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Number 322 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Thursday 16-11-2017
News reports received from readers and Internet News articles copied from various news sites.
The Iskes Towage & Salvage owned tug VENUS assisting the MAERSK MC-KINNEY MOLLER in
Rotterdam-Europoort
Photo : Willem Holtkamp - http://fotomaker.jalbum.net/FOTOMAKER/ ©
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ships, the MSC Napoli, was beached in Lyme Bay in 2007, having suffered structural failure. A recent search of half of their 471
fleet failed to find one British registered ship: though they are in the process of puttingthree former Hanjin Line vesselsunder
the Isle of Man flag.A third group that is flying the Red Ensign on one or more of their vesselsare the French CMA-CGM Line,
again with foreign crews. It would be folly indeed to expect that entities such as these would have any interest in our prosperity
post Britexit, or our survival in a war. It is difficult to get meaningful figures for the number of British owned merchant vessels
that are suitable for deep sea voyages and even more difficult to separate out the many specialist oil industry ships. What can
be said is that the fleet is a shadow of what it was.
5. During the Second World War Britain lost about four thousand merchant ships. The exact number is not clear as the
official total of 4,786 ‘British Merchant Vessels Lost’ includes Allied and Neutral ships. Even in the darkest days of 1941 our
merchant fleet delivered at least a third of the food that the country desperately needed. They did so much more. Merchant
ships took part in every evacuation; particularly noteworthy, and largely unknown to this day, was the evacuation of 139,000
British and 46,000 Allied troops in the three weeks after Dunkirk. At the same time they carried many thousands of civilians to
safety, often in basic tramp ships. Most of the service personnel and civilians who got away from Singapore were saved by
merchantmen. They also backed up every landing, culminating in D-Day when half of the Infantry Landing Ships (as opposed to
the smaller Landing Craft) were provided by the Merchant Navy, they served both British and American beaches. The first
coaster convoy reached Normandy later that day; their larger cousins, in this case twelve British Liberty ships, arrived on
schedule on the following morning. Each carried about 350 troops, their vehicles, fuel and stores – plus thousands of tons of
war materiel. In all over 850 merchant ships were involved in the operation, crewed by almost 50,000 men and at least one
woman. The merchant fleet ferried many hundreds of thousands of troops across the Atlantic and even manned Merchant
Aircraft Carriers.The Falklands crisis was their last hurrah. The ships that went ranged from the Queen Elizabeth 2, the
Canberra, and the Atlantic Conveyor,to many small cargo ships and tugs. All were British manned. We could no longer send
such a fleet.
6. Some draw comfort from the continuing strength of the support services, such as marine insurance, maritime lawyers,
and banking firms; but these will wither with time. This is already noticeable in at least one sector: marine salvage work is often
carried out under what is known as Lloyds Salvage Form; operations under this form of contract are settled by arbitration. A
recent Roose and Partners newsletter shows that an average of forty seven such contracts were carried out in the years
2013/2015; compared to sixty seven in previous three years. Going further back the figures on the Lloyd’s website show an
even more pronounced drop. The earliest totals quoted are for 1990; in the three years from then the averagenumber of new
contracts were 173.
7. At the time of writing the international shipping business is in recession. Panamax container vessels as young as ten
years old are being sold for demolition, a similar situation exists with bulk carriers.This could present an opportunity to rebuild
our national fleet; but, by the time this paper is read, the chance may well have passed. As has been mentioned before the
shipping industry is cyclical and one needs to take a long term view.
8. After Britexit Britain will need a national fleet and that fleet should be manned by British officers and ratings. While no
one would expect the numbers to equal the 180,000 or so who were at sea during the Second World War; there is surely an
opportunity to provide employment for, say, a quarter of that number. In the war, the Merchant Service also provided
manpower for the Royal Navy, both those who were temporarily or full-time members of the then Royal Naval Reserve; and
many others who kept their civilian status but joined under what was known as the T124 scheme.
9. We do still have a number of British mariners, but their average age is high. Their moral is probably low as they have
often been replaced, often without notice, by crew from other countries who are prepared to work for lower wages and tolerate
poor conditions. Our merchant seamen are a resilient and stoic group, as was shown whenso many returned in 1939, despite
the way they had been treated in the Depression. Given the right encouragement they would again answer the call.
10. The writer was only a humble Apprentice at sea during the early 1950s, so he has no idea of the financial arrangements
that were put in place by the governments of the time. They were obviously successful as the fleet was rapidly re-equipped; so
similar arrangements should again be arranged. Subsidies should be avoided. There are still a few British companies in
shipping; they include Bibby, Clarkson, Denholm, Fisher, Houlder, Mann and Weir. Some of the other families who were
involved still have members with current or recent experience. Crews should be given security of employment and know that
they are valued. If the government wishes to continue the present UK Ship Register it could be reformed as an International
Register, on the same lines as the Norwegian International Register. A new National Register should then be set up for bone
fide British ships. As the Red Ensign has lost much of its value now it is flown on foreign ships and every yacht one sees,
perhaps we should consider putting a new National Fleet under the Blue Ensign!
Written by : Roy Martin
The ATR-20 was laid down by Camden Shipbuilding & Marine Railway Co., Camden, Maine, 20 January 1943; launched 18
October 1943; sponsored by Miss Joy D. Creyk; transferred to the United Kingdom under lendlease 24 April 1944; and
commissioned as HMS JUSTICE at Boston, Massachusetts, the same day, Lt. J. S. Allison, RNR, in command. During the
remainder of World War II, JUSTICE served as a rescue tug in the Royal Navy. She reportedly served at the Normandy
invasion in June 1944 Justice was returned to the U.S. Navy on 20 March 1946 and redesignated BATR-20. She was struck
from the Naval Vessel Register on 3 July 1946 and sold 3 October 1947 to Leopoldo Simoncini of Buenos Aires as the Costa
Rican-flagged St. CHRISTOPHER. In 1953 she was chartered for salvage operations in Beagle Channel on the sunken
Hamburg South America Line ocean liner SS MONTE SERVANTES along with several Argentine Navy vessels After suffering
engine trouble and rudder damage in 1954, she was laid up at Ushuaia, Argentina. She was beached in position 54.809694°S
68.308117°W and abandoned there in 1957, and, in 2004, had her remaining fuel oil removed. As of today,
ST.CHRISTOPHER is still grounded and abandoned at Ushuaia Patagonia – Argentina Photo : Harrie Nijenhuijzen (c)
with cyber-attack. Alexis Cahalan, formerly of the TT Club, now with Thomas Miller Law based in Sydney, emphasized the
logistics and freight forwarding community’s particular vulnerability to disruptive cyber activity. “Operations which are
characterized by widespread office networks; reliance on multiple third party suppliers; IT systems predominantly of an in-
house, legacy nature, which are poorly protected by security software; and a lack of open communication and reporting of
damaging past cyber experiences, are common within the global logistics community. These characteristics lead to greater
risk,” Cahalan emphasized. Her conference paper, entitled ‘Cyber Risk: Protecting Your Assets from Invisible Attack’ referenced
the recent “not Petya” incident as evidence that the risk of cyber attack is now a reality which needs to be seriously addressed
by all participants in the transport supply chain. “There is a case for employing a corporate culture of risk management to
assess these vulnerabilities within individual companies and to develop a response framework with this in mind,” advised
Cahalan. Risks are increasing rapidly not just in terms of greater hacking and malware activity. The desire for supply chain
visibility and efficiencies is driving technologies, such as IoT (Internet of Things and access through smart phones and the like.
There is a danger that rapid adoption of such technology means many companies have yet to consider thoroughly the cyber
security implications of BYOD (‘bring your own device’) procedures. TT Club is committed to preparing appropriate loss
prevention and risk management advice and support for freight transport operators on an ongoing basis. Defensive action in
such a challenging environment can’t be whittled down to just one area of operation. However, human behaviour, both a
successful supply chain’s greatest strength and weakness, can be usefully targeted. “Employee awareness of the potential
dangers of day-to-day activities will help with cyber defences. Trust in email communication, auto-connect Wi-Fi settings and
password protocols, peripheral equipment and flash drives, computers in general, should all be monitored and reviewed,”
concluded Cahalan. “Staff and contractors should be brought to understand that the critical balance between ease of operation
and security may bring inconvenience. A corporate culture that articulates, enforces and educates cyber defence will achieve
much in terms of mitigating risk.”
Dhows waiting next to their cargo at Deira (Dubai). Most probably for Iran. Photo: Jacco van Nieuwenhuyzen (c)
room. JRC’s fully integrated navigation and communication design concept meets the highest standards of all main class
notations for an Integrated Navigation System (INS).
CLICK at the photo left !
Besides the reliable and in-house developed equipment,
we have incorporated our latest DNV-GLINS type
approved multi-functional integrated bridge system to
ensure the safety in operation. JRC is a world leading
marine electronics producer specializing in the design
and manufacture of industry compliant products.
Alphatron Marine is a world renowned supplier of
integrated bridge solutions, representative of major
industry brands and manufacturer of unique
complementary products to the JRC portfolio. With the
full support of Centers of Excellence in Tokyo,
Singapore, Houston and Rotterdam, the combined
synergies bring quality and innovation to owners,
operators and shipyards, redefining the future of ocean, offshore and river navigation.
The HAPPY DYNAMIC outbound from Rotterdam passing Hoek van Holland
Photo : Willem Holtkamp - http://fotomaker.jalbum.net/FOTOMAKER/ ©
OOS Energy, an affiliated company of Holding OOS International Group B.V., has revealed its gamechanging
vessel.
The Multi Activity Unit (MAU) is a newly designed self-propelled, dynamically positioned jack-up capable of performing a wide
range of services. he unit is equipped with a high efficiency Plug & Abandonment (P&A) package able to perform well
intervention/workover, drilling operations and
performing activities simultaneous on multiple wells.
The unit is further equipped with a large
accommodation and 2 x 1200MT cranes, which
supports in removing the majority of platforms in the
Southern North Sea or other areas in the world with
water depths up to 80 meters. In addition, with this
unit OOS Energy is able to transport and offload
removed structures without the support of other
vessels or heavy lift equipment. Its design and lifting
capability provides an immense efficiency that can
also be used in the offshore wind energy sector for
installation of monopiles, jackets and turbines.
During the design OOS Energy, in cooperation with
the vessel designer, ensured that for all operations
the capability of the unit is maximized while keeping
the size within limits. “The strength of our concept
is SIMOPS (simultaneous operations); combining
P&A with heavy lift operations up to 2,400T
without the need of a marine spread or
mobilizing multiple vessels is in our view a cost
reducing exercise. The MAU will be available to
all parties involved within the
P&A/decommissioning and wind installation
market. Discussions are well underway with
potential clients recognizing the efficiency of this
unit,” says Mr. Léon Overdulve, CEO of OOS
International. OOS Energy is actively working on
finalizing the equipment packages and in final
discussions with shipyards for the construction of
two units with an expected availability in Q4-
2020 and Q1-2021. The first unit is to be named
LUCTOR ET EMERGO
Stuart Tibbert at the helm and crew members Grant Walkington and Chris Brompton. This is significant because the last time
Bridlington got a new lifeboat, the Mersey Class in November 1988, Grant and Chris' fathers, Fred and Andy, were on board.
The new Shannon-class will be named 'ANTHONY PATRICK
JONES.' Andy Brompton is the Deputy Launching Authority at
Bridlington Lifeboat Station, he said: "We're immensely proud
to have the name of a local donor on our boat and it gives it
that closer feeling to the crew and the town. Sadly it's come
about because Antony had an operation that went wrong and
he later died. But the money has come from a legacy that he
left to us. Chris is quite pleased at being o-board for the
arrival and I would imagine Grant will be the same.
Lifeboating throughout the county is a family thing and you
will find that on this station, we have two sets of brothers on
it and in the past, I can remember when we had five fathers
and sons on the station. So it is a thing that goes from
generation to generation." The new vessel arrived safely in
Scarborough Harbour on Saturday evening ahead of it's
journey to Bridlington. Source: Yorkshirecoast radio
KTK Tug LIMA II standby on the aft of Holland America Line’s ZUIDERDAM in Willemstad, Curacao
Photo: Willem Evertsz (c)
Operations says, ”Helm CONNECT Inventory provides seamless visibility to both onboard and shoreside crew members into their
inventory quantities, when they were last updated, how were they last updated, as well as the ability to transfer parts between
assets and warehouse” Since 1999, Helm Operations (formerly Edoc Systems Group) has been developing operations software
for the commercial maritime industry. Helm CONNECT is the flagship product of Helm Operations. Whether it is managing
safety and compliance, maintenance, inventory, billing, or jobs, Helm CONNECT gives you the information you need to do your
job more efficiently. It is the workboat industry’s first software designed through user experience principles, which makes it
intuitive for use by everyone in a workboat company, from the crew right to the CEO. Helm Operations serves 18 countries
worldwide with more than 1800 vessels. Some of the largest and most respected workboat companies in the world, including
Crowley, SVITZER A/S, Kirby, Ingram Barge, ARTCO, McAllister, SAAM SMIT, Florida Marine Transporters and Blessey Marine
use Helm CONNECT.
The OCEAN MAJESTY inbound at Las Palmas Photo : Alan Soutar (c)
WinGD’s low-pressure dual-fuel technology is offered on all Generation X engines. It enables the very stable combustion, high
fuel efficiency and low noxious and greenhouse gas emissions typical of lean burn gas combustion. X-DF engines comply with
IMO Tier III limits on NOx in gas mode and IMO Tier II in liquid fuel mode, both without EGR or SCR. With liquid fuel
consumption for pilot ignition below 1% of total heat release and the very low sulphur content of LNG, WinGD also sees X-DF
technology as the ideal solution to the 0.5% global cap on sulphur in marine fuels proposed for 1st January 2020. X-DF engines
also fulfil WinGD’s target of lower capital expenditure (CAPEX) and operating expenditure (OPEX). Complementing the
designed-in low maintenance of Generation X engines, low-pressure gas admission considerably reduces CAPEX and OPEX
associated with the high-pressure gas compression and supply equipment needed on low-speed engines with high pressure gas
injection.
spontane natuur aan de andere kant. De film laat zien hoe de natuur zich in dit economische hart van Nederland - tegen alle
verwachtingen in – even zo dynamisch ontwikkelt als de menselijke bedrijvigheid.
Natuurgebied versus industriegebied
Het decor van de eerste film, De Nieuwe Wildernis, was een gebied dat oorspronkelijk was bestemd voor industrie. Doordat het
ongemoeid werd gelaten, groeide het - bijna onbedoeld - uit tot een van de rijkste natuurgebieden in Europa en een wereldwijd
voorbeeld van Rewilding.
Voor De Nieuwe Wildernis 2 – Wild Port of Europe kiezen de makers juist voor een omgeving die bewust volledig tot
industriegebied is ontwikkeld: de havens van Rotterdam en Moerdijk, en omliggende industriegebieden. Hier ontwikkelt de
natuur zich spontaan tot een bijzonder dynamisch ecosysteem.
(Re-)cycle of life
De levenscyclus van planten en dieren in de Poort van Europa kent een onverwachte, extra dimensie. Hier gaat immers alles
voortdurend op de schop. Hun leefomgeving wordt voortdurend omgevormd en hergebruikt. Niets blijft bij het oude. De
‘traditionele’ cycle-of-life verandert in een Re-cycle of life. Letterlijk en figuurlijk!
Deze dynamiek stelt bijzondere eisen aan de bewoners en vraagt om durf, pioniersgeest en een enorm aanpassingsvermogen.
Sommige soorten blijken daar verrassend goed in te zijn! De Nieuwe Wildernis 2 – Wild Port of Europe vertelt hun verhaal.
Samenwerking met havenbedrijven
De havenbedrijven van Rotterdam en Moerdijk verlenen hun medewerking aan deze film, want die past uitstekend in hun
“streven naar het toevoegen van economische en maatschappelijke waarden en het realiseren van duurzame groei”, zegt
Ronald Paul, COO van het Havenbedrijf Rotterdam. “De beheerders van het Havenbedrijf besteden veel aandacht aan de flora
en fauna van het haven- en industriegebied. We hebben er vertrouwen in dat de film laat zien hoe natuur en industrie in de
haven samengaan."
The OOCL UNITED KINGDOM inbound for Rotterdam-Europoort during her maiden voyage Photo : Marcel Coster (c)
MacGregor, part of Cargotec, announced plans in September to establish its Head office in Singapore and ending a period of
more than three years of having operated with a virtual head office. To celebrate the opening of the Singapore head office,
MacGregor held a ribbon cutting ceremony on 1 November 2017 with invited guests including Paula Parviainen, Finnish
Ambassador in Singapore, Margriet Vonno, Dutch Ambassador in Singapore, Tan Kong Hwee, member of the Economic
Development Board of Singapore (EDB) and customers. "Cargotec aims to be a leader in intelligent cargo handling, serving
logistics industries with its three business areas. The maritime industry landscape has changed and we have seen
consolidations, increasing benefits of digitalisation and strong changes in the market environment," says Mika Vehviläinen, CEO,
Cargotec. "For MacGregor this is an exciting and important opportunity. The future growth of the shipping and consumer
logistics is happening more and more in Asia. Therefore, it is very important to be close to the leading market and we are proud
to have the home for MacGregor head office in Singapore. There are many good reasons for the decision, but the main driver is
innovation and being close to the source and capabilities Singapore can offer in that respect." "Although MacGregor roots go
back to 1751 in Norway with the Pusnes brand, this year marks the 80th anniversary for the MacGregor brand. This serves to
remind us how far we have come as a company. We have moved forward from our Nordic roots to Asia, close to our many
Asian customers and new innovation opportunities," says Michel van Roozendaal, President, MacGregor. "We continue to serve
our customers globally with our extensive presence in more than 30 countries. Singapore is a good location being in the
crossroads of Europe and Asia and offers us a stable home in our journey forward".
levels of utilisation whilst they prepare for the arrival of hulls currently under construction in Romania. However, newbuilding
activity is being supplemented by conversion, repair and maintenance work on a broad range of vessels, including coast guard,
fisheries and some offshore vessels.
Another well known Norwegian designer and builder, Ulstein Group, has developed what it describes as new-life solutions for
the medium-sized PX121 platform supply vessels (PSVs) it designed. A number of offshore vessel owners ordered ships based
on the design. The new-life concept capitalises on what Ulstein called the “inherent strength of the vessel’s solid platform”. One
option is the conversion of the PX121 into a service operation vessel (SOV) for the offshore wind industry; another is conversion
into a flexible inspection, maintenance and repair (IMR) vessel for the subsea market. “This is the time to consider
repositioning PSVs to a new life in a new market segment with an attractive cost base and short conversion time. The market in
renewables is bustling, and there is a constant need for inspection, maintenance and repair of subsea installations, both in
offshore wind and offshore oil and gas,” the company told OSJ. “A well thought through conversion can mean a new lease of
life.” The company says a PX121 could be converted into an SOV by upgrading the accommodation to 90 and installing a walk-
to-work gangway with adjustable pedestal and integrated elevator, a workboat and lifeboats. The upgrade would include
storage capacity for containers and for workshops. The company said it has also done a lot of work on how to ensure that a
converted PX121 re-roled as an SOV would have efficient workflow and onboard logistics, which are key to the operation of
SOVs. A PX121 could be transformed into an IMR vessel by installing extra accommodation, for a total of 60, and optional
lifeboats. With a 60-tonne crane and up to 700 m2 work deck, the vessel could take on IMR assignments worldwide, Ulstein
suggested. One of the latest designs from Marin Teknikk is Maersk Supply Service’s new Stingray-class subsea support vessels.
This particular firm of naval architects has long designed subsea and light construction vessels for the offshore industry, but it
has had to diversify into related fields, an outstanding example being Nujoma, said to be the world’s largest and most advanced
diamond exploration and sampling vessel, which recently started exploring for diamond deposits in Namibian waters.
Constructed by Kleven shipyard in Ulsteinvik, Norway, to the MT 6022 design from Marin Teknikk and fitted with its subsea
sampling system, De Beers’ new mining vessel enables Debmarine Namibia, a 50/50 joint venture between the Government of
the Republic of Namibia and De Beers Group, to explore diamond deposits and secure diamond supply in the country. The
highly specialised and technologically advanced diamond exploration and sampling vessel is the sixth ship in the Debmarine
Namibia fleet. (It is named after Namibia’s founding president Dr Sam Nujoma. Being based on Marin Teknikk’s MT 6022
design, the basic design of the vessel is already well proven in the offshore construction vessel segment, but the newbuild for
De Beers will include a wide range of tailor-made equipment and features, highlighting the Norwegian designer’s ability to tailor
vessels to meet the specific requirements of its customers Contracts to design new offshore vessels have not completely dried
up but are very few and far between. Among those that have been developed is a new cablelay vessel that will be built at
Uljanik shipyard in Croatia to a design from Skipsteknisk in Norway. The vessel is designed for installation of HVDC and HVAC
cable systems, even in severe weather conditions. It will be capable of installing Nexans’ complete submarine product range
and will have a 10,000-tonne capacity turntable. The Skipsteknisk-designed unit will have a high level of redundancy and
dynamic positioning class 3 and is due to be delivered by Q3 2020. October 2017 saw Royal IHC in the Netherlands confirmed
as the designer of Subsea 7’s new reel-lay vessel. The innovative vessel will be capable of installing complex rigid flowlines
including pipe-in-pipe systems. The designer/shipbuilder said that, in close co-operation with Subsea 7, IHC has incorporated
several innovative features to make this “the most technologically advanced vessel to date”. Delivery of the vessel is planned
for early 2020. Royal IHC chief executive Dave Vander Heyde said “Based on the ratio between top pipe tension and payload to
displacement, this will be one of the most cost-effective vessels to enter the market.” The vessel’s compact dimensions are
facilitated by the positioning of its three enginerooms and main reel, efficient use of the superstructure and low-profile pipelay
ramp. The smart use of space opens a large aft working deck, while the optimised mass distribution minimises the ballast water
requirement.
With model tank testing already having been performed, Subsea 7 can be confident that it will receive a vessel from IHC that
excels in performance, both in transit and in DP conditions, and provides maximum comfort for the crew. The design of the
reel-lay system focuses on operational efficiency and flexibility, alongside crew safety. The twin tensioner pipelay ramp tilts to
allow pipeline installation from shallow waters to depths of up to 3,000 m. The large multilevel workstation optimises the
efficiency of operations in and around the firing line, while a fixed auxiliary reel, recessed into the main deck, gives payload
flexibility. Salt Ship Design in Norway is an established designer of a range of offshore vessels, but of late has diversified into
designing live fish carriers and large pelagic trawlers. Soon to be delivered is one of the latest offshore designs from the
company, an SOV for Louis Dreyfus Armateurs (LDA). Being built by Cemre Shipyard in Turkey, LDA’s new vessel is the subject
of a long-term contract with Dong Energy. It will operate on four offshore windfarms off the German coast – Borkum Riffgrund
1 and 2 and Gode Wind 1 and 2 – providing a base for windfarm technicians. Due to be delivered by the Turkish yard in Q4
2018, the 83.0 m vessel has a beam of 19.4 m and will be equipped with a dynamic motion compensated gangway with what
Salt Ship Design describes as “a unique onboard logistic solution”. LDA worked closely with Salt Ship Design to develop a vessel
tailored for the needs of the offshore wind industry. “This has resulted in a very purpose-driven SOV,” said the Norwegian naval
architect. A spokesperson for Salt Ship Design said that the design departs from convention for offshore support vessels by
focusing on enhanced operability and efficient logistics of the type required in the offshore wind industry. “The contract is an
important milestone for us because the renewables industry is becoming an increasingly important market,” Salt Ship Design
said.As recently highlighted by OSJ, another well known designer/builder, Damen, is also looking at new markets and believes it
has identified a niche for long-range crew transfer vessels that can compete with helicopters. The result is a super-slender
hullform with motion compensation system and a specially designed offshore access system.
Damen’s FCS 7011, is intended to provide a broad range of marine access solutions for sea states of up to 3.0 Hs. It is able to
land personnel on platforms and floating production units up to a landing height of 20 m whilst providing a fast and comfortable
crew change solution. The company said detailed cost analysis has shown that among other potential applications the FCS 7011
is ideal for transfers in the Gulf of Mexico, Brazil, Nigeria, Cameroon and other countries offshore West Africa, along with
emerging markets such as Guyana, where ExxonMobil needs to put together a logistics solution for its Liza developments.
Source : Offshore Support Journal
The 2012 delivered 366 mtr long and 48 mtr width JEBEL ALI handling boxes at theEuromax Terminal,Yangtzekanaal
,Rotterdam Photo : Krijn Hamelink (c)
MSC's jaw dropping order for 11 mega containerships from South Korea's Samsung Heavy Industries and Daewoo Shipbuilding
& Marine Engineering are now believed by Alphaliner to be able to carry 23,356 TEU, making them larger than originally
expected as they were initially reported to have a capacity of 22,000 TEU. The ships are thought to be one row wider than the
existing largest boxships with a length of 402 metre and a breadth of 61.4 metres. They feature a length of 24 container bays,
a breadth of 24 deck rows, a height of 24 container tiers - 12 in the holds and 12 on deck, leading Alphaliner to christen this
ship type the Megamax-24, reported Singapore's Splash 247. The 11 ships will be deployed on the Asia-Europe tradelane and
are expected to be delivered in two years time. Alphaliner estimates MSC's ships will be 500 TEU larger than the ships just
ordered by rival CMA CGM. The French shipping line selected LNG-fuelled boxships that are to be built in Shanghai, whereas
MSC has opted for scrubbers. The gas-powered ships are likely to have a capacity of 22,852 TEU. "The 504 TEU difference is a
rough estimate and it is based on the assumption that half a hold - or one 40-foot bay - will have to be ' source: Schednet
The FREEWINDS moored in Oranjestad, Aruba. The FREEWINDS is a cruise ship operated owned by San Donato Properties,
which is a company affiliated with the Church of Scientology and was built in 1968 in Finland; Photo : Anko Staas ©
Groningse museum door de bezoekers met hoge cijfers wordt gewaardeerd heeft het niet genoeg inspecties gekregen voor de
titel.
The MILAN MAERSK inbound Rotterdam-Europoort heading for the Amazone harbour Photo : Jan Oosterboer (c)
on order. The fleet renewal is not confined to new ships. Greek shipowners are also the most active players in the secondhand
market adding near 260 vessels to their fleets so far this year, at an outlay of over $4bn. This investment is double the next
biggest buyer China, 190 ships for just on $2bn. At the same time, some 170 trading ships have been sold reaping near $2.2bn
for their Greek sellers ahead of German owners who have been forced to retrench having also sold around 170 trading ships
raising $2.1bn. Greek owners have also withdrawn more ships from a crowded marketplace than any other national group,
scrapping 60 units of 3.5m dwt, ahead of Singapore-based owners who have scrapped around 40 ships of 1.34m dwt. Source :
Seatrade Maritime News
email. Opec will meet in Vienna on November 30 to take a decision on the extension of the output cut deal. Source : Gulf
News
from the last close, while the US West Texas Intermediate (WTI) crude climbed 5 cents to touch $56.79 a barrel, reported
Reuters The market received support from the ongoing OPEC-led production curbs that resulted in significant decline in the
global oil glut. Consultancy Timera Energy told the news agency: “If current trends continue, inventories are likely to return to
the five-year average at some stage in 2018.” “If current trends continue, inventories are likely to return to the five-year
average at some stage in 2018.” On the supply side, traders anticipate fresh disruptions due to increasing political tension
between Bahrain and Iran in the Middle East. Bahrain accused Iran of being partly responsible for an explosion at its main oil
pipeline that temporarily stopped oil supplies from Saudi Arabia. However, Iran rejected any form of involvement in the
incident. Energy services firm Baker Hughes reported that US drillers added nine oil rigs in the week ending 10 November, the
highest increase since June. The addition brought the total number of operating oil rigs in the US to 738, significantly higher
than 452 active rigs a year ago. The oil production in the US also increased by more than 14% in the last one year to touch
9.62 million barrels a day. Source : Offshore Technology
domestically produced ships, but Log-In’s efforts to add to its fleet with Brazilian-made vessels over the past decade devolved
into obfuscations, delays, and eventual heavy losses stemming from the collapse of the EISA shipyard, where Log-in had placed
a 1 billion reais ($325 million in 2011 terms) order for seven vessels six years ago. Although two 2,800 TEU container ships,
along with two breakbulk ships, have been delivered, two other container ship hulls are still berthed at the EISA shipyard
awaiting the outcome of legal battles between Log-In and other creditors and EISA’s owner, the Bolivian-Colombian
entrepreneur German Efromovich, who also owns the Avianca airline. “They have done all they could in technical and
administrative terms to have their Brazilian vessels completed in a Brazilian yard but they did not succeed,” said Rodrigues.
Brazilian cabotage and feeder services along with the ECSA coastal trade is among the most profitable and rapidly growing
trades in the world, with annual traffic rising from 12 to 15 percent annually for the past 15 years, and the market now
amounts to around 1.1 million TEU. However, the steady winnowing down of competitors, as evidenced by the presence of just
three carriers on the trade today, has become a concern to shippers and port terminals with ever fewer options. The orders will
bring Log-In’s total fleet to eight ships, with four 2,800 TEU units, one vessel of 2,500 TEU, and a smaller ship of 1,700 TEU. In
reporting the order to the São Paulo stock exchange, Log-In said it is “moving forward with a strategy to rebuild its shipping
assets in response to the discontinuity of the vessel construction project announced in July." Log-In, which has been the only
Brazilian-owned container ship operator since May 2014, when Maestra Navegação went out of business, reported a 5.1 percent
decline in traffic in the first half to 144,3000 TEU. The company handled 310,400 TEU in 2016, down 5.8 percent from the prior
year. Feeder volumes at Log-In as a percentage of overall traffic have risen for the past three years, from 37 percent to 2014 to
54 percent in 2016, as cabotage volume has shrunk from 53 percent in 2014 to 37 percent last year. Source : The Journal of
Commerce
NAVY NEWS
Sailors perform flight operations on the flight deck aboard the aircraft carrier USS Nimitz (CVN 68). Aircraft carriers Nimitz,
Ronald Reagan, and Theodore Roosevelt strike groups are underway conducting flight operations in international waters as part
of a three-carrier strike force exercise that commences Nov. 11 through Nov. 14. The U.S. Pacific Fleet has patrolled the Indo-
Pacific region routinely for more than 70 years promoting regional security, stability and prosperity. photo US Navy
SHIPYARD NEWS
The Radio Holland Team during the Europort 2017 exhibition in Rotterdam last week Left to right RH technicians Sjaak
Vermaning, Timo Heskes, Jered van Eck en Bas van den Berg.
Congressman Dana Rohrabacher said stepped-up port security should be paid for by the companies that profit from safer
seaborne commerce. The hearing in San Pedro came at the urging of Ms Barragan, who said the visit was important to raise
awareness of port security issues following an August incident when a man in a stolen vehicle being pursued by police crashed
through security gates at the Port of Los Angeles, climbed a 120-foot crane and either fell or jumped to his death. The second
scare that promoted the hearing was the June cyberattack against AP Moller-Maersk that forced LA's biggest container terminal
to close for three days. Port of Los Angeles executive director Eugene Seroka said the port has strengthened gate security and
changed cargo-entry paths since the crane incident. Mr Seroka told the panel the Maersk cyberattack was a "call to action for all
of us". He said more could be done to monitor internet activities affecting the entirety of the nation's busiest container port.
Source : Schednet
Arctic and has the icebreaking ability allowing it to proceed through ice up to 2.1 m thick. Yamal is expected to produce 16.5
million metric tons of LNG annually by 2019, which will require a total of 15 ARC7 icebreaker LNG carriers. Source :
Marinelink
On November 10, Gazprom Chairman Alexey Miller and Vietnam Oil and Gas Group (PetroVietnam) CEO Nguyen Vu Truong Son
held a working meeting on the margins of the Asia-Pacific Economic Cooperation summit in Danang, Vietnam where they
discussed a wide range of issues related to bilateral partnership, including hydrocarbon production and geological exploration in
Vietnam. “Vietnam is one of Gazprom’s key partners in Southeast Asia. Together with PetroVietnam, we successfully conduct
geological exploration and produce hydrocarbons, as well as make preparations to develop the country’s NGV (natural gas
vehicle) market,” Miller said. “We are also exploring new avenues for cooperation. One of them is gas-fired power generation.
In that connection, we are discussing the prospects for supplying LNG (liquefied natural gas) to Vietnam from the Gazprom
Group’s portfolio for the purposes of power generation,” he added. The meeting placed a focus on the construction project for a
small-scale LNG production complex and a CNG filling network in southern Vietnam. A feasibility study for the project is
underway. It was noted that the project would contribute to the proliferation of vehicles powered by natural gas – a modern
and environmentally friendly fuel, Gazprom said. Vietnam’s PetroVietnam Group is focused on hydrocarbon exploration,
production, processing, transportation and marketing. Gazprom and PetroVietnam collaborate under the Agreement on strategic
cooperation. Vietgazprom, a joint operating company established by Gazprom and PetroVietnam on a parity basis, is engaged in
exploration in licensed blocks Nos. 112 and 129–132 located on the continental shelf of Vietnam. Gazprom is represented in the
joint venture by Gazprom International, a specialized company for the implementation of hydrocarbon prospecting, exploration
and development projects outside Russia.Since 2013, Gazprom International and PetroVietnam have been engaged in
commercial gas and condensate production from the Moc Tinh and Hai Thach fields offshore Vietnam. In 2015, PVGAZPROM
Natural Gas for Vehicles, a joint Russian-Vietnamese company focused on the use of natural gas as a vehicle fuel, was
registered. The joint venture consists of Gazprom International (35.5 per cent), Gazprom Gazomotornoye Toplivo (35.5 per
cent), and PETROVIETNAM GAS (29 per cent). In 2016, Gazprom and PetroVietnam signed the Memorandum of Understanding
on the development of new oil and gas projects, the Memorandum of Understanding on power generation, and the Addendum
to extend the Cooperation Agreement on personnel training.
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The DELFT SEAWAYS crossing the English Channel enroute from Dunkirk to Dover
Photo : Lourens Visser www.navcom.org (c)
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