DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2016 – 004

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Number 004 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Monday 04-01-2016

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

20.000 PISO FOR PALAWAN ORPHANAGE Feed, Clothe, Shelter and Send to School

Last Saturday evening Capt Piet Sinke of Maasmond Maritime handed over 20.000 piso to the Puerto Princesa- Palawan branch of the THE CHILDREN’s JOY FOUNDATION, CLICK! this amount (12.000 was donated by DAVID REISMAN (Bisso Marine USA ) and 8.000 by CHRISTOPHER JONES (the furious leader of the TSSS in Singapore) which donations are a great help for the organisation at the island of Palawan where 16 kids aged between 3 and 16 years are living in the orphanage THE CHILDREN’s JOY FOUNDATION endeavours to reach out to the greater masses of the 3 million disadvantaged children in the Philippines by providing them Centre Based and Community Based Support Programs that provide them with various avenues that would harness their knowledge and skills, imbued with the values of God-fearing individuals, molding them

into responsible and useful citizens in their communities and in the nation as a whole. MAASMOND MARITIME is supporting the Palawan branch of CHILDREN’s JOY FOUNDATION with donations for the last several years with the intention to give more children a chance for schooling and a better future !

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EVENTS, INCIDENTS & OPERATIONS

The PRESIDENT HUBERT towing the GIANT 7 navigating the Great Belt as seen from Spliethoff’s DOLFIJNGRACHT the PRESIDENT HUBERT was making 5 knots heading into the wind !

Photo : Capt Bert Boutsma – Master DOLFIJNGRACHT (c)

Condor Liberation ferry damaged by storm Frank in Poole

Ferry services between Poole and the Channel Islands have been cancelle until Tuesday after a vessel was damaged while moored in Dorset. CONDOR LIBERATION’s crossing had already been cancelled because of Storm Frank on Wednesday The belting above the water line, designed to protect the ship's hull, was damaged when the vessel was blown against its berth in Poole Harbour Condor Ferries said a thorough contingency plan

was in place. The cancellations are a result of the damage caused to Liberation. The company said: "All passengers already booked to travel on these services may chose between a full refund or rerouting." While the storm was in

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progress, the ship's crew worked with harbourstaff to put extra protection between the ship and berth to prevent further damage. Condor Ferries said wind speeds in Poole Harbour reached 55 knots (63mph) on Wednesday. Capt Fran Collins said: "Like all our ships, Condor Liberation has crew 24 hours a day, whether she is undertaking passenger services or not."The crew acted quickly and with assistance from Poole Harbours to put additional protection in place between the ship and the berth."The £50m CONDOR LIBERATION has offered the only fast ferry between Guernsey, Jersey and the UK, since March. source: BBC News

Asia Fuel Oil-Discounts slashed on final trading session

The Singapore 380-cst fuel oil cargo discount narrowed for a second straight session on Thursday on anticipated tight supply in early January and fewer offers than bids for higher viscosity fuel on the final trading day of 2015. Although no Singapore cash deals were reported, the 380-cst fuel oil cargo discount to Singapore spot quotes narrowed to minus $0.17 a tonne from minus $1.78 on Wednesday, Reuters data showed.Benchmark Brent and U.S. WTI fall more than 3 percent after U.S. crude stocks rose unexpectedly last week and on renewed concerns of a global supply glut,data from the Energy Information Administration showed on Wednesday.“The spreads are getting crazy,” said a trader based in Singapore. “They’re getting stronger,” he said, noting this was likely due to participants taking advantage of their last chance to close positions for the month, and year.Some traders have attributed the recent strengthening in spot prices to a tightness in supply for early January since arbitrage cargo inflows are only expected to arrive towards the end of the month, and in early February. Demand interest for 380-cst fuel oil was particularly strong at the start of the assessment period with front-curve bids crossing into premium territory, demonstrating stronger demand for the first half of January. Other traders attributed the marked strengthening in prices to other factors.“We have plenty oil here,” said a second Singapore trader, “but sellers purposely create this vacuum to push prices higher.”Source: Reuters (Reporting by Roslan Khasawneh; editing by David Clarke)

The MOZART outbound from Lyttelton Photo: Bryan Shankland (c)

Master receives deferred suspension for illegal beaching of vessel

A recent decision of the Dutch disciplinary committee for the shipping industry demonstrates how illegally beaching a vessel can have consequences for the master of the ship. Facts

On May 26 2013 the Dutch container vessel HMS LAURENCE was beached before demolition near Alang, India. By order of the public prosecutor in Rotterdam, an investigation was initiated concerning the actions of the master in relation to the illegal movement of the vessel from EU waters to Alang.The Dutch public prosecutor noted that because the vessel was being beached with the intention of demolishing it, it could be considered as waste under Dutch national and European law. As such, the owner could be held responsible. Considering that the action was physically performed by the captain, it also had to be assessed whether this met the standards of good seamanship under Article 4(4) and Article 55a of the Dutch Law Concerning Seafarers as it relates to:

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1. Article 10.60 of the Dutch Law on Environmental Management; 2. Article 2(35) of the EU Shipment of Waste Regulation (1013/2006); 3. Article 34 of the regulation, which covers the prohibition on exporting waste from the European Union to third

countries which are not part of the European Free Trade Association; and 4. Article 36 and Annex V of the regulation, which covers the prohibition on exporting waste from the European

Union which is destined for useful application in countries which are not members of the Organisation for Economic Co-operation and Development.

Decision

The Dutch disciplinary committee for the shipping industry found that it had been proven that on May 26 2013 the HMS LAURENCE was beached in order to be demolished near Alang after sailing from the European Union under the authority of the master. Proof of this action was based on a YouTube video uploaded by the ship’s master which clearly showed that he was acting as the master of the vessel when it was beached.The actions of the master were held to be in violation of Article 55a of the Law Concerning Seafarers, and specifically Article 4(4) in respect of the act or omission of a master on board in breach of the care which he should have observed as a good sailor in relation to the crew, the ship, the cargo, the environment and traffic. In particular, it was held that the master could be held responsible for the fact that he had cooperated in deliberately beaching the vessel in India. Based on European environmental law, it is prohibited to transfer vessels for demolition to India. The disciplinary committee noted that, because the master had not made a statement, it could not know on whose order he had beached the vessel. But the sight of the coastline in the YouTube video made it clear that the master should have understood that it would be left there for demolition. The disciplinary committee found that the defendant was in serious breach of his duties as master of the vessel. At the time of the incident, the consequences of having ships beached for demolition in India were generally known within the shipping industry. These consequences included harrowing working conditions, environmental damage and serious dangers to the health of employees and the local population.The disciplinary committee ruled that the master be suspended for a period of six months. However, the suspension would not be executed unless the disciplinary committee later decided otherwise, based on the fact that the master, before the end of a two-year probationary period, had again acted contrary to the care which he should have observed as a good sailor in relation to the crew, the ship, the cargo, the environment and traffic. Comment

This is the first decision from the disciplinary committee suspending a master on these grounds. It clearly demonstrates that the beaching for subsequent demolition of ships moved from the European Union to Southeast India places the master of such ships at risk of suspension if the physical breach of national and European law has been performed under the authority of such master. Posting a recording of the beaching of such vessels on YouTube clearly increases the risk of detection and suspension. Source: AKD

Oil-spill pilot loses bid to regain mariner’s license

The pilot of a container ship that struck the Bay Bridge in 2007 has lost another legal attempt to regain his mariner’s license. John Cota of Petaluma served 10 months in federal prison after pleading guilty to water pollution charges stemming from the November 2007 incident in which the container ship, the COSCO BUSAN, ran into a bridge tower during a thick

morning fog. The crash spilled 53,000 gallons of oil into the bay, coating beaches from the Marin Headlands to San Mateo County and killing nearly 7,000 birds. The ship’s operating company also pleaded guilty to criminal charges and was fined $10 million. Cota gave up his pilot’s license but sued the Coast Guard to regain his mariner’s license, which would allow him to sail commercial ships. The Coast Guard refused, saying Cota was unfit for reasons that went beyond the bridge collision. The Coast Guard said medical forms Cota submitted in 2006 and 2007 failed to disclose some of the many prescription drugs he was taking and understated his use of other medications. He also failed to mention that he had grounded another ship in 2006, the Coast Guard said. Cota sued in 2010, arguing that the Coast Guard had failed to give him a chance to explain that he had accidentally omitted some facts from the medical forms, that the 2006 grounding was a minor incident and that he was capable of sailing vessels safely. A federal judge

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rejected his arguments in 2013. That decision was upheld Thursday by the Ninth U.S. Circuit Court of Appeals in San Francisco. The Coast Guard “provided Cota an opportunity to respond to each of its reasons for denying his application” and acted within its discretion in refusing to reinstate his license, the three-judge panel said in a unanimous decision. Source: San Francisco Chronicle

The SILVER LONDON arriving in Malta – Photo: Michael Cassar (c)

D.C. Circuit Holds that Coast Guard May Impose Nonfinancial Conditions Before Allowing Ships

Accused of Violating MARPOL to Leave Port On December 15, 2015, a panel of the U.S. Court of Appeals for the D.C. Circuit held that the U.S. Coast Guard could impose nonfinancial conditions, in addition to a bond, before permitting ships under suspicion of a MARPOL violation to leave U.S. ports.The case involved two foreign-flagged vessels that were accused of falsifying their oil record books. The Coast Guard determined that it had reasonable cause to believe the vessels’ operators had violated the Act to Prevent Pollution from Ships, 33 U.S.C. §§ 1905-1915, which implements the provisions of MARPOL (the International Convention for the Prevention of Pollution from Ships). Therefore, the Coast Guard ordered Customs to withhold departure clearances for the two ships, which were held at ports in Louisiana. Eventually the vessels were released, but not until their owners/operators had posted a bond and executed a security agreement. Concerned that the government would lose its ability to prosecute the alleged crimes after the ships sailed, the Coast Guard designed the security agreements to assist the government in prosecuting the cases later if merited. As such, the agreements required the owners/operators to leave behind certain crew members who were witnesses to the alleged crimes and to pay their wages, housing and transportation costs. The agreements also required the owners/operators to help the government serve subpoenas on foreign crew members, waive jurisdictional objections, and enter an appearance in court. The vessel owners/operators subsequently challenged the legality of the security agreements as being beyond the Coast Guard’s statutory authority. The federal district court ruled for the government. On appeal, the D.C. Circuit panel affirmed. The Court focused on 33 U.S.C. § 1908(e), which provides If any ship subject to the MARPOL Protocol, Annex IV to the Antarctic Protocol, or this chapter, its owner, operator, or person in charge is liable for a fine or civil penalty under this section, or if reasonable cause exists to believe that the ship, its owner, operator, or person in charge may be subject to a fine or civil penalty under this section, [Customs],

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upon the request of the Secretary [the Coast Guard], shall refuse or revoke … clearance …. Clearance may be granted upon the filing of a bond or other surety satisfactory to the Secretary [the Coast Guard]. The owners/operators acknowledged that § 1908(e) allowed the imposition of a bond or other financial security to ensure payment of any potential fines or penalties, but argued that the statute did not authorize the Coast Guard to demand nonfinancial terms before granting clearance to depart. The Court disagreed. The Court held that this provision plainly provided authority to the Coast Guard “to simply hold the ship in port until legal proceedings are completed.” Accordingly, the nonfinancial conditions in the security agreements could “be thought of as simply the quid pro quo for allowing the ships to depart.” Since the ships and crew could be held until a civil or criminal proceeding was completed, it followed that “the Coast Guard can agree to notify Customs to release the ship upon condition that a civil or criminal proceeding would not be jeopardized.” The Court was clear that such conditions could be required independently of a bond: “a financial bond, given its limited use, is ordinarily not satisfactory, so the Coast Guard need not accept bonds without accompanying nonfinancial conditions.”The Court’s holding provides the Coast Guard with a powerful tool in the prosecution of ship owners and operators suspected of violations of MARPOL. Refusing to agree to the terms of such security agreements could mean indefinite detention of vessels, possibly resulting in breach of contractual provisions, loss of charter hire, delay of cargo deliveries, etc. On the other hand, owners/operators could incur significant expense in meeting the terms of such security agreements, especially the requirement that they pay the wages and lodging of crew members detained and housed in motel rooms for extended periods of time. Depending on the circumstances, such terms could drive owners/operators to settle cases they might otherwise dispute.Source: Sutherland Asbill & Brennan LLP – Ronald W. Zdrojeski, Mark Aspinall, Daniel Johnson, John McCaskill, James A. Orr and Carlo Sammarco

The LA SURPRISE outbound from Le Havre – Photo : Fabian Montreuil (c)

Analysts see 2016 oil price rise, while traders bet on fall

A year ago, after oil prices had halved in six months, analysts were forecasting a price recovery in 2015 while many traders were busy shorting the market.As it turned out, the traders were correct and oil prices fell by another third this year. Analysts have now forecast a pick-up in prices over 2016, while traders built short positions on U.S. oil futures to a record in early December.The difference in the two views is on what happens in response to an oil output surplus that has been estimated as high as 2 million barrels per day (bpd) by some analysts.Many analysts expect a price recovery towards the end of 2016 to pull up the average for the full year, with production – especially in the United States – falling as drillers succumb to debt and low revenues.But traders say analysts based their outlooks for 2015 on similar reasoning and are calling it wrong again for 2016, with oil producers cutting costs to both survive over the long haul and keep pumping oil at low prices to service debt.“The party (of past high oil prices) is over, at least for the next two to three years,” said Oystein Berentsen, managing director of crude oil at trading company Strong Petroleum in Singapore, arguing that oil companies have cut costs to get ready to live with lower prices for years to come.With markets tanking in December, and Brent hitting an 11-year low just under $36 per barrel, some analysts are also starting to show signs of reviewing their forecasts. U.S. investment bank Morgan Stanley said in its latest note, published before Christmas and headlined “Headwinds Growing for 2016 Oil”, that “the hope for a rebalancing in 2016 continues to suffer serious setbacks”.Still, analysts would have to lower their forecasts sharply to reverse expectations for a price recovery in 2016. The latest Reuters survey of 31 analysts showed an average price forecast for Brent for

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next year at $57.95 a barrel, more than $20 above current prompt market values.And most analysts hold to the idea that production cuts will turn the market around in the coming year.“We are likely getting closer to a more balanced market,” said Ric Spooner, chief market analyst at CMC Markets, adding that he expected Brent to average $45 a barrel while warning that there would be high volatility.Yet the market is showing few signs of faith in a recovery even in late 2016.The Brent forward curve shows a price increase of under $7 per barrel between contracts for delivery in February 2016 and those expiring in the following December, a much narrower spread than in previous downturns and reflecting little trust in any increase over the year, traders said Meanwhile, the average value for monthly 2016 Brent contracts is $40.89 per barrel, just $3.50 above current prices and well below the analysts’ forecasts for the year’s average.The U.S. West Texas Intermediate (WTI) forward curve is almost the same, already factoring in a flip into a premium over Brent that reappeared for the first time in years this month, but which has yet to be reflected in most analyst forecasts.Over 2015, Brent and WTI crude prices have averaged $53.60 and $48.76 per barrel, respectively, as of Dec. 31.Out of the pool of analysts polled by Reuters on their outlooks around a year ago, the forecast that came closest to those numbers was Citigroup’s, with expectations that Brent and WTI in 2015 would average $63 and $55 per barrel.All other forecasts expected prices to recover more steeply, only to see the market extend the rout that began in June 2014 for another 12 months. Source: Reuters (By Henning Gloystein, Additional reporting by Florence Tan; Editing by Tom Hogue)

Bryan Shankland and team did training alongside the XIN YANG PU with a new Pilot Boat while it transited Port

Philip Bay Photo : Bryan Shankland (c)

SAIPEM CONFIRMS AWARD OF TWO LARGE CONTRACTS

As previously reported, Statoil, on behalf of the Johan Sverdrup partners, has awarded Saipem an installation contract for the Johan Sverdrup export pipelines. The Johan Sverdrup field is located on the Utsira Height in the North Sea,

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155km west of Stavanger, and is one of the five biggest oil fields on the Norwegian continental shelf, with expected reserves of between 1.7–3.0 billion barrels of oil equivalent. Saipem will be responsible for the installation of a 156km, 18in Gas Export Pipeline for the Kårstø gas terminal, as well as approximately 282km, 36in Oil Export Pipeline for the Mongstad terminal.

Work on the project, which is scheduled to start in spring 2018, will be carried out by Saipem’s flagship, the ultra-deepwater pipelayer CastorOne, which will be undertaking operations in the North Sea for the first time.

In a joint venture with the Belgian dredging company Jan De Nul, PSA Panama International Terminal SA has awarded Saipem an EPC contract for the expansion of the international terminal at the Panama Canal’s Pacific entrance. The expansion comprises the dredging and excavation of approximately 4 million cubic metres of material to a depth of 16.3m and the construction of an 800m quay wall. The expanded terminal, scheduled to be operational in 2017, will be able to handle two mega ships simultaneously. Source : Offshore shipping online

Boat driver who sank ferry surrenders Bangkok : An oil-transport vessel driver surrendered to police after crashing into and sinking a ferry as it crossed the Chao Phraya River in Ayutthaya’s Muang district hours earlier. Four people were injured in the crash.After police questioned the driver, Surachat Boonsri, he and his boss visited the injured at Phra Na Khon Sri Ayutthaya Hospital and they were told their medical bills would be covered. The collision occurred at about 7am near Wat Phanan Choeng Pier. The oil-transport vessel was heading towards Ayutthaya's Tha Rua district when it hit the ferry's tail section. Surachet claimed he did not stop after hitting the ferry because of his vessel's size and the oil it was carrying.The port authority inspected the scene of the accident and said the salvage job for the ferry would commence this week. Source :The Nation

The MSC ROSELLA navigating the Westerschelde outbound from Antwerp – Photo : Walter de Groot (c)

One of the most challenging years yet for Wicklow RNLI

By : Myles Buchanan

The first launch of the New Year took place on January 25 after reports of a floating object, drifting near the shore opposite the Murrough carpark. While searching the bay, the lifeboat volunteers responded to a second incident, this

time of Wicklow Head. Members of the public walking on Magheramore beach contacted the Coast Guard to report a flashing light on rocks near the beach and were concerned it might be a person in difficulties. Both lifeboats immediately proceeded south, once on scene the crews began a coastal sweep, using parachute flares to illuminate the search area. The inshore crew located and made contact with two men fishing on rocks a short time later. They were in no danger and did not require assistance.However, there was no let-up for the volunteer RNLI crew with a steady flow of call-outs throughout the year.In March they responded to an incident at Potters Point, south of Wicklow Head, involving a kite surfer in difficulties. He was unable to

get ashore after leaving the beach at Jack's Hole and one of his friends noticed he was in trouble in the water and contacted the coast guard for help.Speaking after the rescue, Coxswain Nick Keogh said, 'we located the kite surfer drifting off the south end of the Wolf Rock near Jack's Hole. He was using the flotation end of the kite equipment to

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stay afloat, after he got separated from his board.'A first aid trained member of the crew on the lifeboat assessed the casualty as they returned to Wicklow. He had no injuries and did not require any further medical assistance.In April the Wicklow RNLI Lifeboat was launched to assist a vessel in distress. The Coast Guard alerted the crew after an emergency position radio beacon (EPIRB) activated from a vessel in distress off the Wicklow coast. The emergency beacon from a small fishing vessel was transmitting approximately eight miles northeast of Wicklow harbour. The Coast Guard were unable to establish any communication with the boat or its crew.The Coast Guard assisted with the search and eventually located the drifting raft with there fishermen on board. They were winched to safety and airlifted to Tallaght hospital for medical treatment.In July the RNLI responded to a call-out after a jet skier's engine cut off about half a mile off shore north of Wicklow Harbour. The lifeboat reached the casualty within minutes of launching. He was transferred to the lifeboat and the jet ski was taken in tow, back to the harbour. There was another dramatic rescue in August when a swimmer had to be airlifted to hospital. The Inshore lifeboat was first on the scene and located a female swimmer unable to get ashore near the Silver Strand beach. She had been swimming with her husband and two children at the beach, during the swim she got separated from the group and carried further offshore by rip tides. She was eventually able to scramble close enough to rocks, enabling some people on the beach to throw a rope out, for her to hold until the lifeboat arrived. Source: Wicklow People

Hapag-Lloyd to Replace Vessel on Conosur Service

The NILEDUTCH ANTWERPEN –Photo : Fabian Montreuil (c)

Hapag-Lloyd informed that their vessel HAMMONIA MASSILIA Voyage 051W on our Conosur Service (South America West Coast to South America East Coast Service) will be replaced by NILEDUTCH ANTWERPEN voyage 001W. The plan for the phase in/out is as follows:

HAMMONIA MASSILIA 051W will phase out at Guayaquil on January 19, 2016 NILEDUTCH ANTWERPEN 001W will phase in at Callao on January 20, 2016 Source : MarineLink

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The WIDE BRAVO arrived in Rotterdam, with some storm damage to her cargo behind the superstructure

Photo’s : Jan Oosterboer (c)

Reasons Why Ports Become Boring For Seafarers

Time was when ports were abuzz with exotic cargoes, vessels and of course seafarers. There were pubs which existed to serve them, there were other very “specialised” businesses which sprang up to cater for their ”needs”. Today though it is all so different – ports become boring! Ships dock far from most towns, and the days of people even recognising seafarers seem over hence, being in port becomes less enjoyable for many seafarers. Today you would be hard pressed to know you were looking at a seafarer. The trained eye can spot them – for instance any Filipino carrying more than ten bars of Toblerone is likely to be a sea dog.Ports such as Southampton with large cruise contingents perhaps still have the feel of a seafarer city, but most others sadly don’t. All too many places seem to have broken their connection with the sea over the past decades. In many other countries the pain of getting ashore, and the hassle, cost and loss of rest – as covered in the recent Crewtoo Seafarers Happiness Index – suggest that shoreleave is increasingly problematic. So we see that seafarers are an increasingly rare beast. The tales of history, of debauchery, enjoyment and rabble rousing have been consigned to the Disney films – today, seafarers are more likely to be eating sweets watching Jack Sparrow on Movielink than acting like him. The fun seems to have evaporated, and crews today just don’t mix like they used too.

Now, given the changes to shipping patterns, speed of turnarounds, and the raft of legislation to comply with, it is fairly obvious that change has led to isolation and seafarers being constrained to the ship. Decades ago ports were a place where new cultures flourished. Nowadays ports become boring. It wasn’t always this way – throughout history the arrival of ships meant not just the cargo they delivered, but also a visit from seafarers. Many brought with them new ideas, culture and even music to the places they visited.It is said that much of modern culture has emerged because of the influence of seafarers. Granted in the Americas Spanish sailors did kill millions of Aztecs and indigenous tribes, but apart from that hiccup in relations the rest has been fairly positive. Most of the world’s great cities were shaped by seafaring influences. London was in many ways moulded in this way too – and even had its own “Sailorstown” – as parts of the East End focused on their proud role being the haunts of visiting crews and home to

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British sailors. For centuries the influx of people, culture and ideas was the lifeblood of so many places. Alas, as the vessels moved further down river the mixing of the populace with seafarers began to dry up. Today the change is most stark – shoreleave is being seen as almost a luxury rather than a right or essential part of seafaring life. According to the ITF, it is essential for seafarers who spend many weeks cooped up at their workplace, with only work mates and managers for company to get ashore. Seafarers need to break free of the vessel and port to access phones and the internet to contact family, to seek welfare, social, medical or psychological support if needed, and to have a break from the work environment. Sadly despite this, the seafarers’ essential right to have respite on shore is facing erosion from growing pressures in the industry. The ITF feels that the shipping industry is putting increasing demands on crews and ships that affect time in ports. There is less time on shore for seafarers, who are increasingly working longer hours at sea as crew sizes are reduced.There have also been changes in the ports themselves. New-build ports tend to be isolated away from the traditional coastal towns, which also limits seafarers’ options when they do have time off-ship. Sometimes the transportation costs are just too high for seafarers to access facilities.The sad fact is that nowadays local populations are increasingly disconnected from the sea, and so too the seafarers who bring so much of the goods, foods, fuel and luxuries we rely on.The irony is that society is more dependent than ever before on seafarers, but crews are marginalised, and cut off from the people they serve. It seems not so much that people are not welcoming of seafarers, just they do not really understand who they are or what they do.One book on the subject captures the problem well – “The astounding ignorance of maritime matters manifested by British people generally makes one gasp in amazement”. While the criticism can likely be levelled at many other nationalities, what is more surprising is that the quote was written in the year 1900! Yes, so the problems of sea blindness, ignorance and disconnection have existed for centuries.

Are seafarers’ centers a thing of the past?

The ITF has demanded a change – and prompted by the Crewtoo Seafarers Happiness Index, which pointed out that some crews now dread port calls there is a push for guarantees of the right to shore leave. An important part of this is seen to be the International Labour Organisation (ILO) convention 185 – Seafarers’ ID – which it is felt could improve the situation by ensuring that seafarers have a highly secure ID that is recognised worldwide. The ITF is campaigning for full ratification of C185, and is monitoring seafarers’ access to shore leave through its international reporting system. So we can perhaps see a new mechanism which means seafarers can get ashore – what they find when they get there is another matter. There is all kinds of change in the air – some believe that the traditional seafarers’ centres are an old fashioned concept from a different age. While some believe they are essential, and give crews a focal point and “home” from home.Whether seafarer welfare is based on missions, or free Wi-Fi in local coffee houses, we hope that local populations can find a way to bring seafarers back into the consciousness and into their hearts. Seafarers deliver so much, let’s hope in return for a little respect, a warm welcome and a place in the hearts of a grateful society. Source: crewtoo

HAL’s VOLENDAM at the Penang Cruise terminal – Photo : Capt Jelle de Vries -Sunshine Offshore Services (c)

Scorpio's Reverse Stock Split Scorpio Bulkers Inc. informed yesterday that its board of directors has determined to effect a one-for-twelve reverse stock split of the Company's common shares, par value $0.01 per share, and a reduction in the total number of authorized common shares to 56,250,000 shares. The Company's shareholders approved the reverse stock split and change in authorized common shares at the Company's special meeting of shareholders held on December 23, 2015.

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The reverse stock split will take effect, and the Company's common shares will begin trading on a split-adjusted basis on the New York Stock Exchange ("NYSE") as of the opening of trading on December 31, 2015. A new CUSIP number will be assigned to the Company's common shares when the reverse stock split becomes effective.When the reverse stock split becomes effective, every twelve of the Company's issued and outstanding common shares will be combined into one issued and outstanding common share, without any change to the par value per share. This will reduce the number of outstanding common shares from approximately 344.2 million shares to approximately 28.7 million shares. No fractional shares will be issued in connection with the reverse stock split. Shareholders who would otherwise hold a fraction of a common share of the Company will receive a cash payment in lieu thereof at a price equal to that fraction of a shares to which the shareholder would otherwise be entitled, multiplied by the closing price of the Company's common shares on the NYSE on December 30, 2015.Shareholders with shares held in book-entry form or through a bank, broker, or other nominee are not required to take any action and will see the impact of the reverse stock split reflected in their accounts on or after December 31, 2015. Such beneficial holders may contact their bank, broker, or nominee for more information.On December 17, 2015, the Company received notice from the NYSE that the Company was no longer in compliance with the NYSE's continued listing standards because the average closing share price of its common shares over a consecutive 30 trading-day period ending December 15, 2015 has fallen below the requirement to be at least $1.00 per share. The purpose for seeking shareholder approval to effect the reverse stock split was to increase the market price of the Company's common shares. The Company believes that the increased market price for its common shares that is expected as a result of implementing the reverse stock split will cure this deficiency. Source : Marinelink

The RPA 16 of the Port of Rotterdam Authority seen passing Hoek van Holland bound for Maassluis

Photo : Paul Gerdes (c)

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GOOD OPPORTUNITIES FOR OFFSHORE INVESTORS TO ACQUIRE DISTRESSED ASSETS

Shipping and offshore specialist law firm Wikborg Rein says current low oil prices could mean there are bargains to be had for investors in the offshore sector who follow recommended procedures for assessing and acquiring distressed companies.Birgitte Karlsen, a partner in the London offices of Wikborg Rein, said: "The prolonged period of low oil prices, combined with reduced investment and contract awards, is taking its toll on oil service companies in the North Sea and elsewhere. For some, this may be a time of opportunity when bargains can be had, generating attractive rewards for cash-rich investors. But it is important to be aware of the risks involved in trying to acquire distressed businesses.“These days, oil service companies may be in varying stages of distress, ranging from a negative cashflow situation through to default, with a formal court-appointed debt restructuring or bankruptcy process in place. Time is of the essence as the distressed business either has an immediate need for assistance and funding or has already defaulted on its obligations.Finn Bjørnstad, a partner in Wikborg Rein’s Oslo offices, added: “If the target company is not listed, the buyer will have significant flexibility as to how to approach and structure an acquisition. The acquisition may include both debt and equity, and new equity may be used to buy back debt at a discount. Good planning and an understanding of the stakeholders’ position, as well as the dynamics of the market, are essential. “Some companies may already be subject to Chapter 11-type proceedings, in one or more jurisdictions, and it is essential to understand the legal implications of such proceedings with regard to approval by creditors, potential subsequent annulment of the transaction, and timing aspects. Experience shows that the legal implications in many jurisdictions are less predictable and more complicated than expected. Buyers should seek expert legal advice in preparing an effective acquisition strategy with as few surprises as possible. “A listed company will in most cases be subject to either government or stock- exchange takeover regulations. On the Oslo Stock Exchange, for instance, a voluntary takeover offer usually takes between four to six weeks to complete, and can take longer if the desired acceptance level is not reached at the expiry of the offer period. In the event that the listed company has a concentrated shareholder structure, a straight and quick block trade acquisition of the majority of the shares in the target company may be possible in certain cases. Such majority acquisition will in most instances trigger a mandatory takeover offer to the remaining shareholders.”Birgitte Karlsen concluded: “There is currently a definite upside to buying distressed businesses in the offshore sector which the right buyers may be able to exploit, provided they are fully aware of the risks involved before entering into negotiations.” Source : Offshore shipping online

The TENNA KOSAN navigating the Westerschelde – Photo : Willem Kruit (c)

Referring to the photo in yesterdays clippings on which could be seen the pilot helicopter hoisting the pilot from the OLYMPIC LEOPARD, Rotterdam pilot Marijn van Hoorn made recently a very good movie about the flight and boarding of the EAGLE BARENTS via the pilot helicopter at Maaspilot station and the trip towards the berth in

Rotterdam-Caland Canal and this all in a 17 minutes movie

CLICK HERE TO SEE THE MOVIE !!

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In 2008, Lürssen Yachts delivered the megayacht AL SAID to the Sultan Qaboos bin Said of Oman. AL SAID measures 155 m in length and is one of the top largest yachts in the world. She was spotted at her home port Qaboos near Muscat on Dec 26th. A happy new year to Piet, his family, and all of newsclippings readers, Martin Lochte-Holtgreven.

see also : https://www.youtube.com/watch?v=1R4Hb0S7Ikc#t=101

China’s maritime economy expands by over 8% annually

A government report made public on Tuesday said the total production value of China’s maritime industry grew by an average of 8.4 percent annually from 2011 to 2014, representing over 9.3 percent of the GDP each year. During the same time frame, the industrialized utilization of ocean water had accelerated, according to the 2015 report on China’s marine economy development issued by the State Oceanic Administration (SOA). The daily desalination capacity increased by 331,000 tons and annual growth rate of maritime biological medicine added value reached 19.6 percent, the report said.Since 2010, the central government approved Tianjin municipality and provinces of Shandong, Zhejiang, Guangdong and Fujian to pilot development of the maritime economy. In 2014, the five regions contributed 67.1 percent of the country’s total maritime GDP.Over the past decade China’s trade with countries along the Maritime Silk Road grew by 18.2 percent annually, accounting for 20 percent of the country’s total foreign trade volume from 14.6 percent. Chinese companies’ foreign direct investment to these countries increased from $240 million to $9.27 billion.Zhang Zhanhai, head of strategic planning and economy department of the SOA, said in the next five years China will advance new maritime economy development pattern by taking advantage of Internet and big data, and at the same time improve maritime environment.Source: Xinhua

Oil to fall under $30 before rebounding: Analyst

The first half of 2016 is looking “pretty ugly” for hammered oil prices that are poised for even more losses, an analyst said Thursday. While some recovery in prices–perhaps at $60 a barrel–may take place at the end of 2016, “You would hit a price in the 20s before you would certainly get there, said McGraw Hill Financial Global Institute’s president, John Kingston.Kingston’s comments come on the back of a slide in crude oil prices after U.S. government data showed a

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surprise stockpiling of crude and no slowing in production as the year comes to a close.The weekly Energy Information Administration data showed a jump of 2.6 million barrels of inventory, when many analysts expected a decline. Inventories had dropped sharply — by 6 million barrels the previous week.U.S. WTI and Brent crude oil prices settled over 3 percent lower Wednesday and are now flat above $36 a barrel in Asian trade on Thursday.With first quarter oil demand historically lower than demand in the fourth quarter, the outlook is weak, Kingston told CNBC’s Squawk Box. There is also the specter of Iranian oil production coming on-stream to the international markets as U.S. sanctions are lifted, putting further supply-side pressure.In the long-term, the development of shale oil globally will be changing the energy landscape significantly.“You’d have to be sort of a crazy bull out there to find anybody talking about $100 again,” said Kingston. Source: CNBC

The NEW SPIRIT outbound from Willemstad (Curacao) – Photo : Kees Bustraan (c)

The STENA HOLLANDICA and STENA TRANSIT moored at the Stena Line Terminal in Hoek van Holland

Photo : Rinco Hollemans (c)

Billion-dollar windfall for ship owners THE most destructive oil crash in a generation is giving ship owners a billion-dollar windfall.

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With the Organisation of Petroleum Exporting Count-ries abandoning output limits in a drive for market share, ships that carry as much as 2 million barrels a trip are in demand to haul crude from the Middle East to Asia and North America. While oil prices fell about 35 per cent in 2015, average earnings for these carriers jumped to $67,366 a day, the most since at least 2009, according to Clarkson, the world’s largest shipbroker.

“The stars are aligned for us right now,” Nikolas Tsakos, the chief executive officer of Tsakos Energy Navigation Ltd., said in an interview at Bloomberg’s New York offices, adding that falling oil prices will likely stimulate demand and cargoes next year. Tanker analysts are predicting the rate boom will persist for many of the same reasons oil forecasters are bearish. Opec shows no sign of reversing its market strategy, and Iran has outlined plans to ramp up its exports once economic sanctions against the country are lifted. At the same time, the US just repealed a four-decades old limit on its exports. With on-land inventories already at record levels, this could mean more barrels will eventually be stored on ships, further increasing profit, said Tsakos. The biggest tanker operators who manage fleets from Europe are Euronav, based in Antwerp, Belgium, DHT Holdings, Frontline Manage-ment, which runs Norway-born billionaire John Fredriksen’s tanker fleet, and Tsakos Energy in Greece. All have seen their shares rise this year while most energy producers have fallen. “We are benefiting from what is currently a challenging environment for the energy sector,” said Svein Moxnes Harfjeld, joint chief executive officer for DHT, in an email. “We expect 2016 to be a rewarding year.”Tsakos, whose company gained 4.3pc in New York trading this year, said the increase should have been higher, given that “the underlying business is doing very well.” Too often, tankers are lumped in with other oil industry services in the minds of investors, he said. “Investors look at tankers as an oil service, which we are,” Tsakos said. “But I think very few have identified that this side over here is the only oil service that’s positively affected by the dropping oil prices. I hope in the new year that this will be recognised, and our share prices are moving in the right direction.”While rates are forecast to slip in 2016, the ships will still earn $46,400 a day, the second best year since 2009, according to the median of six analysts surveyed by Bloomberg and historical data from Clarkson. The average carrier is about 332 meters long, or almost 1,089 feet, data from IHS show. The carriers’ earnings will more than double this year, according to analyst estimates compiled by Bloom-berg. The extra rates would work out at more than $5bn in additional revenues if applied across the entire fleet.“A scenario in which crude oil prices are suppressed across 2016 could lead to a boom in tanker earnings of comparable magnitude to 2007-08,” said Tim Smith, senior analyst at Maritime Strategies International, said in a report.At the same time, low oil prices have served to stimulate world oil consumption, which rose by 1.8m barrels a day in 2015, the highest in five years, according to the International Energy Agency. With about 40pc of the world’s crude shipped by sea, that will result in 1.4m barrels a day more cargoes this year, according to Clarkson data.One other factor related to the oil rout is that it’s driven down fuel prices, further boosting tanker profits. At the start of October, earnings for Very Large Crude Carriers, the official designation for the big tankers, exceeded $100,000 a day for the first time since 2008, according to data compiled by Bloomberg.Moving forward, the carrier company Frontline expects rates to be “firm, driven by a high supply of oil,” Chief Executive Officer Robert Hvide Macleod said in an emailed response to questions. Euronav declined to comment.“The very thing which has been negative for oil markets has been positive for tanker markets,” said George Los, a New York- based analyst for Charles R. Weber Co. “We have seen a supply driven boost to the tanker market which has come at the cost of the oil market.”Source : Bloomberg-The Washington Post Service

Spliethoff’s ARTISGRACHT spotted navigating along the Philippine coast

Photo : Capt Maarten C Spruit - Master HTV FJORD ©

Stop dredging and expansion of ports, demands fishworker’s forum

How can government propose such kind of destructive plans without first conducting a comprehensive study, ask NFF and GRE. The National Fishworker’s Forum (NFF) and its Goa affiliate Goenchea Ramponkarancho Ekvott (GRE) on

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Saturday demanded that all dredging, expansion of ports and building of new ports must halt with immediate effect until there is a comprehensive study of the sustainability of coastline for such an exercise. Referring to the projects suggested for Goa by Union Minister for Road Transport and Highways, Mr. Nitin Gadkari, during his visit to Goa on Friday, NFF and GRE office-bearers on Saturday asked how he could suggest such projects “that are feared to destroy the little existing marine ecology lock, stock and barrel”. “In the name of development, the Government has been proposing projects like sea planes, deep dredging for expansion of sea ports, marinas, etc., which are destructive in nature”.Questioning the BJP’s sustainable development promised , President of GRE, Agnelo Rodrigues and Joint General Secretary of NFF, Olencio Simoesaccused the Central Government of looting the State and the country of its marine environment through haphazard plans. “The National Waterways Bill, 2015 states that 111 rivers in the country including six of Goa will be developed for the purpose of inland waterways. In order to make way for inland waterways, deep dredging will be conducted on all these rivers. Dredging have not been conducted for several years. Consequently, it would be an unsustainable exercise and sudden dredging would led to collapse of the river beds may cause water-logging areas surrounding the river, besides completely destroying corals, sea weeds and other marine ecology, collapse of mangroves, etc.”, apprehended Mr. Simoes.He recalled expert Dr. Antonio Mascarenhas of the Goa Coastal Zone Management Authority (GCZMA) had warned the Goa Government against deep dredging proposed by Mormugao Port Trust (MPT) , which would aggravate sand erosion would cause drastic morphological changes within the estuary. Mr. Simoes further pointed out that of the 7,516.6 km coastline in the country, 42 per cent has already been washed away, dredging of 111 rivers, expansion ports and jetties would only further intensify erosion of the coast due to Coastal Regulation Zone (CRZ) violations. “About 20 per cent of the 105 km of Goa’s coastline has already been affected by erosion. Heavy sand mining, constructions along the coast etc., are some of the reason of such destructions. We fear a Chennai flood like situation with this unsustainable dredging”, warned the Fisherfolk’s bodies.source: the Hindu

Trelleborg’s Acquisition of Marine Docking and Mooring Solutions Company Finalized

Trelleborg has finalized the acquisition of Marimatech A/S, a market-leading company in marine positioning and piloting systems, primarily specializing in the development of software used for docking or mooring ships offshore or in ports. The acquisition will broaden and supplement Trelleborg’s product portfolio within berthing, docking and mooring solutions for ports and vessels. The acquired company has its head office and production site in Aarhus, Denmark. The company’s global sales totaled approximately SEK 50 M in 2014. This bolt-on acquisition is part of Trelleborg’s strategy to strengthen its positions in attractive market segments. The transaction was consolidated as of December 30, 2015. Trelleborg is a world leader in engineered polymer solutions that seal, damp and protect critical applications in demanding environments. Its innovative engineered solutions accelerate performance for customers in a sustainable way. The Trelleborg Group has annual sales of about SEK 22 billion in over 40 countries. The Group comprises five business areas: Trelleborg Coated Systems, Trelleborg Industrial Solutions, Trelleborg Offshore & Construction, Trelleborg Sealing Solutions and Trelleborg Wheel Systems. In addition, Trelleborg owns 50 percent of TrelleborgVibracoustic, a global leader within antivibration solutions for light and heavy vehicles, with annual sales of approximately SEK 16 billion in about 20 countries. The Trelleborg share has been listed on the Stock Exchange since 1964 and is listed on Nasdaq Stockholm, Large Cap. www.trelleborg.com

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CASUALTY REPORTING

General cargo ship Wilson Sky caught fire in Amsterdam port

The WILSON SKY – Photo : Cees van der Kooij ©

General cargo ship WILSON SKY caught fire in cargo hold at the port of Amsterdam, Netherlands. The vessel was offloading flour into the dock, when fire started in one of the holds due to overheated halogen lamp. At the scene of the accident were dispatched several shore firefighting teams, which succeeded to get control and extinguish the fire withing an hour. The whole cargo from the vessel WILSON SKY was successfully unloaded at the cargo terminal, with loses of about 200 tonnes, damages by the fire. Fortunately, during the fire there were no injured seamen and dockworkers and no water pollution. The local authorities started investigation for the root cause of the accident. The ship did not suffered sufficient damages during the fire, but will be inspected about safety and seaworthiness by local authorities before return in operations.General cargo ship WILSON SKY (IMO: 9017393) has overall length of 90.00 m, moulded beam of 15.00 m and maximum draft of 4.00 m. The deadweight of the vessel is 4,263 DWT and the gross tonnage is 3,037 GRT. The cargo ship WILSON SKY was built in 2001 by Begej Shipyard in Zrenjanin, Serbia and managed by the Norwegian company Wilson source : Maritime News

Seafarer dies onboard Russian reefer vessel detained in Dalian

A crew member onboard Russian reefer vessel PROFESSOR MEGRABOV has died while the vessel remains detained at Dalian Port in China, according to information from the local Russian Consulate. According to Cyril Mahrin, the local Russian consulate general, the ship was arrested due to its inability to pay relevant expenses and ran out of fuel, electricity and food during the arrest. The crew members have had to cook over a fire on the deck, and have reached out to the consulate for help.

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The vessel has been detained since early December and the body of the deceased seafarer was removed from the ship last week, despite the death occurring on December 7. The consulate general has not revealed the cause of the crew’s death.The vessel is chartered and operated by Russian company RIMSCO and owned by another Russian company Rosmorport.RIMSCO and Rosmorport have been in disagreement over the solution to freeing the vessel, although RIMSCO is trying to assist the crew through a local Chinese agency. Source : Splash 24/7

The KONINGSBORG which encountered propulsion problems was towed into Brest by the ABEILLE BOURBON

Photo Jacques Carney ©

NAVY NEWS Arlington Provides Assistance to Disabled Vessel

Sailors from amphibious transport dock ship USS ARLINGTON (LPD 24) provided assistance to a small, disabled vessel while transiting the Gulf of Aden, Dec. 23. ARLINGTON observed the vessel waving red and white flags indicating distress, while conducting normal operations, and immediately began procedures to provide assistance."Our lookout spotted the disabled vessel and immediately reported the distress signal from the vessel's crew members," said Commanding Officer Capt. Sean Bailey. "Arlington was able to quickly close our distance and provide help."A rigid-hull inflatable boat (RHIB) from ARLINGTON was immediately sent to assess the situation and discovered that a broken piston was the cause of the vessel's engine damage. ARLINGTON did not have the repair parts needed to conduct repairs, so instead provided the vessel with food and water, and remained on station until coalition allies could arrive to provide further assistance. ARLINGTON is part of the Kearsarge Amphibious Ready Group

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(ARG) and, with the embarked 26th Marine Expeditionary Unit (MEU), is deployed in support of maritime security operations and theater security cooperation efforts in the U.S. 5th Fleet area of operations. Source US Navy

An Officer is watching the crew onboard the Japanese destroyer MAKINAMI whilst they are cleaning the turret of the main gun in the port of Salalah (Oman) – Photo : Ko Rusman (c)

Sea Ghost: New Russian Submarine is Stealthier Than a 'Black Hole'

The stealth capabilities of Russia’s new LADA-CLASS diesel-electric submarines far exceed those of their predecessors, Admiraty Shipyard’s CEO Alexander Buzakov told the Russian press. According to Buzakov, the new vessels are even stealthier than Russian Kilo-class submarines, thought to be one of the quietest diesel-electric submarine classes in the world and dubbed "black holes" for their ability to "disappear” from sonars. The new submarines are able to maintain such a low profile thanks to a clever implementation of a next-generation anti-reflective acoustic coating and a new improved hydro-acoustic system, Buzakov said. He also added that during the new submarines’ construction and design process, the development team managed to gather a lot of valuable data which, among other things, allowed them to significantly improve the Kilo-class submarines as well. The LADA-CLASS submarines are designed to defend coastlines against ships and other submarines, gather intelligence, provide surveillance and reconnaissance missions, and act as a mother ship for special forces. With its new air-independent propulsion plant, a Lada submarine can remain submerged for as many as 25 days. With its vast array of weapon systems, the Lada is also world’s first non-nuclear submarine to be equipped with specialized launchers for cruise missiles. Source : sputniknews

Goodbye 771 Naval Air Squadron – UK search & rescue helicopter service goes private

After more than 40 years providing search and rescue (SAR) services across the UK, on 1st January 2016 771 Naval Air Squadron handed on responsibility to private contractor. Until now the MoD and the Maritime and Coastguard Agency (MCA) have operated a 24-hour military and civil helicopter SAR service for the UK using around 40 RN and

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RAF Sea king Mk5s. Avoiding the inconvenient up-front cost of more than 20 new aircraft, the Labour government made the decision to use private finance to replace military SAR. The £1.6 Billion, 10-year contract was eventually awarded by the coalition government to American-owned Bristow Helicopters who are now responsible for coverage of 11,000 km of coastline, and 3.6 million square km of ocean.The Royal Navy and RAF had an incredible track record of air/sea rescues. Culdrose-based helicopters alone typically flew around 400 operational sorties, rescuing more than 300 people in an average year. Sorties range from saving sailors from sinking vessels in severe storms through to airlifting stranded animals off cliffs. Thousands of sailors,

fishermen, yachtsmen, swimmers, divers, climbers, walkers, holiday makers and many others owe their lives to this service. The astonishing history of UK military helicopter rescue is too long to detail here, but the aircrew have received numerous bravery awards for their work on an almost yearly basis. Bristow has a good track record already, working with the Maritime & Coast Guard Agency for some time. With many ex-military pilots employed, and excellent new aircraft there is little doubt that the Helicopter Search and Rescue service will continue to be good. In the longer-term it remains to be seen how the need for Bristow to remain profitable will impact the quality of the service and whether they can match the record of RN and RAF.

The RN Sea Kings were still in operation right up until the last day of 2015 and were still capable in the role. Unfortunately these fine aircraft could not keep going indefinitely. The maintenance time and cost required to keep elderly Sea Kings airborne is considerable and 22 new helicopters will supposedly have the same availability as 40 old ones.Bristow will operate 2 types of helicopter, providing services based at airfields across the UK. 11 Sikorsky S-92s will be based in at Stornaway, Sumburgh, Newquay, Caernarfon and Humberside airports. 11 smaller Agusta Westland AW189 helicopters will operate from Lee on Solent, Prestwick, St Athan, Inverness and Lydd airports. Bristow has invested considerably in the project, not just in aircraft but building 7 completely new facilities at 7 out of the 10 sites it will fly from.The S-92 helicopter meets stringent safety standards and the US Federal Aviation Authority describes it as the “safest helicopter in the world”. It is faster than the Sea King at 145 knots and has a roomy, more comfortable cabin able to carry up to 21 people. It has a smaller radius of action but as their bases will be more dispersed, they should be able to provide similar coverage. The smaller AW189 can also make 145 knots, with a range of 200nm and capacity for 16 people.Although civilian-operated SAR provision is common around the world, the UK had built up a great reserve of expertise and skill amongst its military and many consider the privatisation wasteful and unwise. The ideal solution would have been the continuation of military SAR and the replacement of Sea Kings with Merlin helicopters, common to the existing RN inventory but slightly modified for the role.The end of 771 Naval Air Squadron means the RN losing a some very experienced aircrew. Some will retire, others will join the Merlin squadrons at Culdrose, instructing a new generation of RN pilots. 50 RAF and 15 RN aircrew have already transferred direct to

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Bristow in a “managed transition” agreed with the MoD. The valuable operational experience gained by complex and frequent rescue sorties is irreplaceable. Training exercises and simulators have great value but cannot always match the real thing. Of course the UK will continue to retain some military SAR expertise and all helicopter crews will still be taught the basics during initial training.The welcome sight of the distinctive red and grey Sea Kings with “Royal Navy” emblazoned on the side also served as a useful reminder to the public of the naval service. As the RAF is well aware, aircraft that can be seen all over the UK act as flying adverts, keeping them in the public mind. With the cessation of RN SAR, this promotional benefit for the navy that is otherwise largely invisible to much of the nation, has been lost. Source: save the Royal navy

China's 2nd aircraft carrier totally different from Liaoning

Military observers in China are suggesting the new Chinese aircraft carrier currently under construction is going to be quite different from the country's first vesselChinese officials, in confirming the construction of the new aircraft carrier, say its going to be based fully on Chinese needs and designs. The new aircraft carrier is going to be run on a conventional power plant, and will be designed to accomodate the domestically-developed J-15 fighter jets. China's Ministry of Defense says the design of the country's second aircraft carrier has been made from the lessons and experience gleaned from the testing done on the "Liaoning." The "Liaoning" is China's first aircraft carrier.It is former Soviet-designed carrier purchased from Ukraine in 2012. Cao Weidong with the Chinese Navy's Academic Research Institute says virtually everything on the new Chinese-designed aircraft carrier is going to be different from the "Liaoning.""It's going to have a brand new propulsion system, as well as an independently-designed hull that will be built with Chinese-developed special steel. There is no doubt that its interior structure will be totally different from the Liaoning's." Cao Weidong says the new aircraft carrier is the latest step in China's establishment of a 'blue water' navy."China's naval strategy has seen a significant change from inshore a defense strategy to escort missions on the high seas. The deployment of the new aircraft carrier will make the PLA navy more capable of conducting escort missions and and protecting waterways along the 21st maritime Silk Road."The Chinese military observer also says the new aircraft carrier is going to be well armed. "Weapon systems, such as China's latest phased array radar, short-range anti-aircraft missiles and quick-firing cannons will be installed on the new ship. It's likely the new carrier is also going to have an upgraded communication system." Cao Weidong says the launch of the new aircraft carrier will also give the Chinese Navy an upper hand when it comes to maritime disputes.It's expected the carrier will still employ a so-called "ski-jump" ramp to allow the J-15 fighter jets to take off.US-produced carriers employ a catapult system to launch their fighter jets. At this point, there is still no timetable for the new ship's entry into service. Source: Chinadaily

SHIPYARD NEWS

Hyundai Heavy workers vote for wage deal with management

Unionized workers at Hyundai Heavy Industries Co., a major South Korean shipbuilder, voted in favor of a deal tentatively reached with the management during their annual wage negotiations. Of 15,131 votes cast by its unionists, 8,894 workers, or 58.78 percent, supported the deal reached late last week between leaders of labor union and company officials.Both sides earlier agreed to freeze the base salary but give workers a 100-percent bonus along

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with1.5 million won (US$1,287) worth of incentives and other benefits. The final approval comes as Hyundai Heavy Industries is suffering a sharp decline in orders caused by the industry-wide slump. The shipbuilding giant reported that its third-quarter net loss reached 451 billion won.“The agreement was possible thanks to unionized workers understanding the gravity of the situation the company is currently facing,” a Hyundai Heavy official said. “Now is the time for labor and management to ramp up efforts to realize our business plans for next year.” Source: Yonhap

At the AMELS SHIPYARD in Vlissingen 2 newbuilding yachts were shifted The 60 mtr long type LE199 AMELS 19903 as well the first type LE242 with yard number AMELS 7401 as seen at the photo above

Photo : Wim Kosten – www.maritimephoto.com (c)

South Korea’s stranglehold on the shipbuilding industry loosens, but only just

Korea is still home to the world’s top four shipbuilders, but for the first time ever a Chinese company has snatched fifth placeThe world shipbuilding market, once dominated by five major South Korean companies, has seen some major changes in the space of a little over a decade.As the South Korean builders struggle with financial troubles and declining orders, China has kept up its hot pursuit and broken into the world’s top five for the first time. While the South Korean companies had previously traded the top five spots among themselves, this marks the first time [in more than 10 years] that they have lost one of them to a foreign competitor. Clarkson Research, a British service analyzing shipbuilding and shipping information, announced on Dec. 29 that Daewoo Shipbuilding & Marine Engineering ranked first for total orders as of late November with 8.244 million compensated gross tons (CGT). Total orders reflect the amount of work commissioned from a shipbuilder, providing an indicator of its industry standing.Coming in second and third were Samsung Heavy Industries and Hyundai Heavy Industries with 5.032 million CGT and 5.002 million CGT, respectively, while Hyundai Samho Heavy Industries took fourth place with 3.924 million CGT. In fifth place was the Chinese company Shanghai Waigaoqiao Shipbuilding (SWS) with 3.030 million CGT. This marks the first time ever that a Chinese shipbuilder has broken into the top five. Last month’s fifth-ranked company, Hyundai Mipo Dockyard, slipped to sixth with 2.846 million CGT.“It’s the first time in over ten years that another country has made it into the top five,” said a Samsung Heavy Industries source. “While there could be some changes in total orders due to things like delivery delays, Chinese shipbuilders get a lot of support from their government,” the source added. “This could spell the end for South Korea’s dominance.”South Korea accounted for eight of the top 10 shipbuilders in the world as recently as 2008. Several smaller ones, including Sungdong Shipbuilding, have since been pushed out amid rapid growth by Chinese and Japanese competitors. While the same companies held down the top five positions, the next five spots have changed hands repeatedly. Chinese and Japanese companies also held down the seven through ten spots for total orders as of late November: Jiangsu New Yangzi and Hudong-Zhonghua from China, and Imabari SB Marugame and Imabari SB from Japan.The problem for the South Korean companies now is that recent staff cuts and belt-tightening have left them with little in the way of new orders, leaving them vulnerable to further inroads by Chinese and Japanese competitors next year.“Unless the shipping industry situation improves and there are improvements in the kind of high value-added ship orders that domestic companies specialize in, you could see the Chinese companies that specialize in bulk carriers increasing their total orders and continuing to creep up,” said a source with Daewoo Shipbuilding & Marine Engineering.“The big three (Daewoo, Samsung, and Hyundai) will

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find a way to make it through, but the middle [smaller-sized but competitive shipbuilders] has dropped out,” the source fretted. Source: Kim Mi-young, staff reporter

Spotted at Damen Shiprepair Vlissingen Jan de Nul’s 3400 m3 TSHD SEBASTIANO CABOTO

Photo Hans van der Linden www.facebook.com/aerolinphoto

ROUTE, PORTS & SERVICES

Coho ferry takes 2-month break for refit, dock work

The MV COHO ferry, which runs daily between Victoria and Port Angeles, Washington, will be out of service for about two months.The break is to allow for the construction of a new wharf at the Belleville Street terminal in Victoria’s Inner Harbour. The service will return to regular sailings on Feb. 29. During construction, the Black Ball Ferry Line’s vessel will also have its annual refit. The Coho’s last sailing from Port Angeles is

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Sunday, departing at 2 p.m. The last sailing from Victoria follows at 4 p.m., Black Ball said.

Regular service resumes

Feb. 29 when the COHO departs Port Angeles at 8:20 a.m. and Victoria at 10:30 a.m.“We are enhancing the travel experience for our customers with these upgrades,” said Ryan Burles, president of Black Ball. More than 400,000 passengers and 127,000 vehicles travel each year on the COHO between Victoria and Port Angeles, the company.Construction at the terminal is the first of three stages in what is hoped to be a transformation of the facility. Costs of the $17.4-million initial phase are being split between the province, Black Ball, and Clipper Navigation Ltd. Timber piles at the wharf are being replaced with steel pipes and a precast concrete deck. There will also be upgrades to the terminal parking area. In Port Angeles, Black Ball is completing upgrades to the mooring dolphins. A second stage to improve vehicle access will cost $3 million. A final phase for a new terminal could cost up to $40 million and is waiting for a funding agreement. Source : timescolonist

Jumbo’s FAIRMASTER seen moored at Verbrugge monopiles terminal at the Scaldiahaven in Vlissingen with

on the right seen the stinger for the PIONEERING SPIRIT Photo Hans van der Linden www.facebook.com/aerolinphoto

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Crewing on a cruise ship: hard work, pleasant surroundings

by Tim Kern Being on a crew on a huge modern cruise ship isn't a "Love Boat" experience.

Being on a crew on a huge modern cruise ship isn’t a “Love Boat” experience. Modern ships are much nicer than the one we saw on television nearly 40 years ago, but the work is hard, handling everything with a smile and efficiency, all day, every day. Clearly in command of the position, Pierre Camillieri, from Malta, ran the “passenger side” of 2015’s flagship, Carnival Breeze, coordinating 1411 employees of 61 nationalities and nine religions, with all that entails. “I think we [Carnival Cruise Lines] should run the United Nations,” he said. “Living and working onboard is not easy.” Neither is recruiting and retaining crews that are together, thousands of miles from home, 24/7, for months at a time, who work closely together to give the 3000+ customers (none of whom has any previous or future relationship with them) a great time. (By the end of our interview, I wanted him in charge of the UN. Or the world.)

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Employees are tested for English mastery – a common language is essential, and nearly all passengers on Breeze routes speak English. 98% of the passengers were from North America; in the summer, it drops to 92%. On our own cruise, in mid-January and with school in session, theship is quiet. Only 59 passengers were 12 years old or younger (and three of them were in our party).Shipboard work is demanding, and crew earn two months’ shore leave after six months aboard (for officers, it’s two after four). “After a long time on ship, we want them to have time to relax and have nothing to dowith the job,” Camillieri said. Carnival flies them home and back, anywhere in the world. Their most-common activity at home is building oradding to a house. “They can schedule their vacations,” he says, “within some guidelines; and we have some exceptions, too, for finishing a house or a college degree…” “We give our crew members the chance to make their dreams come true,” says Camillieri. “We have 15 ports in eight countries. They get lots ofexposure, not just to the ports of call, but on vacations — many spendtheir time in the US or Australia. And they see a variety of passengers,as well.” Crew members are officially scheduled to work 7-10 hours a day, but every crewman I interviewed, in many different areas of the ship, rarely worked fewer than 10; often 12 hours or more. The offsets include five meals a day (plus a tea and a buffet); couples can work on the same ship, and may get one of a limited number of couples’ cabins. Crew are bunked two to a room, by sex, nationality, and department; roommate requests are honored. It’s not surprising that the average age of Camilieri’s crew is 25 (officers average 36), with members ranging from 19 to 65; the oldestare in the engine room, where years of experience are worth big bucks, as the V-6 diesels must run day and night, flawlessly. The ship has a Crew Activity Committee; the crews plan the meals within wide guidelines (and one of the hot tips is to find out whichnationality predominates on a given ship, and make sure you order that nationality’s specialty at dinner time!). Though the pay is terrible by U.S. standards (and American workers don’t adjust well to the pace), it’s is good on a worldwide basis; openings are readily filled, with preference to those with on-board references. And tips – “merit pay” – can exceed salaries.A Balinese, on his first tour with Carnival, answered my question about the apparent segregation of American workers. “Americans work in other parts of the ship, because of the way they are paid. They are paid differently. They get overtime. We all have ten-hour shifts, but if an American works overtime, he gets paid overtime. Not the rest of us. We work overtime all the time, and don’t ever get paid overtime. That’s why you never see Americans on [food service] jobs. Indonesians, Indians, South Americans, Philippinos, eastern Europeans, other Europeanssometimes; Russians – but Americans are always in the other jobs.” We talked with many crew members, and heard first hand how much they loved the work. And how hard it is. A 31-year-old man makes $47 base a month; he lives on tips. “I signed up for 10 hours a day, but it’s always more. If I were still on Bali, I would be working in a hotel orfood service.” Without tourism, “There is nothing to do for a job” there.“I like working here. It’s good money. I would like to go to school, but I am home only two months at a time, so I cannot take a course. I could take courses on line, but on the ship there is no time.” The “no time” mantra was repeated among nearly all the crew I interviewed. My dinner waiter told me about a typical day at sea: he finished serving about 11p.m., and then had his own dinner. In his bunkat 1a.m., and up at 6. I saw him at breakfast about 7:30. After breakfast, he grabbed another two hours of sleep; then lunch; then another nap. “I don’t mind; it’s plenty of sleep. But it took a while to get into the routine. And when we are ashore, or especially when the ship is in port, everything is different.” Camillieri confirmed that, and added that returning workers “take about ten days to get back into the shipboard routine.” Crew cabins are three by four meters, for 2 people, with a private bath– the same size as many passenger cabins; there is one desk/table. Wi-fi is available to crew at cost. “Nothing is free except our food and ourroom. A uniform is $200-300, depending on which one.” They buy their own uniforms, which always appeared spotless. The hardest part of the food-service job, we were told by management and staff alike, was lifting, balancing, and carrying the maximum-allowed 12 plates. “We train them on the lift,” he said. “We need our crew! ”Rocque, or “Rocky,” from Bombay (he didn’t call it “Mumbai”) has been a Carnival bartender for 29 years. “I like people,” he says. “And I meetthe most interesting people, from all over the world. After this muchtime on ships, I am completely used to the schedule. It is hard, for newpeople [employees] sometimes, but not for me.”Another crewman said, “If a worker wants to go ashore on his own free time, it comes from allotted sleep time. Really, all other hours are for work – officially or unofficially, it’s all the same: you’re sleeping or you’re working. Contracts are for 10 hours/day; you work much more.”Crew are rarely off-station. There is clinic and doctor on board, but, “If you’re sick, you go to the ship’s medic who says you’re OK and sends you back to work.But! It was apparent to me that the longer they work for Carnival or in the industry, the happier they are with their jobs. Regardless, everyone– everyone, old and new, even those quoted above – puts on a happy and helpful face.A young Indonesian crewman said he has worked for Carnival for five years; he was two months into this tour. “If I were back on Java, I would work in a hotel and make $200-300

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a month; I would have to buy myown food. Here, the money is good. I have a family, and I see mychildren and my wife for two months, after six months.” His advice? “To make your job easier, just enjoy what you do.”

A final advantage came through when I met a 27-year-old Ukrainian with a university degree in tourism and hotel management who joined Carnival three years earlier, planning on investing in an apartment back home. But “the Russian situation is too unsteady.” Her boyfriend, also on the crew, agreed: “Putin used to be like a mentor, but now we do not trust him. I do not know what happened to him.” The ship is a place of routine and refuge in an uncertain international sea. And, yes, though some complained (and only when asked), I encountered none without a smile, or who wanted to be working for someone else, backhome. Source : Communities Digital News

Batam BPK FTZ resumes working program Indonesian Home Minister Tjahjo Kumolo has said that the government plans to dissolve the Batam Free Trade Zone Management Agency (BPK FTZ) in an effort to eliminate the overlapping of authority in Batam. However, the minister’s statement is not considered an official announcement from the government. The Batam BPK FTZ will continue to carry out its working programs and has asked investors to remain calm in response to the comment.Batam BPK FTZ head Mustofa Widjaja told The Jakarta Post on Friday that Coordinating Minister for Economic Affairs Darmin Nusution had corrected Tjahjo’s comment on Dec. 31. “Pak Darmin has corrected the home minister’s comment and has said that it’s not true that BPK FTZ is to be dissolved. We will continue with development programs in Batam. We have asked investors to remain clam. I’m positive that President Joko “Jokowi” Widodo would not make policies that would have a negative impact on people and investors,” said Mustofa. Source : the jakarta post

ADDITIONAL INFO ABOUT THE PHOTO OF THE OLD FERRY ‘NESS’ IN YESTERDAYS CLIPPINGS

She is looking very much like a ferry I served on in periods during 1972 and 1974, both as an AB and later as officer. If I am right she is bulit in Norway in 1965-66 for a Danish company "Det Sydfynske Dampskibs selskab", and registered in Marstal, Denmark. She worked many years on a route between Marstal and Rudkoebing, before being sold shortly after year 2000. This I am not too sure of, as I moved to UK in 1987 and lost touch with a few things The Ferry's name was "MARSTAL " and was operated by 1 Captain, 1 Mate, 1 engineer and 1 AB towards her last year of service. The "MARSTAL"s owners also had a sister-ship built servicing their route from Lohals-Korsoer. I don't know of her other services very much other than she was utilized on other routes in the southern end of Denmark towards her end of services.

Best Regards

Cpt. Ernst Boedtger Towmaster/Rigmover

MARITIME ARTIST CORNER “DEAR READERS:

For a commission for a painting of an icebreaker operating in the port of Hamburg in the fifties of last century, maritime artist Nico M. Peeters needs good photograph’s of the port, with the yard of Blohm & Voss visible. Black/white photograph’s are no problem. If there is anyone among the readers of Shippingnewsclippings, who owns such images, could he please contact the artist by email: artist@nicompeeters.nl

…. PHOTO OF THE DAY …..

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2016 – 004

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The coastal cement carrier WESTPORT leaving the dry-dock having completed survey work in Lyttelton

Photo : Alan Calvert ©

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