logistic support units stern section was held today at Fincantieris shipyard in
Riva Trigoso (Sestri Levante, Genoa). Construction works, therefore, officially started on the first unit, as provided in
the renewal plan of the Italian Navys fleet, which has been commissioned to Fincantieri, the company said in its press
release.The section is about 86 meters long, 24 meters wide, 16.3 meters high, weighing about 7,000 tons. In the
coming months it will be launched and transported by sea to the shipyard in Muggiano (La Spezia), where it will be
assembled to set up the entire unit with the bow section, whose steel cutting ceremony will take place on February 16
in the shipyard of Castellammare di Stabia. The delivery of the LSS is scheduled in 2019.
The beginning of the construction also involves RINA Services. The experience gained in a number of past projects and
the close cooperation between RINA and the Italian Navy at international level for the development of the Naval Ship
Code (a standard equivalent to the SOLAS - Safety of Life at Sea, but applicable to naval vessels, which has been
developed by the International Naval Safety Association which includes also RINA, the Italian Navy and the main
NATOs Navies) have allowed to refine the cooperation forms, overcoming the traditional concept of class and taking
greater account of the specific technical and operational needs of the Navy.
The LSS will be classified by RINA pursuant international conventions about prevention of pollution regarding the more
traditional aspects, like the ones of the MARPOL Convention, as well as those not yet mandatory, as the Hong Kong
Convention about ship recycling.The LSS is a vessel that provides logistics support to the fleet, endowed with hospital
and healthcare capabilities thanks to the presence of a fully equipped hospital, complete with operating rooms,
radiology and analysis rooms, a dentists office and hospital rooms capable of hosting up to 12 seriously injured
patients. The ship is capable of combining capacity to transport and transfer to other transport vessels used for liquids
(diesel fuel, jet fuel, fresh water) and solids (emergency spare parts, food and ammunitions) and to perform at sea
repairs and maintenance work for other vessels. The defense systems are limited to the capacity of command and
control in tactical scenarios, communications and dissuasive, non-lethal defense systems. The vessel is also capable of
embarking more complex defence systems and becoming an intelligence and electronic war platform.
165 meters long
speed of 20 knots
200 persons including crew and specialists
4 replenishment station abeam and 1 astern
Capacity to supply drinking water to land
Capacity to provide electricity to land with 2500 kw of power
Possibility of embarking up to 8 residential and healthcare modules
Capacity to perform rescues at sea, through recovery and seabed operations (the ship is equipped with an 30 tons
offshore stabilized crane stabilized)
base for rescue operations through helicopters and special vessels
Source: Portnews
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Meyer Turku Yard has confirmed a contract with TTS Marine AB for delivery of access equipment to their fifth and
sixth newbuildings for TUI Cruises, the company said in its press release.A contract is reported with Meyer Turku
Yard in Finland for delivery of access equipment to their newbuildings, 1392 and 1393, for TUI Cruises to be named
MEIN SCHIFF 7 and Mein Schiff 8. Previously TTS Marine AB has delivered similar equipment the yards and TUIs
recent four newbuildings, of which two are already delivered and two under construction. The third vessel in the series
will be delivered during May 2016. The contributions from TTS include shell doors, platforms, covers, elevators and
gangways as well as luggage and provision side loading systems, in total about 40 items . The TTS deliveries include
design, fabrication and installation of the equipment. Among other things, TTS scope includes telescopic aluminium
gangways. This is an easy-to-install-and-operate feature that both saves space and makes passenger access swifter as
it can be used as both an on-board gangway and give access from the terminal through the very same passenger
door.
The delivery and installation of equipment to MEIN SCHIFF 7 and 8, will be completed by the end of June 2017 and
February 2018 respectively. MEIN SCHIFF 7is scheduled for delivery to the owner during spring 2018 and Mein
Schiff 8 during spring 2019 TTS has also developed all-electric solutions for cruise doors, responding to the industrys
clear commitment to cleaner operations in environmentally sensitive areas. This application will be delivered to two
newbuildings for Star Cruises under construction at Meyer Werft in Papenburg. In addition TTS Marine AB has
recently also received one further major contract for delivery of access to the cruise industry to be built at a European
yard for a well-recognised operator in the cruise market. These deliveries and projects confirms the cruise industrys
appreciation and satisfaction of TTS equipment and solutions developed for this and other cruise vessel projects.
Source: Portnews
Huisman and Andr Meijer jointly announced today that Andr Meijer will step down from his position as CEO of the
company, with immediate effect.The company will implement an internal solution and adjust the management
structure accordingly, if required. Joop Roodenburg will remain involved in the day-to-day management of the
company and continue in his role as Chief Technology Officer (CTO).
Joop Roodenburg, on behalf of the Huisman Board:I regret to see us go separate ways after working together for
nearly half a year. I thank Andr for his contribution which will prove useful in the very difficult trading environment
our industry is facing and I wish him all the best in his future career.
Andr Meijer about him leaving Huisman: I regret that we came to the decision to part the company, but I am
convinced that Huisman has the capabilities and quality to continue to succeed in the future, despite the difficult
trading environment.Huisman is a globally operating company with extensive experience in the design and
manufacturing of heavy construction equipment for world's leading on- and offshore companies. The equipment, either
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11 -02-2016
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The RIO BARROW outbound from Antwerp navigation the Westerchelde Photo : Walter de Groot
http://newsletter.maasmondmaritime.com/ShippingNewsPdf/magazine.pdf
Yinson Holdings Bhd expects the declining in prices of crude oil in the global to be a temporary setback.
Group chief executive chairman Lim Han Weng said demand for floating production, storage and offloading (FPSO)
units would always be there although major petroleum companies would put their investment plans on hold. FPSO
units are floating production centres, which are used to receive and process raw oil from a nearby drilling platform.
The oil is stored in the vessel and then offloaded onto a tanker or through a pipeline. The oil and gas (O&G) sector is
likely to see zero investment within the next one to two years as oil producers are closely watching the trend in global
crude oil prices, he told StarBiz after the companys EGM. At the EGM, shareholders approved the proposed
divestment by the company of its non-oil and gas subsidiaries to Liannex Labuan Ltd for RM168mil cash. Han Weng
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Underwriting discipline in the marine protection and indemnity (P&I) sector will be tested over the February 2016
renewal period. Free reserves are at record levels, while the clubs ship operating owners still face challenging
commercial conditions and are looking to reduce costs. Competition is intense, exacerbated by a growing fixed
premium market, and rates are under pressure.The P&I market remains dominated by members of the International
Group of P&I Clubs, which as mutual insurers operating for the benefit of their members, have to balance the need to
maintain their financial stability with the fiscal constraints of their membership.In its new report, P&I Clubs under
pressure while cost of claims continues to increase, A.M. Best notes that, historically, this balance has been supported
by the use of investment income, not only to enhance free reserves, but also to subsidise weak underwriting results.
However, this strategy has been challenged by changing regulation and an investment environment characterised by
low interest rates and volatile equity markets. Over the past five years. most clubs have sought to achieve breakeven
underwriting results by pushing through rate increases, introducing minimum deductibles and increasing deductible
levels. As the clubs enter the 2016 renewal period, pressure from members and brokers to justify price increases is
growing.
Catherine Thomas, senior director, analytics, said: In general, the cost of claims continues to increase due to an
upward trend in shipowners liability limits and technological advances that now allow deep water wreck removal. In
contrast, A.M. Best has noted that the frequency of small to medium-size claims has fallen in recent years. A slowdown
in world trade has led to fewer voyages by ships, lower cargo volumes and less competition for experienced crews, all
of which would be expected to reduce the number of claims. However, when the global economy begins to recover,
there could be a corresponding increase in the frequency of loss events, and pricing decisions made now should reflect
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DREWRY Maritime Advisors expects East-West container rates to fall again in 2016 and for pricing volatility to
remain a feature. Much will depend on the stability of oil prices, while the impact of the widened Panama Canal and
shipping alliance restructuring could also trigger sudden rate fluctuations. Spot market container freight rate volatility
intensified in 2015, with the rate erosion and volatility linked to declining oil prices and the ever widening gaps
between supply and demand, according to Drewry's latest Container Insight Weekly report. Drewry found that factors
such as the greater use of missed sailings and demand peaks saw monthly load factors, and subsequently rates, move
up and down more frequently, reported Port Technology International from London.Carriers also have themselves to
blame for the race to bottom by readily accepting cargoes at sub-economic levels, while the US west coast labourrelated slowdown and the impending widening of the Panama Canal also played a part. The World Container Index - a
joint venture between Drewry and Cleartrade Exchange - reported that its weighted-average index of 11 East-West
lanes rose by 67 per cent in the first week of January, 2016. That gain, equivalent to US$1,225 per TEU, was
sustained in the second week but thereafter two successive declines wiped out 60 per cent of the initial hike. Drewry's
analysis of the World Container Index data for the headhaul East-West lanes has found that freight rate variance has
been widening since 2012, and dramatically so in 2015 At the same time, the analysis reveals that carriers' attempts to
increase rates through general rate increases (GRIs) are increasingly ineffective.Average spot rates fell in five of six
sample lanes in 2015 with the Asia to Europe and the Mediterranean lanes the hardest hit, having lost about half their
value. The spread between the highest and lowest weekly rates was over $1,000 in three of the sample lanes, with
four lanes seeing that spread widen by over $300 from 2014.Shanghai to New York, by far, had both the highest
spread in 2015 and the biggest increase over 2014, as the trade went from rate highs of $2,500 per TEU in early 2015
when cargo was being diverted from the US west coast ports to later-year lows of just $750 per TEU. Source:
Schednet
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Berghaven
11 -02-2016
Page 27
The 2009 delivered PSV GRAMPIAN TALISKER IMO 9424819, Owned by the Craig Group Ltd Aberdeen. Managed
by North Star Shipping, Aberdeen, She is seen rolling in the swell while outbound from Aberdeen Scotland.
Photo : Iain Forsyth
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