DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2014 – 354

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Number 354 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Saturday 20-12-2014

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

Fred Olsen’s 42 year old liner BLACK WATCH laying on Tilbury Landing Stage. She is

performing some Christmas mini-cruises prior to sailing for Norway on Saturday (Tonight) evening. Photo : Simon Smith ©

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EVENTS, INCIDENTS & OPERATIONS

Svitzer extends contract with Egyptian LNG Svitzer has extended its contract with Egyptian LNG, the operator of the LNG terminal in Idku, Egypt. The new contract will keep Svitzer’s four tugs and three pilot boats servicing the terminal until 2020. Svitzer and Egyptian LNG have worked closely together to identify the best operational solution for Egyptian LNG’s current gas export requirements, providing Egyptian LNG with full operational flexibility at a competitive cost level. Commenting

on the extension, Torsten Holst Pedersen, Managing Director at Svitzer AMEA, said: “We are very happy to continue the successful partnership with Egyptian LNG. For nearly 10 years we have been able to operate efficiently and with a supreme safety standard at the terminal. We are confident that the cooperation will be beneficial for both parties during the next 5 years as well.” Source : LNG Industry

Ship collision slick threatens UNESCO site BANGLADESH: Authorities are battling a giant oil spill caused when two tankers collided in Bangladesh last week. A seafarer died in the 9 December collision between domestically-flagged products tanker Total and OT Southern Star 7. The incident happened amid dense fog in the Sela river area of Bangladesh near Mongla port. OT Southern Star 7, loaded with 350,000 litres of furnace oil, subsequently sank, with one crew member missing, later found dead. The 1,500 dwt Total was detained by authorities in Naraynganj pending an investigation. An ensuing 80 square kilometre oil slick is threatening aquatic life in the Sundarbans tidal mangrove forest, a UNESCO World Heritage site. Children were reportedly among local residents trying to clean the spill with their hands.

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Meanwhile, Bangladesh has decided to temporarily shut down the Shale river route to all modes of vessels. But the country’s shipping minister Shajahan Khan told local media that the spill "would not cause serious damage".The United Nations Development Programme office in Bangladesh said the accident highlighted “the need for a complete ban on the movement of all commercial vessels through the Sundarbans".The incident has prompted authorities in neighbouring India to be on alert and massive clean-up has been conducted to mitigate the spill. Source : .ihsmaritime360

David Berg wish all readers Happy Christmas and Happy New Year

CLICK on the Cards Officers and crew of the MTS VANGUARD wishes everybody a Merry Christmas and a happy and safe ne year

Maersk Line says latest rate hike under pressure on low demand

The MAERSK LAGUNA outbound from Antwerp – Photo : Willem Kruit ©

Container shipping firm Maersk Line said a fresh attempt made on Monday to raise freight rates on main routes from ports in Asia to those in northern Europe was already under pressure due to weak demand from shippers. Maersk Line, a unit of Danish conglomerate A.P. Moller-Maersk, controls one-fifth of all transported containers from Asia to Europe. Like other shipping lines it has been trying to curb losses on the world's busiest route where an overabundance of ships is weighing on rates. The company hiked rates on twenty foot equivalent unit containers (TEU) by $900 on Nov. 1. However, this level was quickly dragged down by low demand, partly due to seasonally weaker demand in end-November towards the Christmas holidays, the company's head of east and central China told Reuters on Wednesday. "We had an increase again on Monday, on Dec. 15, pushing the spot rates up to $2,600 (on forty foot equivalent units) but we've already seen that come under pressure in the current week," David Williams said."So the rate market remains extremely volatile and that's one of the challenges that we have as an industry...At th end of the day the success or failure depends on supply and demand in the market," he added. Rates for twenty foot equivalent unit containers on the route jumped almost 90 percent to $1,353 in the week to Dec. 12, ending five consecutive weeks of

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falls, according to the Shanghai Containerized Freight Index. Williams also said that its 2M shipping alliance with Mediterranean Shipping Co (MSC) was on track to start operations next month, with the first sailing to take place at the start of January. The first sailing out of East China is currently scheduled for Jan. 15, from Ningbo Port China rejected an earlier alliance attempt by Maersk, MSC and French operator CMA CGM [CMACG.UL] saying that they would have too much market share on the route. The firms say such alliances are needed to reduce costs. Source : Reuters (Reporting by Brenda Goh; Additional reporting by Ole Mikkelsen; Editing by Sunil Nair)

Allseas PIETER SCHELTE arrived off Cape Town with above seen the SALVIGILANT alongside transferring materials

Photo : Aad Noorland ©

The Crew of the SEVEN

WAVES wishing you Merry Christmas and a prosperous New year

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Christa & Gijs Dijkdrenth wish you Merry Christmas and

Happy New year

Volvo Ocean Race jury to hear Alvimedica redress request

When Team Alvimedica navigator Will Oxley received a call from Volvo Ocean Race headquarters saying that Team Vestas Wind had run aground on November 29, Alvimedica suspended racing for 12 hours to offer support to the stricken team (details) The Racing Rules of Sailing require competitors to help each other, and the rules also offer the ability to submit a request for redress when an incident such as this affects their standings in a race (details).

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Following their finish, Alvimedica did submit a redress request. Here skipper Charlie Enright discusses the situation with Scuttlebutt…

Your finish position was essentially the same as it was at the time of the incident, and it’s our understanding that redress awards only make changes to finish positions and not award for time lost. However, it would seem that you could build a case that the time lost was opportunity lost to improve your position in the race.Yes, it’s an interesting situation. I think they have the best jury in the world so I think they know how to look at these things. But you’re right, all they could possibly award is points. It’s really tough to translate time. We lost 12 crucial hours in the remnants of a tropical depression, at a time when we could have covered some significant miles. If this happens in the doldrums it’s a matter of 12 miles, but in this instance it was probably closer to 180 miles.So if you turn it into miles, then how do you attribute miles back to time, and then how do you attribute that to points. I think the jury had to decide conceptually what they think about this. I think we might have done ourselves a little bit of a disservice by charging back into the fleet, but can you really look at that when you’re deciding?It has been debated that giving you back 12 hours could have, in the right conditions, had you win the race.

Yes, exactly. Do I think that would have been fair? No. But is it right to say, “Hey listen, you guys went into this in sixth place and came out fifth, what are you complaining about?” I don’t think that’s right either. If you were to stop the race at that point, MAPRE would have won. These things are ever changing, and I think they need to decide, philosophically, what they think about that.

I think it’ll be pretty hard for them to come up with a ruling that discourages future competitors for helping their competitors, but I wouldn’t be surprised if they did nothing. That’s how the jury works and they can do whatever they want; whatever they think’s fair. They can subtract a point from our score. They can switch us with MAPRE who finished ahead of us. They can do absolutely nothing or anything in between.Three days after the incident, despite having lost a half day on standby, your position amongst the fleet was improved. However, your route had also taken you to the west of the group, a position that would soon set you back.Yeah, there’s plenty of different ways to look at this. The reality is we didn’t think about redress when we made the decision that we made – to come to their aid. It’s out of our control now. We submitted the paperwork, I am going home to enjoy the holidays, and hopefully there will be a nice present delivered after the hearing. NOTE: The hearing will be conducted in Abu Dhabi on December 30, 2014. Source : sailingscuttlebutt

The MOL GUARDIAN off Cape Town – Photo : Ian Shiffman ©

The crew of the Light Ship Texel wish you merry Christmas and a Happy new year CLICK on the Cards ! Have a WARM Christmas and a Happy New year from the PRONOMAR team

S.Korean poultry firm preferred to buy bulk shipper Pan Ocean

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A unit of South Korean poultry firm Harim Group said on Thursday a court chose its parent's holding company as the preferred bidder to buy bulk shipper Pan Ocean Co Ltd in a deal worth at least 850 billion won ($771 million). Harim Group's listed unit, Harim Co, disclosed the decision in a regulatory filing. A Harim spokeswoman said local private equity firm JKL Partners will be a partner in the acquisition Pan Ocean, South Korea's largest bulk shipper was spun off from now-defunct shipbuilding conglomerate STX Group and entered court receivership in June last year. Harim Group, which supplies animal feed, pork and poultry products, said in a statement earlier this week it had turned in a binding bid for its holding company, Jeil Holdings Co Ltd, to acquire the shipper in order to enter the international grain distribution business.Pan Ocean will issue new shares worth some 850 billion won, of which stock worth 680 billion won which will be acquired by Jeil, Harim said in a regulatory filing. The Korean Economic Daily reported earlier this week that Harim Group and JKL Partners entered a joint bid for Pan Ocean worth around a total 1.05 trillion won. The Harim spokeswoman declined to comment on the bid price. Source : (Reporting by Joyce Lee; Editing by Kenneth Maxwell)

Sinking of encroaching fishing ships a first warning, says Jokowi

Despite harsh international reaction over the sinking of dozens of foreign fishing vessels encroaching into Indonesian waters, President Joko Widodo has warned that it is only the beginning. “I must say this is only the first warning. There will be a second warning (if the encroachment continues). Just wait,” Mr Widodo said in a speech to commemorate Archipelago Day in Kotabaru, South Kalimantan.

He added that there might be between 5,000 and 7,000 foreign vessels fishing in Indonesian waters, 90 per cent of which fish in the country’s territory without permits. “We have done nothing (about the encroachment) for years,” he said, adding that the practice would no longer be tolerated.“I must remind everyone our maritime resources belong to the country and its people. I am outraged when someone informs me that (the foreign vessels) are feasting on our fish almost every night,” he added.“Chase, capture and sink (the boats)! But we must follow procedures.

“(Don’t sink the vessels) with the crew (still inside)! We will get into trouble if we do.” Mr Widodo said, to date, about 30 foreign vessels had been intercepted and sunk by Indonesian security officials. He said he hoped Indonesia’s actions would deter boats from entering illegally.

He added that Indonesia had lost up to 300 trillion rupiah (S$30.5 billion) annually because of foreign poachers, saying the government is planning to increase the number of boats patrolling the country’s vast waters. “We are really serious about protecting our seas. We have to develop our maritime culture and industry.”Legal expert and lawyer Frans Hendra Winarta said Mr Widodo is taking careless steps by sinking foreign vessels and risks political tension with neighbouring countries.Mr Frans added that the act had been a show of force and a political manoeuvre to win public support in Indonesia. “Sinking poaching boats should be the last resort and not a primary one,” he said. “I am concerned with the way our legal (standing) is heading: Showing force but failing to look far ahead.” Source : THE JAKARTA GLOBE

Maersk sees stable but slower growth in regional demand

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Container shipping giant Maersk Line has so far not seen major benefits from the fall in bunker and crude oil prices, and its profit outlook is still driven primarily by global trade levels. The company's recently appointed Asia-Pacific chief executive, Mr Lars Mikael Jensen, told The Straits Times that Maersk Line expects stable but slower growth in regional demand.

"Our long-term contracts have a mechanism called bunker adjustment factor, which allows us to adjust our pricing depending on the rise and fall of bunker prices. This ensures mutual hedging and we're not profiting from low fuel prices," he said in an interview.Oversupply has seen Brent futures continue to plunge this year, briefly touching a 5½-year low at US$62 (S$81) a barrel last week. But Mr Jensen noted the resultant cost savings are not major: "How the lower fuel prices can benefit us is that it will potentially stimulate economic and trade growth. We have yet to see that happen."

Against this backdrop, the stronger growth in South-east Asia will be a key focus for Mr Jensen, who was appointed regional head in September.

He said: "Globally, we expect 3 to 5 per cent growth in trade - still stable, but a far cry from the 8 to 10 per cent, say, a decade ago. But South-east Asian trade with the world is likely to be higher than that average, at 6 to 7 per cent going forward. My ambition is to grow Maersk Line in the Asia-Pacific in tandem with that above-average trade growth."However, he recognised that it will not be an easy task as industry players compete aggressively over pricing amid over-capacity and slowing global trade.

"Margins are indeed under pressure and freight rates have remained on a general downtrend. We are only in the middle of the pack when it comes to regional market share - but we will not grow that by being dirt cheap. We will grow because of our operating efficiency, our product range and our ability to help global customers enter new territories in the emerging South-east Asia."In May this year, Maersk Line became the first container shipping company to set up an agency in Myanmar, after Danish parent AP Moller-Maersk Group won an operating licence there.

"The move is to be prepared to meet our customers' need to develop business in Myanmar, where total containerised trade has already been growing steadily," said Mr Jensen.

Meanwhile, Maersk Line remains highly committed to deepening its presence in Singapore, where its Asia-Pacific headquarters is located, even as it depends heavily on the Port of Tanjung Pelepas (PTP) in Johor.The competition between PTP and Singapore to be the region's premier port for global shipping operators has risen over the past decade after Maersk Line moved its transhipment hub from Singapore to PTP.Still, he stressed that Singapore has not lost its competitiveness as a maritime hub, and certainly not for Maersk Line.

"The size of Maersk Line's business requires a dual-hub model, but (PTP) doesn't change the fact that Singapore is still an important transhipment hub and local gateway," he said. "Today, Maersk Line and MCC Transport (Maersk's intra-Asia shipping line) have more than 35 weekly vessel calls in Singapore and are one of the largest users of the PSA facilities in Singapore.""Combined with the 60 container vessels Maersk Line has under the Singapore flag - our second-most globally - this sums up the importance of Singapore to Maersk Line," he said. Source : business.asiaone

Season greetings from Maritime artist Willem Johan Hoendervanger and the crew of the rig Rig - Paragon MSS1 wishes all friends the very best for the holidays and the new year , Rob & Co Smith wish everybody Merry Christmas and a happy new year

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THE CHARTERERS P&I CLUB ISSUED NEW CIRCULAR and E-BULLETIN

The bulletin comments further on the potential for significant penalties and security requests from owners and charterers following a pollution event in Australia; this is a theme we started developing in 2012 when the legislation was established. It’s yet to be properly tested but this cannot now be far off. Click HERE to read the bulletin ! Circular 2014 007 comments on the introduction of the BIMCO non lien clause and the ramifications from a charterer’s perspective when it comes to arranging bunkers for an Insured vessel. CLICK HERE to read the Circular

The brand-new windfarm accommodation vessel GLOMAR WAVE on the roads of Den Helder, the Netherlands. Photo Paul Schaap ©

Asia Dry Bulk-Capesize rates to slip further, broker says too many ships in mkt

By Keith Wallis Rates for capesize bulk carriers on key Asian routes will come under further pressure next week after the price of an Australia to China voyage tumbled to a new six-year low on Wednesday, brokers said. "There are too many ships. It's a charterer's market," said a Singapore-based capesize broker on Thursday. "The outlook is for a bleak first quarter next year."Freight rates from Australia to China have dropped to around $5 per tonne, the lowest level since Dec. 10, 2008. Capesize rates from Brazil to China are the lowest since January 2009.Australian miners are still chartering

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vessels but the volume of cargoes has not been enough to offset the absence of cargo from South Africa and iron ore cargoes from Brazil, the broker said.BHP Billiton, Rio Tinto and Fortescue Metals Group together chartered 11 capesize ships on the open spot market in the past week, according to Reuters chartering data.The same miners chartered 10 capesize vessels between Sept. 22-26 when freight rates were about 50 percent higher at $7.50-$7.95 per tonne.

The bulker RUI LEE anchored off Singapore – Photo : Piet Sinke © CLICK on the photo or Hyperlink !

Rio Tinto fixed a capesize voyage from Dampier to Qingdao in China at $5.05 per tonne, brokers and Reuters freight data showed. "We are at levels where the market cannot fall significantly further and we now see several owners not willing to trade," Norwegian shipbroker Fearnley said in a weekly note on Wednesday.Freight rates for the Western Australia-China route were at $5.14 per tonne on Wednesday against $5.67 per tonne last week. Rates for the Brazil-China route were down to $12.47 per tonne on Wednesday compared with $15.18 per tonne last week Rates in the smaller panamax market were showing mixed signals on Thursday, said a Singapore-based panamax broker.Prices for China and north Pacific voyages were trending lower, he said. But owners were resisting charterers' attempts to push rates lower for trips from Indonesia on buoyant cargo volumes, he said.Rates for a panamax transpacific voyage fell to $6,537 per day on Wednesday, down from $7,341 last week. That is the lowest level since Sept. 4.Freight rates for smaller supramax bulk carriers have held steady at around $13,000 per day for voyages from Indonesia to India, Fearnley said in its weekly note.The Baltic Exchange's main sea freight index closed at 827 on Wednesday, down from 911 a week earlier. Technical analysis showed the benchmark may drop towards 677 in a week.The next dry bulk report will be on Jan. 8 due to the Christmas and New Year holidays Source : Reuters (Reporting by Keith Wallis; Editing by Joseph Radford)

Everybody at PACIFIC RADIANCE wish you Merry Christmas and ROYAL DIRKZWAGER which is taking the lead and wish you Merry Christmas & Succesfull 2015 and by Clicking on the advert will switch on your CROON New year wishes

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The ARTANIA enroute Rotterdam passing Schiedam greeted by DE MAJESTEIT - Photo : Kees Noevers ©

Romanian university will provide ECDIS training in accordance with the STCW 2010

requirements Transas Marine has successfully completed the project of installation of the ECDIS simulator class at the Constanța Maritime University (CMU). CMU is one of the first maritime schools in Romania to launch simulator-based courses to train bridge watchkeeping officers and other personnel in safe and efficient use of ECDIS in full compliance with the STCW 2010.The newly installed simulator is based on the Transas Navi-Sailor ECDIS Multifunction Display MFD 4000 with inbuilt Navi-Planner voyage planning software, both fully compliant with the latest performance standards for shipborne navigation equipment. It also incorporates Chart Delivery Server Emulator for training in charts delivery, charts updates and licenses updates handling in automatic mode, which are critical issues in ECDIS use. Among other options are fictitious area database, training chart folios and weather forecast. Transas Marine Black Sea Area Sales Manager Vitaly Vakula commented: “We at Transas are honored that our long-term partner Constanța Maritime University has chosen Transas systems again to contribute to the safety of navigation”.

Trafigura Doubles LNG Trading as Global Supply Surge Looms

Trafigura Beheer BV will more than double its liquefied natural gas trading this year as competition increases in a market set to expand 40 percent by the end of the decade. The Amsterdam-based company will trade almost 2 million metric tons of LNG this year, making it the world’s biggest independent trader, said Hadi Hallouche, head of LNG trading at Trafigura. Vitol SA said last month it remains the

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“main player” of the fuel as companies including Glencore Plc, Gunvor Group Ltd. and Noble Group Ltd. entered the market or expanded.Lower freight rates and increased volatility helped boost volume at Trafigura, Hallouche said. The start of a new plant in Papua New Guinea increased global supplies as slowing demand in Asia, the world’s biggest buying region, made prices more volatile. Northeast Asian LNG fell 50 percent from a record in February to a four-year low this month, with a rally in September. “This is a significant amount of volatility, which we don’t see in many commodities,” Hallouche said by phone from Geneva Dec. 10. “The magnitude of the change was so big that it really took the market out of its comfort zone, which creates opportunities for traders to add value.”Trafigura bought and sold 1.7 million tons of LNG in the year to Sept. 30, up from about 800,000 a year earlier, he said. Vitol delivered 3 million tons of the fuel in 2013, according to its website. Figures for this year have yet to be disclosed, Andrea Schlaepfer, a spokeswoman for the company, said yesterday by phone. Noble returned to the LNG market this year as Gunvor plans to expand into short-term trading. Global Trade Global LNG trade will rise to 450 billion cubic meters of gas (16 trillion cubic feet) a year by 2019, the International Energy Agency estimated in June. Northeast Asian prices fell from $19.70 a million British thermal units on Feb. 3 to $9.75 on Dec. 1, according to World Gas Intelligence assessments for cargoes delivered in four to eight weeks. They rallied 38 percent from July 14 to $14.70 on Sept. 22 As supplies expand, so do the number of tankers that can carry the super-chilled fuel. At the end of 2013, there were 113 vessels ordered, with 32 expected to be delivered this year, according to the International Group of LNG Importers. The rate for a 160,000 cubic-meter capacity ship averaged $70,100 a day this year, down 22 percent from 2013, according to data from Clarkson Plc, the world’s largest shipbroker“The decline in shipping rates is changing the equation in the market and allows people like us to add much more value,” Hallouche said. “There is a lot more shipping that has been added to the market. On average, a vessel is being delivered to the market every 10 days and that has injected so much energy into the market.” LNG Traders Geneva-based Vitol, the world’s largest independent oil trader, started dealing in LNG about eight years before Trafigura joined the market last year. Glencore in Baar, Switzerland, also began buying and selling the fuel in 2013 as Noble, Asia’s biggest commodity trader by sales, restarted trading from London this year to benefit from rising supplies Trafigura plans to expand east of Suez to markets including the Middle East, India, and Asia-Pacific, the company said in its annual report published Dec. 8. Supplying LNG to buyers that typically haven’t been able to sign long-term contracts presents an opportunity for traders, Hallouche said“The new opportunities will come from buyers who are more price sensitive than before, buyers who have been unable to buy LNG in the past on a long-term basis,” he said. “The new demand will not come from country X or country Y, it will come from a certain type of customer. It could be Latin America, it could be Africa, it could be Middle East, it could be Asia.”The company, which last year signed a contract to supply 18 spot cargoes to Mexico, wants to diversify to markets other than Latin America, Hallouche said. “Latin America will remain an important market but we will make sure we have diversified into other places,” he said. “We see a lot of deep changes happening in the market in the next five years.” Source : bloomberg

Multraship and Damen agree deals for three more ASD Tugs

Leading towage and salvage specialist Multraship and Damen Shipyards Group have confirmed an agreement for three new ASD (Azimuth Stern Drive) Tugs, all for delivery in 2015. After delivery in Vietnam, scheduled for the end of first-quarter 2015, two state-of-the-art ASD Tugs 3212 will operate for Multraship as sister vessels to the 83-tonne bollard pull Multratug 19, which was built by Damen in Romania and delivered in 2012. The tugs will have excellent sea-keeping behaviour, superb manoeuvrability and outstanding towing characteristics. As part of Multraship’s continuing fleet expansion an ASD Tug 2810 Hybrid is scheduled to be delivered in Romania in first-quarter

2015. With an expected bollard pull of 61 tonnes, it will be the second vessel of its type built by Damen to come into operation. The ASD Tug 2810 Hybrid has a diesel-direct, diesel-electric and battery-powered propulsion system,

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resulting in reported fuel savings of between 10 and 30 percent and reduced emissions of about 60 percent, depending on how the vessel is used.

Leendert Muller, managing director of Multraship, says, “Multraship continues to expand its client base in the offshore energy sector as well as in its harbour towage operations. All three ASD tugs are highly suitable for these markets whilst their FIFI 1 fire-fighting equipment makes them especially valuable for emergency response. We are delighted to have collaborated with Damen on our fleet expansion programme. We are both family-owned companies with a Dutch heritage and an international outlook, so we make a good fit.”

Multraship is a leading Dutch towage and salvage company. It is a division of the Muller Maritime Group, which has been engaged in the shipping industry for more than 230 years. The company's core activities include harbour towage, salvage & wreck removal, ocean towage and support to offshore energy & dredging industries. Multraship operates and manages a large fleet of tugs, salvage vessels, floating sheerlegs and other craft equipped with modern towage, salvage and fire-fighting equipment and manned by experienced and highly-trained masters and crew. www.multraship.com Damen Shipyards Group operates 32 shipyards and ship repair yards around the world, employing 8,000 people. It has delivered more than 5,000 vessels in more than 100 countries and delivers approximately 160 vessels annually to customers worldwide. www.damen.com

Petrobras P2 118 ft Crewboat equipped with Thrustmaster DOEN Waterjets

Delivered BRAZIL – Thrustmaster of Texas, Inc. is pleased to announce the launch and delivery of BS Camburi, a 36m Monohull Crewboat built in Brazil by Arpoador Engenharia to the Petrobras type P2 specification.This 118 ft (36m) aluminium crewboat was designed by Incat Crowther and is powered by triple CAT C32 ACERT diesel engines coupled to three Thrustmaster DOEN DJ290 waterjets. Designed to Petrobras type P2 crew boat spec, this vessel will transport up to 70 passengers and crew as well as carry 50t deck cargo plus fuel and fresh water cargo at a fully loaded service speed of 17+ knots.For maximum service life in this arduous commercial application the Thrustmaster DJ290 waterjets have been specified with stainless steel pump assemblies fitted with 29” (737mm) high volume single stage axial flow impellers.These waterjets provide excellent high-speed efficiency with superior cavitation margins allowing full power application at any load condition and also at

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zero speed for maximum possible thrust during docking and station keeping maneuvers at sea. Thrustmaster’s pre-fabricated aluminium intake duct installation combines maximum vessel integrity with simple installation.

Each DJ290 has its own fully integrated hydraulic system providing steering and reverse control. All of the hydraulic equipment including cylinders hydraulic and associated hose connections are completely inboard mounted. All hydraulic pumps are directly driven from the gearbox PTO’s.Vessel propulsion control is managed using Thrustmaster’s own CAN BUS – Control system. Configured for triple engine – twin station; the system simply combines primary control of engine throttle and gear command with the waterjet steering and reverse functions and all necessary monitoring, alarm and back-up control functions. The second (rear facing) station has been fitted with Doen’s eDOCK joystick

control system. This provides a single joystick lever control that simultaneously actuates and controls waterjets and engines for precise and intuitive low speed maneuvering control.The waterjets and control system are supplied to DNV HSCLC R2 CARGO B CREW boat.

Seatrade’s MAGELLAN STRAIT arriving in Antwerp – Photo : Jan W Monster, senior surveyor / consultant ©

Alaska Ferry Project Caught In Flap Over US Steel

A U.S. requirement that American steel be used to update an Alaska ferry terminal is causing some tension with Canadian officials, potentially threatening the project The terminal is on Canadian soil, in British Columbia, but the land is leased to the state of Alaska. Under a 50-year lease signed last year, the state is to rebuild the terminal facilities and docking structure on that land. The vast majority of funding for the construction work is expected to come from the Federal Highway Administration, which has “Buy America” requirements for steel, iron and manufactured products used in projects it funds. The rest of the funding would come from the stateThe requirement for materials produced in the U.S. can be waived in some circumstances, such as when use of domestic material would raise costs by more than 25 percent, U.S. products are in limited quantity, or their use “would be inconsistent with the public interest. In a letter to Alaska Gov. Bill Walker this month, Gary Doer, the Canadian ambassador to the U.S., said applying Buy America restrictions to a project on Canadian soil is unacceptable.“More broadly, Buy America policies run counter to the economic interests of both the U.S. and Canada, as they deny our companies and communities the clear benefits that arise from our integrated supply chains,” Doer wrote. “In these tough economic times, Canada and Alaska should be working together to make the best use of taxpayer dollars and allow this project to benefit from unfettered access to the North American procurement market.”One option to resolve the issue would be a public interest waiver, Doer

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said.Walker responded this week that he didn’t consider a waiver request appropriate at this time, but he pledged to work toward a solution in which Alaskans and Canadians could benefit from improved ferry system infrastructure as soon as possible.The bid opening for the project has been pushed to Jan. 6 to allow more time to reach a possible resolution. Reuben Yost, a deputy commissioner with the Alaska Department of Transportation and Public Facilities, said the department doesn’t have experience with the kind of waiver Doer suggested. Before the department would make an application, it would want to hear from the U.S. Transportation Department whether such a waiver could be successful, he said. The Canadian government has threatened to block the project if the state proceeds under the Buy America specifications, Yost said Wednesday. Asked if the state could lose the lease, Yost said the state isn’t contemplating that yet.The state paid about $3.3 million for the lease, department spokesman Jeremy Woodrow said. The port at Prince Rupert, British Columbia, is part of the Alaska Marine Highway System and serves as a link between Alaska and the Lower 48 that can be more convenient for some travelers to Alaska than the port in Bellingham, Washington. Yost said he was fairly certain the ferry dock at Prince Rupert, built in the early 1960s, was the last remaining wooden structure within Alaska’s ferry system. The others have been modernized.Teresa Wat, minister of international trade for British Columbia, said provincial officials do not agree with Buy America policies. Excluding British Columbiametal suppliers from work on Canadian soil “is a particularly egregious example of this discriminatory procurement practice,” she said in a statement. Waiving the restriction is important to the province “because we believe in free trade and equal opportunity, and we encourage everyone to adhere to that spirit,” she said. Patricia Eckert, associate director for international trade within the governor’s office, said the state wants to explore “every option that’s out there,” but she did not get into what those might be.“The postponement is evidence that there is still a good talking relationship between Alaska, the U.S. Department of Transportation and Canadian officials,” she said.The project is estimated at between $10 million and $20 million. While the state could fund the project itself to avoid the federal requirements, Yost said that given Alaska’s tight budget situation, that option isn’t being seriously considered.“We’re looking for the U.S. government to tell us different ways that we can deal with this problem, because primarily this is a problem between the U.S. government and the Canadian government,” he said. Source : cbslocal

MSC poised to overtake Maersk as No. 1 carrier of US imports

Mediterranean Shipping Co. is already the largest carrier of U.S. containerized exports and the largest overall carrier in the U.S. market. Now it’s about to add the title of largest carrier in the import market, solidifying its dominance of the U.S. market.

MSC would become the largest carrier of containerized imports into the U.S. in 2014 if, as is likely, its lead on Maersk Line through mid-December holds until the end of the year. This would push Maersk out of the No. 1 spot first time in over a decade, according to PIERS, the data division of the JOC Group MSC has been the largest carrier of U.S. exports market since 2010, when it overtook Maersk for the top spot, and it leaped Maersk to become the largest overall carrier in the U.S. market in 2011. Maersk is the No. 1 carrier globally in terms of deployed capacity, according to Alphaliner, but the analyst predicts MSC will overtake its 2M Alliance partner in 2016 based on the two carriers’ current orderbook. MSC has attained these levels of dominance without ever having acquired another carrier, whereas Maersk did so through acquisitions including Sea-Land Service and Safmarine in 1999 and P&O Nedlloyd in 2005. (See complete container line M&A chronology here.)

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Through November, MSC carried 1.88 million TEUs into the U.S. while Maersk Line's U.S. import total was 1.83 million through November, a difference of 44,119 TEUs. The two carriers have been separated by as much as 25,000 TEUs during each month of 2014, but with MSC firmly in the lead through Dec. 11, it is unlikely that Maersk will be able to make up the difference before the start of the New Year, according to PIERS’ analysis. Maersk has held the No. 1 spot in the U.S. import market for the last decade, peaking in 2006 with nearly 2.6 million TEUs imported to the U.S. MSC jumped the ranks from fifth in 2004 to third in 2008, then jumped to second in 2010. Maersk as No. 1 and MSC as No. 2 in the import market has been the same for four years, with Maersk beating its competition by an average of 200,000 TEUs each year. In 2013, Maersk transported 127,251 TEUs more to the U.S. than MSC. But MSC began 2014 by carrying 2,755 more U.S. import TEUs than Maersk in January. Maersk carried more imports than MSC in February, March and April. Then MSC outpaced Maersk in May, then again in July and August when it carried roughly 25,000 TEUs more than Maersk each month. MSC acknowledged its emergence this year as the largest U.S. import carrier.

“MSC's strategy was simple; we wanted to be the best and so we identified a number of areas across our business that would help us to achieve that one goal," Claudio Bozzo, COO of MSC Geneva, told JOC.com in a statement. "We set up new training programs, improved processes, measured performance, created new systems and we cultivated an even better working environment." Maersk will reduce capacity by 10 percent early next year in the trans-Pacific, which the Copenhagen-based carrier says has been unprofitable for nine of the last 10 years. The carrier announced it would eliminate its TP5 U.S.-flag service operated by Maersk Line Ltd. on Jan. 15. Maersk acknowledge that was dropping into the No. 2 spot on imports, noting its strategy, which has generated a string of industry-leading profits, is to focus on profitability versus market share."Maersk Line continues to meet our stated global objective of growing in line with global trade," a Maersk Line spokesperson in North America told JOC.com. "However, we have repeatedly said that this does not mean we will grow the same in all markets.While we remain committed to each of the markets we serve and serving customers willing to pay a fair price for the services provided, there is always a need to allocate resources to where the rate of return is acceptable. Only then will we be able to offer customers a competitive price and new investments in fleet and equipment.”The move to end the TP5 loop in January “by no means suggests our commitment to the trans-Pacific has wavered,” Maersk said in a customer advisory. MSC and Maersk, which plan to launch their 2M vessel-sharing alliance in the spring, will have a “massive” lead over their rivals in the race to deploy ultra-large container vessels, according to Alphaliner. By the end of 2016, they will jointly operate around 47 vessels of 15,500-19,200 TEUs. To overcome the deficit in 2014 US import volumes, Maersk's year-over-year growth in the trade for December would need to exceed that of MSC by 28 percent or more. Given year-to-date trends and expected import volumes in December that is unlikely to happen, according to PIERS analysts. Source : Journal of Commerce

CWAVE is wishing you a Merry Christmas as well INTERTRANSIS and the crew of the THSD SANDERUS wishes you a Merry Christmas & a happy new year CLICK at the CARDS !

CMA CGM assets under threat in Syria Assets held in Syria by the French container line operator CMA CGM could be under threat following a recent ruling by the appeal court in Damascus. The judgement, ordering chairman Jacques Saadé to pay his brother, Johnny, more than €500M, is the latest development in their long-running legal battle over the respective ownership rights in the group.

CMA CGM said this week that it had obtained a ruling from a court in Beirut to prevent its assets being seized in Lebanon but this decision does not apply to the group's assets in Syria, most notably in the country's principal port, Lattakia, where it operates the Latakia International Container Terminal.

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A source close to the group told IHS Maritime that any attempt to seize its assets in Latakia risked halting its operations there and endangering the livelihoods of 700 people who depended on them. The source added, however, that, before he could proceed with such a seizure, Johnny Saade and his company, Mistral, would need to pay the equivalent of €2.5M to render the court ruling enforceable.

Lebanon's supreme court, the Court of Cassation, found in favour of Jacques Saade in his dispute with his brother in 2011, and CMA CGM said that an agreement between Lebanon and Syria would normally make decisions taken by Lebanese courts also applicable in Syria.This did not prevent the Damascus appeal court finding in favour of Johnny Saade last month, however, in a judgement which has since been confirmed by the Syrian Court of Cassation. Source : ihsmaritime360

Wagenborg Offshore’s accommodation barge VIVALDI is used at the Suez Canal Expansion project –

Photo : Big Foot ©

Christine Duffy named president of Carnival Cruise Line

"Christine is one of the most respected and dynamic leaders in the travel industry," Carnival Corp. CEO Arnold Donald said Wednesday in a statement announcing Duffy's appointment. "She brings a wealth of experience to Carnival Cruise Line that will help the cruise line continue to deliver unmatched vacation experiences to millions of guests each year."

Some cruise industry specialists say Duffy's appointment reflects increasing diversity in cruise lines' upper leadership.

Carnival Corp. said it embraces and values diversity and inclusion as part of its corporate strategy.

"The key to innovation is diversity of thinking," Donald said. "Having people from different backgrounds and different cultural experiences who are organized around a common objective are far more likely to create breakthrough innovation than a homogeneous group. That same diversity of thinking is a powerful advantage."

Miami-based Carnival Corp., which bills itself as the world's largest travel and leisure company, has nine cruise brands, including Carnival, Princess Cruises, Holland America Line, Seabourn, Cunard, Costa Cruises, AIDA Cruises, P&O Cruises (Australia) and P&O Cruises (UK).

Carnival, with 24 ships that include the Carnival Conquest, Carnival Breeze and Carnival Splendor, is the largest of the cruise company brands.

Before joining CLIA in February 2011, Duffy was president and CEO of Maritz Travel, one of the largest meeting, event and incentive travel management companies in the world. She has more than 30 years of travel industry experience and began her career as a travel agent at McGettigan Partners in Philadelphia.

As CEO of CLIA, Duffy led several advancements, including the globalization of cruise industry associations around the world to create a unified voice, Carnival Corp. said. CLIA has more than 13,000 travel agency members representing

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over 50,000 travel agents. "This is a tremendous opportunity for me to be part of a dynamic organization with a long history of innovation and industry firsts," Duffy said of her appointment. "The name Carnival is truly synonymous with cruising, and I look forward to joining this talented team." "It feels pretty incredible," Duffy said when reached by phone Wednesday of her appointment as Carnival's first woman president. "It's great to see more diversity at the senior levels," and to have more women running cruise lines is a good thing for the industry."

Duffy will replace former Carnival president and CEO Gerry Cahill, who retired Nov. 30 after 20 years with the cruise line."She's a true friend to the travel agent community," said industry specialist Stewart Chiron, president and CEO of Miami-based industry website CruiseGuy.com. "This is significant as far as the diversity of a maturing industry goes," Chiron said. "Going outside [for an appointment like this] is sometimes a good move, and for a company like Carnival it says a lot."

"Christine brings in new, fresh perspective and totally understands the importance of travel agents," said Vicky Garcia, COO and co-owner of Cruise Planners, an American Express Travel Representative headquartered in Coral Springs. "She's sharp, personable and someone who I think can really help Carnival not only better connect with travel agents with her existing relationships, but also brings strong leadership and vision."Earlier this month, Lisa Lutoff-Perlo, former executive vice president of operations at Royal Caribbean International, was promoted to president and chief executive of its sister premium line Celebrity Cruises.Celebrity and Royal Caribbean are brands of the world's second-largest cruise company: Miami-based Royal Caribbean Cruises Ltd.

In December 2013, Jan Swartz took over as president of Princess Cruises after serving as the cruise line's executive vice president of sales, marketing and customer service since January 2009. In October that year, Los Angeles-based Crystal Cruises appointed Edie Bornstein president of the upscale cruise line. Before joining Crystal, she was senior vice president of sales and marketing for Azamara Club Cruises. Source : Sun Sentinel

The EVER LUCENT passing the Suez canal – Photo : Big Foot ©

Merry Christmas & a Blessed New year from the LOGOS HOPE crew, the GBA staff and season greetings from the crew of the SSV VOS SHINE and best wishes for 2015 from the KOSEQ team CLICK at the CARDS !

SBM OFFSHORE ANNOUNCES CGCO TO RETIRE AND JOIN SUPERVISORY BOARD

SBM Offshore announces that Sietze Hepkema has decided to retire as Chief Governance and Compliance Officer (CGCO). Mr. Hepkema will continue to serve in his current role as CGCO until the Annual General Meeting of Shareholders on April 15, 2015 at which time it will be proposed that he join the Company's Supervisory Board. At that time, it will also be proposed that Erik Lagendijk succeed him. Mr. Lagendijk joins SBM Offshore on January 2, 2015 following a distinguished 25 year career in the financial services industry. His leadership experience includes 14 years as General Counsel of AEGON N.V., a Dutch listed international insurance company, where he was most recently

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responsible for building a mature regulatory and compliance function. He will be responsible for overseeing the legal, compliance and risk functions; all areas in which he has gained significant relevant experience while at AEGON N.V.

Mr. Hepkema's anticipated retirement has been part of the Management Board succession planning process for the last several months. The Supervisory Board is of the view that the CGCO function at Management Board level has created significant value for the Company, and has decided to maintain it. Under his guidance the Company has greatly enhanced its governance and compliance functions while also closing a number of legacy issues. Until his retirement, Mr. Hepkema will continue to oversee the final issues remaining from the Company's compliance investigation in Brazil.

Bruno Chabas, CEO of SBM Offshore commented: "We thank Sietze for his many contributions to the success of the Company, particularly in his unwavering commitment to further advancing governance and compliance within SBM Offshore. Given the weight attached to the Chief Governance and Compliance Officer function, we are pleased to have him succeeded by someone as experienced as Erik Lagendijk."Heinz Rothermund, Chairman of the Supervisory Board of SBM Offshore also commented:"Sietze has played a crucial role in transforming the Company culture and we are pleased to retain his services at the Supervisory Board level as it reinforces the Company's continued commitment to strong governance." Source : globenewswire

The LONGAVI inbound for Melbourne – Photo : Dale E. Crisp ©

2015 AHOY from C-J OB en mede names alle vrijwilligers en medewerkers van de KNRM wenst Roemer Boogaard, Direkteur KNRM U prettige feestdagen en een veilig 2015. And Leo and Elly Varekamp wish you Merry Christmas and a Happy New Year CLICK on the Cards !

KNRM benoemt nieuwe leden Raad van Toezicht

De heren Niek Hoek en Klaas Visser nieuwe toezichthouders voor Redding Maatschappij.

Per 1 januari 2015 zullen twee nieuwe leden toetreden tot de Raad van Toezicht van de stichting Koninklijke Nederlandse Redding Maatschappij (KNRM). De Raad van Toezicht ziet toe op het functioneren van de directie en de

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algemene gang van zaken bij de KNRM. De KNRM redt en helpt mensen op zee en ruim binnenwater, is 24 uur per dag inzetbaar met 1.300 vrijwilligers en 75 reddingboten. De organisatie wordt bekostigd uit vrijwillige bijdragen van donateurs, schenkers en erflaters.

De nieuwe leden van de Raad van Toezicht zijn de heren Niek W. Hoek en Ir. Klaas Visser. De heer Niek Hoek (58) is tot 2015 voorzitter van de Raad van Bestuur van Delta Lloyd en was tot 1997 werkzaam bij Koninklijke Shell in verschillende directiefuncties bij buitenlandse divisies.

De heer Klaas Visser (58), Schout-bij-nacht b.d., is docent/onderzoeker Marine Engineering bij de faculteit Mechanical, Marine and Materials Engineering (3ME) bij de TU Delft en docent maritieme platformsystemen bij het Koninklijk Instituut voor de Marine in Den Helder.De Raad van Toezicht van de KNRM bestaat met hun toetreden uit acht personen. Conform de statuten is het lidmaatschap een volledig vrijwillige, onbezoldigde functie, die de leden maximaal 12 jaar kunnen uitoefenen. Zij worden nadrukkelijk als vrijwilliger betrokken bij en verbonden aan de KNRM. Voor alle leden van de Raad van Toezicht is een functieprofiel vastgesteld, met een rooster van aftreden, waarin periodiek herbenoemingen zijn vastgesteld. Het netwerk van de leden wordt ingezet ter ondersteuning en realisatie van de doelstellingen van de KNRM.

De leden van de Raad van Toezicht komen voort uit verschillende vakgebieden, waaronder de Koninklijke Marine, Koopvaardij/Rederij, Scheepsbouw, Bankwezen/Verzekeringen, Notariaat/Advocatuur en Openbaar Bestuur.

The NYK HERCULES in the Solent inbound for Southampton photo : Andrew Moors Harwich lifeboat ©

HULL T217 NOW OWNED BY KUOK GROUP-BACKED PAXOCEAN

CSS Derwent No Longer Owned by Superior Energy

Following the termination of the shipbuilding contract with Hallin Marine for the specialised semi-submersible vessel named CSS (Compact Semi-submersible) DERWENT, builder of the vessel PaxOcean has stepped in to take ownership of the vessel. An amicable settlement had been reached between the two parties to the contract on 11th November 2014, with PaxOcean now having the rights to own, operate and maintain the said vessel. As CEO of PaxOcean Holdings, Mr Tan Thai Yong, states, “Hull T217 remains a valuable and uniqueasset to the subsea industry – she is capable of high performance manoeuvres and has greatoperational flexibility. PaxOcean intends to complete all equipment commissioning and trials of the vessel. It is the intention of PaxOcean to sell the vessel at the right price.”A subsidiary of Kuok (Singapore) Limited, PaxOcean is an established builder of sophisticated jack-uprigs and vessels for the offshore and marine markets; and a trusted provider of expedient solutionsto meet repair and

conversion needs.PaxOcean operates six shipyards across the region inSingapore, China and Indonesia. Hull T217, classed by American Bureau of Shipping, is equipped with four fixed-pitch Azimuththruster units and full DP3 capacity, which enables automatic as well as manual dynamic positioningand heading control in harsh environmental conditions, and has a multiple inherent fail-safe capability. Designed by STX Canada Marine Inc, the CSS vessel has a semi-

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submersible hull makingher a cost-effective alternative to large diving support vessels (DSV) and traditional semisubmersibles in providing subsea services as well as light well interventions operation.

Asia Tankers-Fall in VLCC tanker rates short-lived as cargo demand remains strong

By Keith Wallis

Rates for very large crude carriers (VLCCs) on key Asian routes could nudge lower next week as charterers seek to put a ceiling on freight rates and Christmas holidays curb fixing activity, although rates will remain close to four-year highs, brokers said. A fall in rates could be short-lived because tonnage remains tight and tanker demand for the first 10 days of January remained strong, brokers added. "I wouldn't be surprised if the market continues to move lower," said Kevin Sy, freight derivatives broker with Singapore's Marex Spectron. Sy estimated that 23 VLCC cargoes from the Middle East still to be fixed for the first 10 days of January, slightly more than the 21 charters which had been concluded."Tonnage is quite tight," Sy told Reuters on Friday. He estimated 121-130 Middle East VLCC cargoes would be fixed for the whole of January. Daily earnings for a voyage from the Middle East to Asia climbed to 81 on the Worldscale measure, equivalent to $97,500 per day, on Dec. 17, the highest since February 2011, but had since fallen. Charterers have been "killing the market off over the last two days" by concluding off-market charters and using contracts of affreightment to put a ceiling on further rate increases, a Singapore VLCC broker said on Friday. Owners could seek to push rates higher, although whether they are successful would depend on the chartering activity next week."With Brent at $58-$59 a barrel I can't see demand for ships falling off. It's a bit of a cliffhanger for charterers," the Singapore broker said.Rates for a VLCC voyage from West Africa to China also corrected, but are still close to a four-year high.VLCC rates for the benchmark route from the Middle East to Japan climbed to W78 on Thursday, up from W73 a week earlier.Rates for West Africa to China rose to W70 on Thursday, against W66 last week. They hit W72.5 on Dec. 17, the highest since March 14, 2011.In other trades, rates for 80,000-tonne Aframax tankers from Southeast Asia to East Coast Australia fell to around W108 on Thursday, from W111 last week.Clean tanker rates from Singapore to Japan were close to W120 on Thursday, slightly higher than W119 a week earlier."The market is pretty active. It's been busy and rates are holding," said a Singapore-based clean tanker broker on Friday.The next tanker report will be on Jan. 9 due to the Christmas and New Year holidays. Source : Reuters (Reporting By Keith Wallis; Editing by Anand Basu)

S.Korea court rejects arrest warrant application against KOGAS CEO

A South Korean district court has rejected an application for an arrest warrant against the president and chief executive of Korea Gas Corp (KOGAS) , Jang Seok-hyo, for allegedly taking bribes worth hundreds of thousands of dollars. The court said in a note on Thursday that there is no concern that Jang will flee or destroy evidence.

Jang is suspected of receiving bribes and committing breach of trust in connection with his work at an LNG tanker tugboat company that he headed before taking over in 2013 as CEO of state-run gas company KOGAS, also the world's largest corporate buyer of liquefied natural gas (LNG). A spokesman for the Incheon District Prosecutors' office said that the office will continue to investigate the case. The prosecutors began the probe in August and submitted the warrant application late on Wednesday. "We could seek an arrest warrant again if further investigation changes the situation, or we could indict him without physical restraint," the prosecutors' office spokesman told Reuters by phone.

If he had been arrested, it would have been the second time in 11 years that a head of KOGAS had been detained over bribery charges. Jang, who started his career at KOGAS in 1983 before joining the tugboat firm in 2011, could not be reached for comment. A KOGAS spokesman said: "We learnt of it by reading local media reports ... we see little impact on the company as KOGAS is not a small company and is running systematically." source : Reuters (Additional reporting by Brian Kim in SEOUL and Jacob Gronholt-Pedersen in SINGAPORE Editing by Edmund Klamann, Himani Sarkar and Michael Urquhart)

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CASUALTY REPORTING Two workers die as dredger sinks in

Shitlakkhya Two workers died as a dredger sank in the Shitlakkhya River (Bangladesh) being hit by another dredger at Saoraid in Kaliganj upazila on Thursday. The deceased are Sawkat Ali and Noab Ali, hailed from Chilmari upazila of Kurigram district. Local said the dredger which was engaged in extracting sand from the Shitlakkhya River sank in the river after it was hit by another dredger early Thursday. On information, fire service divers went to the spot and recovered the bodies of the two workers from the cabin of the sunken dredger. Source : prothom-alo

NAVY NEWS

HNLMS KAREL DOORMAN departing Gibraltar last Thursday with cars loaded for help in the Ebola crisis in W.

Africa. Photo : Tony Singh. ©

Undisclosed report skewers Navy ship procurement process

Report says policy delays have eroded buying power and political considerations and industrial policy have trumped military requirements

OTTAWA—An options analysis for how the Canadian navy can cover the gap in military supply ships is now sitting on Defence Minister Rob Nicholson’s desk, but there are some contentious suggestions he likely won’t see.There’s a growing divide in the military community about precisely what kind of ships should replace the aging HMCS Preserver and HMCS Protecteur, which are being decommissioned ahead of schedule.The Harper government

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plans to build two joint support ships in Vancouver under its politically popular national shipbuilding strategy, but those vessels are at least eight years away and National Defence is searching for ways to fill the void.

Options have been provided to the minister, the commander of the navy told a Commons committee last month.

But an independent report—which is not part of the navy’s recommendations—questions whether waiting for the new ships to be built is the most cost-effective approach. That analysis has been gathering dust in the office of the parliamentary budget officer.It was written last year under contract by two experts at the Conference of Defence Associations Institute and meant to form part of the budget officer’s overall report on the joint support ship plan.

However, it was left out because senior retired naval commanders disagreed with the recommendations.The dispute provides a behind-the-scenes glimpse at the vested interests involved and how industrial policy often trumps military requirements and capability needs.The independent evaluation, penned by retired colonel George Petrolekas and defence analyst Dave Perry, recommended buying a French Mistral-class landing ship and converting at least two civilian-grade tankers into refuelling vessels. Not only would that provide the navy with greater capability and flexibility, it would be cheaper than the current $2.9 billion plan, the analysts argued. The “mixed-fleet package is the only means of providing both the joint capabilities and the replenishment capabilities at a speed of 20 knots, within the budget envelope,” said the draft report, a copy of which was obtained by The Canadian Press.“We believe that this is the only option worthy of detailed scrutiny by the PBO that could provide the capabilities envisioned in the 2006 (statement of requirements).”

The parliamentary budget office wouldn’t discuss why the report’s findings didn’t make it into its final report, other than to say it commissions a lot of research as part of its due diligence.Perry said the point of the analysis was to help the PBO, and ultimately the government, to broaden their thinking on the issue.“Other countries ask themselves: What is the best capability you need and how do you get it?” he said.

“We do it the other way around. We ask: How much capability can you get within this budget, building it according to these conditions and doing it within our existing procurement practices.” And often, political considerations and industrial policy rule the roost. The Harper government and the navy are tied into the national shipbuilding strategy, which is intended to rebuild the fleet of surface ships and coast guard cutters with made-in-Canada vessels. The negotiation of umbrella agreements with two shipyards—Vancouver’s Seaspan and Irving Shipbuilding in Halifax—and the subsequent defence procurement strategy are considered among the government’s signature accomplishments when it comes to the military.The analysis, however, questions the kind of benefit Canadian industry will get and whether the delay and potential extra cost associated with the strategy are worth it from an economic and military perspective.“The NSPS dictates that the vessels will be ‘built’ in Canada, but provides no explanation for what this actually means, beyond employing a Canadian shipyard,” said the report.“It is clear, however, that many important components will very likely have to be sourced internationally, and potentially the design as well. Nonetheless, procuring ships through the NSPS process will ensure that they will be considered ‘Canadian.”’The joint support ships were originally ordered by Paul Martin’s Liberal government, but the initial program was cancelled and restarted by the Conservatives because the first round of bids exceeded the budget envelope. The program was further delayed and is not slated to produce its first ship until 2018-19 because it was rolled into the shipbuilding strategy.The analysis says the delay has eroded the budget.“The net result is that rather than actually having $2.6 billion to spend on new ships, the erosion caused by various ”charges“ and ”risk factors“ mean that at best, only $1.8 billion is available for new ships—close to a 30 per cent erosion of buying power,” the report concludes. Source canadianmanufacturing

HQ-184 Haiphong Submarine on the Way to Vietnam

Interfax-AVN news agency said, the third Kilo submarine HQ-184 HAIPHONG for Vietnam was taken on board the transport ROLLDOCK STAR and began the journey to Cam Ranh Bay. Source : defense studies

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China lodges protest after Obama approves Taiwan frigate sale

China said on Friday it had lodged a protest with the United States after President Barack Obama signed into law legislation authorising the sale of up to four Perry-class guided missile frigates to Taiwan. Foreign ministry spokesman Qin Gang said the Taiwan issue was one of China's core interests and remained the most important and most sensitive issue in Sino-U.S. ties. "China firmly opposes the arms sale to Taiwan by the U.S. This position is resolute, clear and consistent," Qin told a daily news briefing."It is a crude interference of China's internal affairs, damages China's sovereignty and security interests and goes against the trend of peaceful development in cross-strait relations," he added "China expresses strong dissatisfaction and firm opposition to this and has lodged solemn representations with the United States both in Beijing and Washington. We reserve the right to take further action." Taiwan's defence ministry, which plans initially to buy two of the ships, expressed its thanks to the United States for approving the sale, saying it was in keeping with the U.S. commitment in the Taiwan Relations Act to support Taiwan's security.Under the Taiwan Relations Act, enacted in 1979 when Washington severed formal ties with the island in favour of recognising the People's Republic of China in Beijing, the United States is obligated to help Taiwan defend. U.S. weapons sales in recent years to Taiwan have attracted strong condemnation in China, but have not caused lasting damage to Beijing's relations with either Washington or Taipei.China and Taiwan have been ruled separately since defeated Nationalist forces fled to the island at the end of a civil war with the Communists in 1949. China has never renounced the use of force to bring Taiwan under its control. While Taiwan and China have signed a series of landmark trade and economic agreements since 2008, political and military suspicions still run deep, especially in democratic Taiwan where many fear China's true intentions. China's military modernisation has also been accompanied by a more assertive posture in its regional territorial disputes.Source : Reuters (Reporting by Sui-Lee Wee; Additional reporting by JR Wu in TAIPEI; Writing by Ben Blanchard; Editing by Robert Birsel)

The Philippines Wants Submarines to Deter China

The Philippines is seeking to procure three submarines a senior Philippines naval official announced on Wednesday. According to numerous local media outlets, Caesar Taccad, the vice commander of the Philippines Navy, said that the navy has begun laying the decade-long groundwork necessary to build an effective submarine fleet. “Submarines take a lot of gestation period,” Taccad was quoted as saying. “The rule of thumb in the development of support facilities, the people and technology of operating such a force is 10 years. Now when should we start? We can start now so we can [acquire them] 10 years from now.”

Taccad also r evealed that the Philippines Navy had created a submarine office last year to help facilitate this process. “Actually we already formed a submarine office in the Philippine fleet,” he said. The rear admiral said that the country was ultimately hoping to acquire at least three submarines but that financial constraints might limit them to only two vessels. “If you cannot afford three, get two just like we're getting two frigates and two strategic sealift vessels so they can replace each other during maintenance. If you only procure one and continuously use it, it will only last for 5 years,” he explained.

Amid ongoing disputes with China over overlapping claims in the South China Sea, the Philippines has spent PHP41 billion ($925 million) on modernizing its military platforms since President Benigno Aquino took office in 2010. Still one of the weakest military powers in the region, last month President Aquino pledged to devote an additional PHP91 billion ($2.01 billion) to modernizing the country’s defense by 2017. Much of this, including the submarines, will go to procuring platforms to counter China in the disputed waters. “We need submarines for deterrence,” Taccad explained at the press conference.

It is not the only one, as states throughout Asia have been looking towards submarines to counter China’s growing military might. Japan has long fielded a capable undersea fleet, and is in the middle of procuring ten Soryu-class subs. It also seems increasingly likely that Australia will purchase its own Soryu-class subs from Tokyo. South Korea has also long maintained an undersea fleet, which it is rapdily expanding, and Taiwan is seeking to build new subs indigenously. Even before the Philippines’ decision, Southeast Asian waters have become increasingly crowded with various submarine fleets over the years. All three nations that sit atop the Malacca Strait-- Singapore, Malaysia, and Indonesia-- operate submarines and, perhaps most notably, at least with regards to China, Vietnam is spending $2.6

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billion to acquire six Kilo-class submarines from Russia. No word yet on which country the Philippines might turn to when it comes time to purchase its own undersea fleet. Zachary Keck is managing editor of The National Interest. He can be found on Twitter: @ZacharyKeck.

German shipbuilders ThyssenKrupp convinced they remain in race for

Australian submarine contract German shipbuilders jostling to win the right to build Australia's next fleet of submarines are convinced they will remain in the race for the project when the Government announces a selection process "within days". ThyssenKrupp Marine Systems has offered an enlarged version of an existing conventional submarine on a fixed price contract it claims could be capped at $20 billion for 12 boats.Sources close to the bid team have acknowledged that Japan's Soryu class submarine probably remains in favour with the Australian Government, but added they "did not believe it's cut and dried with the Japanese solution" and the Government was "going to too much trouble" to keep them engaged.

The ABC has previously reported the Government was due to make an announcement on the submarine selection process earlier this week but delayed it after the Martin Place siege in Sydney. The replacement of the Collins class submarine from around 2026 will be Australia's biggest ever defence project, with some estimates ranging over $60 billion.

The ThyssenKrupp bid team has pressed its case at "the highest level of government" for a "competitive process" to select the bidder.The company anticipates that it, the Japanese, and French shipbuilder DCNS would likely be included.

European bidders hopeful of competitive process Remaining in the race through a competitive process would represent a win of sorts for the French and Germans – and possibly a Swedish bidder – who have feared the Government might engage in a direct and secretive government-to-government military sales negotiation with Japan.It hopes a "competitive process" could include a formal and funded "requirement study", in which bidders quote and price on the Navy's defined needs, or a "competitive dialogue".A formal tendering process is considered unlikely.ThyssenKrupp's claimed $20 billion fixed-price contract has been dismissed by some analysts as unrealistic, especially as the model it would offer to Australia - the 4,000-tonne HDW Class 216 - does not yet exist.But the company maintains that "80 per cent" of the boat already exists in the form of smaller models now being built for other countries.

The Germans' bid is based on building parts of the submarines at multiple shipyards around Australia, then completing construction in Adelaide.However, it has acknowledged time savings of between six and 12 months could be achieved by doing some of the construction at its massive shipyard in Kiel, Germany with 2,435 employees.

German sub 'could lurk underwater for weeks' It would also propose variations including sending Australian workers to Germany to build and train on the first two boats.The Australian team would then return home to lead construction on third and subsequent boats.According to ThyssenKrupp, its proposed 4,000-tonne submarine would accommodate Australia's preferred US torpedo systems, store energy in modern lithium ion batteries and would have an ability to lurk below seas for more than three weeks with what is known as air independent propulsion systems.The Rudd government's initial announcement of the Sea 1000 submarine project in the 2008 Defence White Paper was for a fleet of 12 boats. The Abbott Government remains unclear on whether it will stick with a dozen.Many defence analysts believe the fleet could be whittled back to between six and 10 boats. Source : abc.net

SHIPYARD NEWS Wenchong Shipyard wins order for two

small container vessels By Lee Hong Liang from Singapore

Guangzhou Wenchong Shipyard has won an order to build two small 1,700 teu container vessels for a German shipowner. The newbuildings are scheduled to be delivered in 2016, according to Wenchong Shipyard, subsidiary of China State Shipbuilding Corporation (CSSC).A previous newbuilding contract won by Wenchong Shipyard was in

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September for two 1,100 teu container vessels ordered by Ningbo Marine. The new vessels are slated for delivery between the second quarter and third quarter of 2015. Source : seatrade-global

ROUTE, PORTS & SERVICES

Philippines’ bunkering hub forced to relocate Manila: Ships calling the Philippines in need of bunkers will have to look for new sources come the middle of next year. A long running campaign to shift an old, crumbling oil complex from a crowded part of Manila has succeeded with authorities demanding that all oil companies move out of the 30 ha Pandacan oil depot by July 15 next year. The facility has had many leaks and explosions over the years and is located in a densely populated urban area.The Pandacan oil depot supplies roughly 50% of the country’s total fuel demand and 100% of the transport and industrial sector’s lubricants.The Pandacan oil depot, which also serves 70% of the shipping industry’s fuel needs and 75% of the region’s aviation fuel requirements, has been an industrial zone for 90 years.An alternate bunkering hub controlled by San Miguel Corp and Petron is likely to become more prominent next year at Manila’s North Harbour. Source : Seashipnews

Maersk says will continue to operate in Russia as planned

COPENHAGEN: Denmark's AP Moller-Maersk said its four subsidiaries with activities in Russia continue to operate as planned despite the recent sharp drop in oil price and the rouble's collapse. "The Group's business with Russia amounts to some two to three percent of our total revenue. In the current situation, where Russian purchasing power and foreign trade is negatively impacted, our shipping business in Russia is also affected," AP Moller-Maersk wrote in an mail to Reuters.

World's largest container shipping company Maersk Line, port operator APM Terminals, logistic company Damco and the world's biggest tugboat operator Svitzer are all active in Russia. Fears of a full-blown Russian crisis are leading investors to build up negative bets on European companies exposed to the country, such as brewer Carlsberg or Finnish tire-maker Nokian Renkaat. AP Moller-Maersk acquired 37.5 per cent of the Russian port operator Global Ports in September 2012 in a transaction that valued the port operator at approximately $2.3 billion. Global Port's London-listed shares have dropped by 73 per cent since the transaction.source : indiatimes

New APMT Rotterdam terminal will have zero-emission footprint

APM Terminals said one its nw Rotterdam terminals will be the first in the world to have a zero-emission footprint, thanks to a two-year contract to buy wind-generated electricity. The two-year, $6.2 million contract with NV Nuon Energy to power APMT’s new Maasvlakte II terminal takes effect Jan. 1. Maasvlakte II began landside operations on

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Nov. 26, and will begin receiving regular services in February. APMT said the 212-acre fully automated terminal is the most technologically advanced container facility in the world.

“We are very proud of our technological advances in making this the world’s first zero-emission terminal operation to improve the port environment and set the industry pace in sustainability” APM Terminals Maasvlakte II Managing Director, Frank Tazelaar, said in a press release.The entire terminal runs on electricity and battery power, from electric quay and yard cranes to electric, battery-operated lift vehicles. The wind-power will make Maasvlakte II completely environmentally sustainable, APMT said. The terminal has an annual capacity of 2.7 million TEUs. Source : journal of commerce

Nidera Acquires Terminal in Port of Constanta

Nidera has fully acquired the USA/USC Terminal in the port of Constanta, Romania. With the full ownership Nidera secures its position in this strategic port at the Black Sea. The port of Constanta is a traditional partner for Central and Eastern European countries with high agricultural production. It plays a key role in the export of these products from the inlands of Romania and the Balkans. Throughout the past years Nidera has already been using this terminal for the export of various grains and oilseeds. However, with an ever increasing market share as a result of improvements in our origination program, full ownership of such a terminal in the port of Constanta is essential for the realization of our growth strategy in this region.

The terminal is a welcome addition to the two currently owned inland silos and the two planned silos in Romania. This new network of facilities will allow us to further increase our origination capacity and optimize our logistics. The current USA/USC Terminal is known to be the most efficient in the port of Constanta. Marc Kwakkelstein, Executive Vice President Europe of Nidera: "This acquisition fits perfectly in our growth strategy. It is a great opportunity for Nidera to establish and sustain a leading position in the origination and distribution of agricultural commodities in Central and Eastern Europe." The terminal has a total storage capacity of 250,000 metric tons and is able to load two Panamax vessels at the same time, with loading facilities for trucks, trains and barges. Nidera is a major international agribusiness and trading company with an annual turnover in excess of USD 17 billion. Nidera was founded in Rotterdam (the Netherlands) in 1920, with its early activities focusing on grain and foodstuffs merchandising in the regions from which it took its acronym: Nederland, (East) Indies, Deutschland, England, Russia, and Argentina. Currently Nidera has domestic and international operations in 21 major export and import countries and distributes its products to more than 60 countries in the world. By consolidating its presence throughout the value chain, Nidera has created a platform that efficiently connects agricultural producers and food consumers. SOURCE Nidera

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APM Terminals set to begin construction in 2015 on $1 billion Costa Rica port after

environmental study approved A makeshift beach hut frames a cargo ship waiting to dock at Costa Rica’s Moín Port. Lindsay Fendt/The Tico Times After years of lawsuits, appeals, and a strike in October that paralyzed the ports in Limón, APM Terminals is finally set to start construction on a new $1 billion terminal on Costa Rica’s Caribbean coast. The green light comes after the National Technical Secretariat of the Environment Ministry (SETENA) announced Wednesday afternoon that it had

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approved the project’s environmental impact study, one of the last major hurdles. The Dutch company APM Terminals already had won several appeals by the Atlantic Port Authority’s union to block the project from moving forward.

Advocates of port modernization, which likely will begin in 2015, say it will create hundreds of jobs and serve as a catalyst for development in the Caribbean province, the poorest in Costa Rica. Environmentalists vowed to contest SETENA’s decision. The environmental assessment’s approval is valid for two years.

SETENA issued its decision months ahead of schedule and with little fanfare. The agency issued a statement in late October saying it would push back notification to March 2015, after the Costa Rican Federation for Environmental Conservation (FECON) presented documents alleging irregularities in the environmental impact study that favored the project.The dockworkers union, SINTRAJAP, had hoped the the move would achieve what their October strike could not by forcing another environmental assessment and an evaluation of the contract terms. Unions have fought the concession since it was first signed by former President Laura Chinchilla in 2011.In 2012, a San José administrative court upheld the concession contract.

Álvaro Sagot, an environmental lawyer who along with Mauricio Álvarez of FECON had urged SETENA to reject the environmental impact assessment, told The Tico Times they planned to appeal the decision to Environment Minister Edgar Gutiérrez, likely in early January.Sagot said that if the appeal to Gutierrez was unsuccessful they would turn to the Administrative Contention Court. Environmentalists are concerned about the project’s potential to harm Caribbean reefs in Costa Rica and Panama from sediment displacement.

“Limón deserves development, that goes without saying, but not at the cost of the environment,” Sagot said in the telephone interview.Environmentalists and the dockworkers union might be on the ropes after the SETENA decision, but the business sector celebrated the announcement.“Costa Rica urgently needs to modernize its Caribbean ports,” said Union of Private-Sector Chambers and Associations President Ronald Jiménez in a statement. “According to the Global Competitiveness index Costa Rica is among the nations with the worst port infrastructure [115th out of 144 countries studied],” Jiménez said.

Costa Rica has some of the worst port infrastructure in the world, yet 80 percent of its maritime cargo passes through the ports in Limón. APM Terminal’s 33-year concession grants the Dutch company exclusive rights to build and handle container traffic at the new terminal, which will float off the coast of Moín.APM Terminals published a poll in October showing that 88 percent of respondents in Limón believed the port would have a “positive impact” on the community. Source : ticotimes

TOO seals Brazil contract Teekay Offshore Partners (TOO) has secured a contract to supply an FPSO for work in waters off Brazil. The contract was awarded by a consortium led by Queiroz Galvao Exploracao e Producao SA (QGEP). The value of the deal was not disclosed.

In connection with the contract TOO has agreed to acquire the Petrojarl I FPSO from parent Teekay Corp for $57m. It is then due to be upgraded at the Damen Shipyard Group’s Schiedam Shipyard in the Netherlands for a fully built-up cost of about $240m, which includes the cost of acquiring the Petrojarl I. The FPSO is scheduled to commence operations in the first half of 2016 under a five-year charter contract with QGEP.

TOO says the charter contract is expected to generate annual cash flow from vessel operations of about $55m to $60m. The Petrojarl I FPSO will be used as an early production system (EPS) unit on the Atlanta field which is located 185 km offshore in the Santos Basin. The field is at a water depth of about 1,550 meters and contains an estimated 260m of recoverable barrels of oil equivalent.

“We continue to secure new, accretive growth in our Offshore Production business with our second contract award in just three months,” said TOO chief executive Peter Evensen.“The QGEP contract award further strengthens the Partnership's position in the fast-growing Brazilian offshore market.” Source : Tradewinds

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

“Tugs in Camera”. Coastal Shipping Publications recently published “Tugs in Camera”, written by Dominic and Bernard McCall.Many people are interested in ships generally and many are interested in specific types of ships such as warships or cruise vessels. Tugs, too, have an enthusiastic following and many modellers are also keen on these vessels.

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In this fascinating book, the authors have taken the unusual decision to present a set of images mainly in portrait format, rather than the landscape format of most pictorial albums, as it seemed that tugs in particular lent themselves to this format for aesthetic reasons. Not all towage involves shiphandling. Tugs are used for other towage tasks involving barges and cranes and other floating equipment. They are also used to support a wide range of civil engineering projects. The photographs in this book give a very good coverage to all types of tugs. The captions provide a detailed history of each tug and show that the towage industry has seen constant takeovers and mergers amongst the owning companies.

This book will appeal to all ship lovers. Strongly recommended! “Tugs in Camera” (ISBN 978-1-902953-67-0) is a hardback book, A4 size, of 96 pages, lavishly illustrated. The price is £19.50, exclusive P&P (£3 European postage). Ordering via the bookshop, or directly via the publisher, Coastal Shipping, 400 Nore Road, Portishead, Bristol BS20 8EZ, UK. Tel/Fax: +44(0)1275.846178, www.coastalshipping.co.uk , e-mail: Bernard@coastalshipping.co.uk.

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