daily collection of maritime press clippings 2014 –...

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2014 – 178

Distribution : daily to 30000+ active addresses 27-06-2014

Number 178 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Friday 27-06-2014

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

The 3 mast schooner EENDRACHT sailing along the Dutch coast during the Maasmond Maritime

Networking day 2014 last Wednesday www.eendracht.nl Photo : Rene van Essen (c) CLICK ON THE PHOTO

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EVENTS, INCIDENTS & OPERATIONS

The ARDMORE SEAVALIANT in Rio Grande – Photo : Marcelo Vieira ©

Navis NavDP 4000 system installed on Mein Schiff 3

Navis DP underscores TUI Cruises’ eco-friendly agenda

Recently completed sea trials by the 99,430 gross tons cruise ship Mein Schiff 3 have confirmed the high performance of Navis Engineering’s dynamic positioning (DP) control system, Navis Nav DP4000. Designed and constructed for TUI Cruises by STX Shipyard in Turku, Finland and delivered in May this year, the 294m long and 36m wide Mein Schiff 3 is a sophisticated and highly innovative cruise ship operating in the German premium class cruise market. The vessel incorporates a number of eco-friendly features, with particular emphasis on energy efficiency. This means Mein Schiff 3 consumes around 30% less energy compared with cruise ships of similar sizes. The Mein Schiff 3 DP control system was designed in close cooperation with TUI Cruises. It features special functions which contribute to substantial fuel reduction, particularly during tendering operations.

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MAASMOND NETWORKING DAY 2014(1) Last Wednesday the Maasmond Maritime Networking day 2014 was held onboard the 3 mast schooner EENDRACHT , this year departing from Ijmuiden port, 85 persons boarded the EENDRACHT in the morning, and after a safety briefing by

Capt. Poul Sanderse, the mooring lines were removed and the 59 mtr long EENDRACHT departed from the Volendam kade heading for the Northsea The EENDRACHT is built in 1989 at the Damen shipyard after a design by W. de Vries

Lentsch. She is now run on a charter base by Stichting het Zeilend Zeeschip (the Sailing Seaship Foundation) and used as a sail training ship to give young people an introduction to the sea. The foundation that runs the programme was founded in 1938 but with the second

world war disrupting the plans, it took a lot longer than anticipated to raise the funds for the first ship. Soon after the first vessel, originally a topsail schooner, was launched, it was realised that the vessel was too small for the purposes of the foundation. Immediately the planning for a larger three masted vessel began.This three masted vessel has sailed continuously since her launch date. Every year she spends the winter months in the south, and the summer in the North Sea region. She is crewed by a volunteer corps of around

about 350 volunteers. When all the sails are raised the EENDRACHT is having a sail area of 1,300 m2, when sailing over the world the EENDRACHT is sailing with a volunteer crew of 13 and a capacity of 40 passengers, just after leaving the berth we were meet by the Iskes tug THETIS which is under long term bareboat charter to



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Svitzer followed by the latest fleet addition to the Iskes fleet the Hybrid tug BERNARDUS which

showed her capabilities in the

meantime one of the latest pilot tender of the Dutch pilot association, the Barkmeijer

Shipyard built LACERTA joined the arena for an demonstration after passing the breakwaters it was time to work , to raise all the sails , Jeroen Vliegenthart of VLIERODAM was send into the mast to release the sails, in the meantime the KNRM all-weather IJmuiden based lifeboat KOOS

VAN MESSEL arrived close to the EENDRACHT and when one of the persons onboard the EENDRACHT suddenly fell overboard , lucky for her the volunteers onboard the KNRM lifeboat KOOS van MESSEL responded very fast and recovered the “victim” within minutes professionally from the water. The KNRM is an independently operating, unsubsidized, organization which free of








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charge saves people at sea and open waters. The professional volunteers can not do their job without your support. click on the KNRM banner at the top of the previous page for more information!

In tomorrows edition more photos can be found of the event, all above photos can be viewed in high resolution at the Flick pages just CLICK on the photo !!! Photo’s of the event made by : Anja van Rijs, Jan Oosterboer, Joop Bartels, Michiel Goedkoop, Helen Hoogendijk, Marcel Coster, Anthoinette Coster, and Piet Sinke. To be continued !!

Two rescues in 24 hours for Wells lifeboat crew

The inshore lifeboat was used to help two people and five dogs cut off by tide at 3.50pm last Wednesday. Twenty four hours earlier, the all-weather lifeboat assisted after a small yacht that was making little headway in rough seas.

The inshore lifeboat was launched within minutes of Wednesday’s call to the west side of the harbour channel. One of the dogs didn’t want to get into the lifeboat, so the crew took two people and four of the dogs ashore and then went back for the third person and the remaining dog. It was persuaded to get on board and both dog and owner were ferried safely ashore, returning to the boathouse at just after 4:30pm. At 3.45pm on Tuesday, the all-weather lifeboat Doris M Mann of Ampthill was requested by Humber coastguards to go to the aid of Obsession, a 22’ yacht which was on a passage from King’s Lynn to Wells. The crew, a man and a woman, had been battling against headwind and rough seas for several

hours and making little progress when the wind increased to the force five, north-north east. Doris Mann launched at 3.58pm. A tow was attached, two miles off Burnham Overy, and the lifeboat took the yacht into Wells, arriving at the outer harbour at 5.30pm. Source EDP24

Passenger Port of St. Petersburg "Marine Façade" welcomes seven cruise ships again

On June 26, Passenger Port of St. Petersburg "Marine Façade" welcomes seven cruise ships again, press center of "Marine Façade" says. The following ships have berthed at the port: AIDAbella (Carnival Corporation), Brilliance of the Seas (Royal Caribbean International and Celebrity Cruises), Legend of the Seas (Royal Caribbean International

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and Celebrity Cruises), Mein Schiff 2 (TUI Cruises GmbH), MSC Orchestra (MSC Crociere S.A.), Seven Seas Voyager (Prestige Cruise Holdings Inc.) and Thomson Spirit (Core Marine Ltd.). Total length of all berthed ships is 1,787 meters. They have delivered 13,724 passengers. Next time Passenger port of St. Petersburg accepts 7 cruise ships on the 1st of July. JSC Passenger Port of St. Petersburg "Marine Façade" is in the ownership of the city of St. Petersburg and is the largest passenger seaport in Russia. Construction of Marine Façade began in 2006. The port can accommodate cruise and ferry ships of up to 311 m long and with a draft of up to 9 m. The length and depth of new access channels - 10 km and 11 m, accordingly. The port operates seven piers. The quay wall length – 2,171.06 m. Source : PortNews

Oefening met NHV-helikopter Afgelopen dinsdag heeft KNRM Medemblik op de reguliere oefenavond een hoist-oefening gehouden met medewerking van een helikopter van Noordzee Helicopters Vlaanderen (NHV). Doelstelling van deze oefening was de samenwerking tussen bemanning van de helikopter en de reddingboot. Tijdens de oefening hield reddingboot Bernardine koers en vaart waarna de NHV-helikopter een ‘kikker’ af kon zetten op het achterdek van reddingboot Bernardine. Vervolgens werden bemanningsleden van de reddingboot omhoog gehezen (gehoist) de helikopter in. In de buurt van reddingboot Bernardine voer ook het havenvaartuig Dok waarop de bemanningsleden weer zijn afgezet door de

helikopter. De bemanning van KNRM station Medemblik kijkt terug op een leerzame oefening en bedankt de bemanning van de NHV-helikopter voor de goede samenwerking. Bron: KNRM

Ichthys LNG project half built; Inpex, Total say it’s on track

Inpex Corporation has announced it has reached half-way in the construction of the $US34 billion ($36.16 billion) Ichthys liquefied natural gas project in north-western Australia, which is targeting its first export cargo by the end of 2016.

Aban Offshore Up After Macquarie's Upgrade

Aban Offshore Ltd jumped 6.8 per cent today after Macquarie upgraded the stock to "outperform" from "underperform" and raised its target to Rs. 1,090 from Rs. 430. "India's largest E&P drilling firm, Aban Offshore (ABAN), is starting to emerge from the debt-trap it faced due to an ill-timed leveraged-acquisition at the peak of the

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market," Macquarie said in a report on Wednesday. The investment bank said it expects 20-30 per cent higher rates for 3-5 rigs while Rs. 600-900 crore of equity raising is also likely. Source : reuters

Nigeria kills three pirates Nigerian forces have killed three pirates who attacked a joint task force (JTF) patrol boat.

JTF spokesman Mustapha Anka told All Africa Global Media that 30 men armed with AK-47s in two speedboats took on its troops. A soldier and two vessel operators were injured in the incident. The JTF was raiding an illegal oil bunkering site at Okpoko Creek in Warri. It seized nine boats loaded with stolen crude oil and impounded seven speedboats. Five suspects were arrested. Source : Tradewinds

The Makbule Ana arriving in Marina Di Carrara.

Photo : Capt. Jan-Willem Monster HORJUS MARINE CONSULTANCY b.v.

Do Maersk Line and MSC have their own Plan B?

Maersk Line and MSC were allegedly the ones who initiated the formation of the P3 alliance in the spring of 2013, and the ones – the two largest container carriers in the world – who later brought French CMA CGM on board as well.

Together the two major carriers have a global market share of around 30 percent, so the Danish and Swiss carriers are without comparison the biggest players on the global scene. The rest, including CMA CGM, are medium-big or smaller container carriers who, especially due to the collaborations and alliances they participate in, hold significant leverage in the market.

With their rejection of the operational collaboration between the P3 carriers the Chinese set a limit on how closely the container industry can bond. The reasoning goes that new alliances stretching beyond the VSA collaborations that currently exist between carriers will not see the light of day anytime soon.

Maersk Line has already announced that the VSA’s – vessel sharing agreements, where carriers buy slots on each other’s vessels – could be one scenario the carrier is looking at in the big toolbox, as the company put it. CMA CGM has said in a brief statement that things will continue as before, and MSC, known as the carrier that never publishes its results, has made no comments on the fall of the P3 alliance at all.

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The P3 alliance seemed to make a lot of sense for Maersk Line and MSC in differing ways depending on the carrier. Maersk Line would gain access to MSC’s fleet of fairly large ships, whereas MSC would gain access to Maersk Line’s intricate network. As such, the two carriers had an obvious interest in the alliance, especially on Asia-Europe, estimates say.

As previously reported by ShippingWatch, CMA CGM, which is headed by the French Sadee family, had in fact also been flirting with its two partners on Asia-Europe – UASC and China Shipping – prior to or alongside the negotiations with the other P3 partners. This is another reason why several observers believe that Maersk Line and MSC might be



plotting to turn P3 into P2, thus cutting CMA CGM completely out of the equation. There have allegedly been meetings between the two carriers following the collapse of P3. It is a well-known fact in shipping circles that the two shipowning families, Aponte and Sadee, do not necessarily harbor the warmest feelings for each other, and that this has given Maersk Line’s representative Vincent Clerc a special role to play between the two families.

Estimates from people with intimate knowledge of the industry say that a strengthened collaboration between Maersk Line and MSC would focus on Asia-Europe. Partner and CEO of SeaIntel, Lars Jensen, estimates that a stronger VSA collaboration “certainly makes sense.” But not everyone agrees on this. Others believe that the three carriers might stick to the idea of a closer collaboration, albeit in a more regional form.

In any case, the Chinese rejection has taken a toll on the Maersk headquarters at Esplanaden in Copenhagen, where the carrier and Danish shipping in general enjoys a special status. But following Tom Behrens-Sørensen’s departure from the carrier five years ago Maersk has – according to observers – had a hard time maintaining the solid contacts he had established throughout the years. Maersk Line declines to comment to ShippingWatch about whether the carrier is discussing future opportunities with MSC. Source: Shipping Watch

Hijacking for product theft in South East Asia is business as usual

Well-established local criminal syndicate diversifying its targets rather than undertaking new operations says Denmark-based security advisory and intelligence company Risk Intelligence. The recent hijacking cases of coastal product tankers in South East Asia for the theft of their cargoes represents a diversification of the threat rather than a new trend. “It’s a case of new diesel in old tankers,” says the CEO of Risk Intelligence, Hans Tino Hansen. “This type of piracy for product theft evolved in South East Asia and we’ve been following these sorts of cases and some of the syndicates involved for a number of years.”

Hijacking for product theft can be documented as far back as 1990s in South East Asia. The most active syndicate has usually favoured boarding the pre-selected targets in the same general location and always during the region’s dry season between March and October. ‘’We believe that the majority of these incidents can be traced to a particular (and well-established) group based in the immediate area,” says Special Projects Manager and South East Asia analyst for Risk Intelligence, Karsten von Hoesslin. “They are diversifying in the product type they are stealing. If anything, this indicates their network is expanding within the illicit oil products market. But otherwise, with respect to modus operandi and patterns, it’s business as usual.’’ Risk Intelligence’s forecasts since 2011 have warned of an increase of reported hijackings for product theft in the South China Sea based on this seasonal pattern. Both the Johor and Miri coasts have been particularly highlighted as high risk regions. ‘’Despite the increase in activity and recent advisories, the vessels targeted are almost always pre-selected – suggesting an ‘inside man’ element to them – and solely targeting regionally managed and flagged tankers,’’ says von Hoesslin. Field surveys carried out by Risk Intelligence during the 2013 dry season revealed hijackings targeting both product tankers and tug and barges occurring approximately every fortnight in the South China and Java Seas by at least four well placed syndicates. Risk Intelligence has been analysing South East Asia piracy since 2006 based on extensive field surveys in the region. Source: Risk Intelligence

Navios Acquisition’s chartering strategy captures tanker upside

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Mainly revolving around capturing market opportunity, Navios Maritime Acquisition Corp. (NNA) also strategizes to develop a dependable cash flow from a diverse group of first-class charters. Most of NNA’s existing fleet is chartered out with expiration post-2015 and minimum 35% profit shares on all contracts. The company is in a strong position to garner the positive market impact of 2014 and 2015. NNA has a total of nine vessels with 2.6 million DWT (deadweight tonnage) chartered out until June 2026 with an average $38,000 per day. Revenues from time chartering vessels are accounted for as operating leases, so they’re recognized on a straight-line basis as the average revenue over the rental periods of these charter agreements as service is performed.

Unlike its peers, like Tsakos Energy Navigation Ltd. (TNP), Danaos (DAC), and Frontline Ltd. (FRO), NNA has profit sharing agreements while chartering vessels. With 76% of the NNA contracted fleet profit sharing, every $1,000 is equivalent to $10.6 million in free cash flow. For the first quarter, profit sharing stood at $1.5 million. NNA is one of the top five largest publicly listed tanker owners among its U.S. and European peers, with one of the youngest on-the-water fleets. To date 2014, the company’s fleet has already grown by four vessels, and an additional six vessels are forecasted to be delivered in 2014. Managing to protect its balance sheet and stakeholders, NNA has a responsible growth strategy and is also expanding its fleet. As of May 14, 2014, Navios Acquisition had contracted 89.0%, 45.1%, and 21.6% of its available days on a charter-out basis for 2014, 2015, and 2016, respectively. This is equivalent to $221.9 million, $157.5 million, and $108.1 million of expected revenue, respectively. The average contractual daily charter-out rates for the fleet are $19,075, $22,297, and $31,100 for 2014, 2015, and 2016, respectively. Meanwhile, the total available days for 2014 and 2015 are 13,682 and 15,879, respectively. Out of the seven VLCCs that are on fixed-rate contracts for an average duration of 5.3 years at an average net charter rate of $37,934, six are profit sharing. Meanwhile, the remaining four VLCCs are on floating rates for one year. These one-year charters provide protection from any immediate market downside and also allow NNA to reposition vessels in the longer-term. NNA believes in securing quality counterparties for period charters, which are efficient in capturing the market upside and provide vessel employment with a strong, diversified customer base. Strong credit quality is one of the main attributes that NNA looks for in its counterparties. The Guggenheim Shipping ETF (SEA) is the composite of all shipping companies. Let’s move on to see how Navios management supports the company for ease of access to capital in the next part of this series. Source: Market Realist

A Huge Shipping Alliance Has Fallen Through: Is This Good News For Neptune Orient Lines?

A huge piece of news regarding the shipping industry broke through last week. The formation of the P3 alliance, which consists of three of the largest container shipping companies, namely A.P. Moller-Maersk, Mediterranean Shipping Company (MSC) and CMA CGM, has been shot down by Chinese authorities. The alliance was supposed to pool together around 250 ships from the three companies in order to save costs. Although the P3 alliance had been given the go-ahead by authorities from USA and Europe, China’s Ministry of Commerce rejected the formation of the alliance. As the P3 alliance, if formed, will control about 47% of the Asian-Euro container trade, Chinese authorities are fearful that it might give the alliance too much leverage and eventually lead to a “cartel-like” situation. There are currently two other major alliances in the shipping industry: the G6 and CKYHE alliances.

What does it mean for Neptune Orient Lines?

Singapore’s main container shipping company, Neptune Orient Lines (SGX: N03), might be quite delighted to hear the news that the proposed P3 alliance have fallen through. The company is already suffering from three straight years of operating losses and in fact, has managed to earn a profit in only one year between 2009 and 2013. If the P3 alliance had been created successfully, it would have increased the level of competition in the industry and would almost certainly make it much harder for NOL to turn itself around. The company’s main shipping liner brand, APL, is under the G6 alliance. The company has been trying to streamline APL’s operations and reduce its cost structure, though progress on that front seems to be taking place a little too slowly. Now with the formation of the P3 alliance delayed indefinitely, NOL might get the breathing space it needs to further improve its operational efficiency. Source: Motley Fool

Iran’s First Oceangoing Research Vessel to Be Launched Later This Year

Iran’s first home-made ocean-going research vessel will be ready for lunch in a few months, an Iranian Science Ministry official said. Vahid Ahmadi, the ministry’s deputy for research and technology, on Tuesday said construction of



the vessel is 80 percent complete now. He added that it will be launched by early October. The Islamic Republic of Iran has achieved significant progress in marine and shipbuilding industries in recent years and has developed several domestic and international projects. The country’s first oceangoing ship named “Iran-Arak”, which weighs over 7000 tons and is able to carry over 30,000 tons of cargo or 2,200 TEU, was launched in 2009. In one of its shipbuilding projects, Iran delivered the first Aframax tanker made for the Venezuelan national oil company, PDVSA, in October, 2012. The tanker was one of the four ordered by the Venezuelan company and built by Iran Marine Industrial Company (Sadra). Source: Tasmin News Agency

World Ocean Council: Our Oceans Challenge

The World Ocean Council (WOC) is part of a growing coalition of maritime leadership companies, industry organizations and knowledge institutes that has launched “Our Oceans Challenge” - a competition for innovation and solutions to address key issues affecting responsible ocean industry operations. One of the newest WOC members, Heerema Marine Contractors, has catalyzed Our Oceans Challenge (OOC) - a business idea competition to solicit ideas from entrepreneurs, offshore experts, scientists and others. WOC is working with the OOC alliance to provide a global platform for outreach to ocean industry stakeholders and entrepreneurs around the world. The deadline for submitting initial ideas in the first OOC phase is 18 July 2014. Ideas are submitted to the online platform at www.ouroceanschallenge.org.

A jury of OOC experts will select the most promising concepts for further development in the competition. OOC will connect entrepreneurs and start-ups with corporations, expertise and investors. By the end of 2015, the entrepreneurs behind the first round of selected ideas will present their business plans to a panel of investors. The initial themes of “Our Oceans Challenge” include key ocean industry issues and opportunities:

▪ Addressing the need for port reception facilities. ▪ Optimizing the use of vessels and structures for collecting ocean data. ▪ Avoiding or minimizing the impact of marine sound from construction and industry operations. ▪ Avoiding or minimizing the impact of sedimentation from seabed disturbance due to construction, dredging or mining. Ocean industry stakeholders are invited to submit ideas to the challenge competition and to circulate information on OOC. Interested parties are encouraged to register the at the OOC online platform at www.ouroceanschallenge.org and consider participating as experts and commentators on the solution ideas that are posted. Source : eturbonews

Prosecutors lay out case against crew in South Korea ferry sinking

The trial of the captain and crew of the Sewol ferry continued Tuesday, with prosecutors saying they will show how passengers were not properly evacuated from the vessel as it began to sink, a tragedy that resulted in the loss of about 300 lives in South Korea in April. The captain and three senior crew members face negligent homicide charges, which could carry a possible death sentence. Other crew members are accused of the lesser charge of negligent manslaughter.

Prosecutors laid out their case at Tuesday's hearing, saying they will introduce a video demonstrating how a captain and crew are meant to safely evacuate a ship in distress. The video is intended to contrast with the actions of the Sewol crew, which have been the subject of virulent criticism since the April 16 sinking. Public outrage has centered on a video and photos showing the ferry captain and crew fleeing the vessel on the first available rescue boats while hundreds of passengers remained in cabins below the ship’s deck. All but one of the accused have pleaded not guilty, arguing that it was the boat owner's duty - not the crew's - to ensure the Sewol abided by safety standards, and that it was the Coast Guard’s responsibility to rescue passengers. On Tuesday, the official death toll rose to 293 as the first body in more than two weeks was recovered from the ship. Eleven more passengers remain missing. A court on Tuesday accepted a request from several students who survived the sinking to provide recorded testimony instead of appearing in court. The students will testify via closed circuit from a court in the suburbs of Seoul, though the main trial is being held a few hours south in Gwangju, the closest sizable city to where the Sewol went down. They will appear before the court in the next round of hearings, to take place in late July. The court ruled that the students are still recovering from the trauma of the accident and will be spared the inconvenience of traveling, without



being questioned by the defense. Got something to say? Start the conversation and be the first to comment. Prosecutors have argued that sufficient ballast water had not been loaded, which is used to maintain a ship's balance, and instead extra cargo was added that could earn revenue. After owner Cheonghaejin purchased the Sewol in 2012, it refurbished the ship to increase its capacity, which experts have said would have raised its center of gravity.

At the trial’s opening hearing earlier this month, family members of those killed in the sinking picketed, screaming at the captain and crew while carrying placards with messages including, “The souls of our children are watching you” and “Are you human? You’re no better than beasts.” In a public address about a week after the tragedy, President Park Geun-hye described the actions of the captain and crew as “tantamount to murder.” Cheonghaejin CEO Kim Han-sik and four executives have been charged with negligence causing death in a separate trial. Kim and his co-defendants pleaded not guilty to allegations of causing the accident by overloading the ferry with cargo and failing to properly train the crew in how to safely carry out an emergency evacuation. Their next hearing will be held in July. Source : Los Angeles Times

Chinese boats ready to raid Vietnamese ships in Vietnam’s waters

The Chinese ships that are guarding China’s illegal oil rig Haiyang Shiyou 981 in Vietnam’s waters have increasingly attempted to ram or blast Vietnamese vessels with high-pressure water cannons over the past few days, the Vietnam

Fisheries Resources Surveillance Department reported Tuesday.

Yesterday China deployed 102-108 vessels around the rig, including 37-39 coast guard ships, 12-14 transport vessels, 17-19 tugboats, 30 iron-clad fishing ships and six military boats. Compared to Monday, the total number of Chinese vessels in the waters reduced by 13-15, and the number of warships also decreased by one, the department said.

Throughout Tuesday, Chinese vessels often moved in a horizontal formation around the drilling platform and they were ready to ram or fire their water cannons at local vessels whenever possible, Tuoi Tre (Youth) newspaper correspondents reported from the scene. The foreign vessels were arranged in groups of 5-10 ships that were aligned in arcs in areas 10-11

nautical miles from the rig to prevent Vietnamese vessels from approaching the platform.

At 8:00 am, when some Vietnamese fisheries surveillance ships entered an area about 10 nautical miles from the rig, the Chinese side deployed all six military ships, five tugboats and coast guard vessel #11, which immediately got close to the local vessels and blocked their way ahead. Similar situations occurred throughout the day. There were times when the distance between the foreign and local vessels was as little as 10 meters. From 1:10 pm to 2:25 pm, a Chinese plane coded CMS-B3586 operated at an altitude of 500-700 meters above the rig’s waters. Despite threats from the Chinese ships, local vessels tried to get as close to the rig as possible to demand that it and its escorting ship leave the Vietnamese waters, the department said. After being rammed twice by Chinese vessels on Sunday,

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Vietnamese fisheries surveillance ship KN-951 was repaired the same day so that it could continue operating.The two fisheries surveillance officers who were slightly injured in the attack have recovered and are determined to continue to work, the department said. However, the surveillance ship faced threats from Chinese vessels once again yesterday morning when it was moving toward the rig. Chinese tugboats #32 and #284 approached it and corned the Vietnamese watercraft in waters at a distance of only 10 meters. Despite the threat, the local vessel managed to avoid being hit and maintain its operations in the waters. Since early May the Chinese rig’s guarding ships have launched many attacks on Vietnamese vessels, injuring 17 fisheries surveillance officers and two fishermen.

They also damaged 29 boats of Vietnam’s marine law enforcement and Coast Guard forces, and seven fishing boats of local fishermen, the department reported. Source : tuoitrenews

16 Indian seamen stranded on ship in Dubai for almost a year

At least 16 Indian seamen are reported to be trapped onboard an empty cargo ship. According to the Gulf News, the ship has been anchored in Rashid Port for almost a year. The daily quoted Captain Aninda Sengupta of the Maharishi Devatreya cargo ship, as saying that the vessel had arrived at Rashid Port in July last year from the New Mangalore Port. The cargo ship is owned by Varun Shipping. Captain sengupta said that he joined the ship in November last year.

The ship is anchored 12 miles into the sea from Port Rashid.Captain Sengupta described his crew and himself as prisoners on the ship, as they could not leave it because they did not have visas to land in the country. He also said that they could not go back to India because the ship's certificates had expired on December 29, 2013. Sengupta said that the ship's certificates would have been renewed, had they moved to the dry docks. He said that contact is being maintained with the Dubai Maritime City Authority (DMCA), but the latter was not available for comment. (ANI) Source : SiasatDaily

Bodies found on ship in Durban harbour Durban - Police are investigating the grisly discovery of two decomposing bodies, believed to be stowaways, found on a ship in Durban harbour on Sunday. They were found on the MV King Sugar, a bulk carrier registered in Panama, shortly after it docked in Maydon Wharf. Thami Ntshingila, the Durban manager of Transnet National Ports Authority (TNPA), said they were found by crew on a stairway leading to one of the vessel’s hatches. “The cause of death is unknown and the bodies have not been identified.” He said the ship arrived from Argentina, with a stop in Cape Town. “As the vessel is docked at Maydon Wharf, the TNPA immediately notified the relevant authorities. The police and the South African Maritime Safety Association are investigating.” Police spokesman Thulani Zwane said an inquest docket had been opened. “We are waiting for post-mortem results.” The MV King Sugar is 169m long with a 17 025 gross tonnage. According to MarineTraffic, an online vessel locater, the MV King Sugar left Campana in Argentina on May 29, and made a quick stop in Port of Recalada in that country before sailing to Cape Town.

A source said the bodies were found by the ship’s engineer after docking. The source added that the last time stowaways were found dead on a ship in Durban harbour was “probably eight months ago”. In April, The Mercury reported that stowaways in Durban and Richards Bay were costing shipping companies thousands of rands. The report stated that it cost between $10 000 (R106 000) and $12 000 to repatriate one stowaway. In March and April, 32 stowaways – mostly from Tanzania and west Africa – were found on ships docking in Durban. Source : The Mercury

V Secures Stena Clyde Semisub to Drill Pyderi-1 Well in Browse Basin

IPB Petroleum reported Wednesday that the WA-424-P Joint Venture (IPB 75 percent, CalEnergy 25 percent, and Operator) has achieved the very important milestone of securing the Stena Clyde (mid-water semisub) drill rig for its upcoming Pryderi-1 exploration well in the Browse Basin, offshore north west Australia.

Based on contracted terms and the current rig schedule, IPB Petroleum estimates that the Pryderi-1 well will spud during October 2014. With the drill rig successfully secured the Operator now intends to submit an application for a suspension and extension to the WA-424-P permit terms with the National Offshore Petroleum Titles Administrator (NOPTA) to allow sufficient time for the drilling and evaluation of the results of this well. The Operator estimates Pryderi-1 to take approximately 11 days drill on a dry hole basis. The Pryderi prospect is estimated by IPB to have



High, Best and Low Prospective Resources (100 percent) of 78 million barrels, 32 million barrels, and 12 million barrels respectively and lies in 246 feet (75 meters) of water and is located approximately 6.2 miles (10 kilometers) away from the permit’s existing Gwydion oil discovery. IPB Petroleum’s Managing Director commented: “We are extremely pleased that our Joint Venture Operator has now secured a drill rig for this very important and potentially company-making well. The Pryderi-1 oil exploration well is aimed at not only testing a prospect but a play. If we have success at Pryderi, then the follow up potential in the rest of our acreage could be very substantial.”Source : rigzone

No trace of ship that rammed fishing boat off Chennai coast

Almost two days after a cargo vessel rammed a fishing boat off Chennai coast injuring three fishermen, maritime agencies and the coastal security forces have no clue about the vessel. This raises serious questions about the effectiveness of the advanced vessel tracking system of DG shipping and Coast Guard of India. The coastal surveillance system includes a coastal surveillance radar and the vessel traffic management system (VTMS) which allows the surveillance wing to trace the movement of vessels and small boats. The Mumbai-based Maritime Rescue Coordination Centre ( MRCC) is supposed to pick up blips on the radar that covers a large part of the Indian Ocean.

While a police report quoting fishermen says the vessel was sailing from the city port to the outer seas, agencies handling the city's coastal jurisdiction said they came to know about the accident only on Monday morning, almost 30 hours after the mishap. On Monday, top officials at Chennai port and the director general of shipping tried to collect data about the vessel but other than the statements from fishermen, they drew a blank Those who were on the boat could not give any identification mark of the vessel as it happened at night. All that is known is that the accident happened about 25 nautical miles off the northern coast of Chennai. "Only the coast guard could help us to trace the vessel, comparing the time and approximate location if it is beyond 25 nautical miles," said a senior port official. A top official of DG shipping said the vessel that hit the fishing boat could have passed by the Chennai seas, but need not be from the city port. A senior port official said the situation raises questions on the efficiency of the advanced vessel tracking system of DG shipping and Coast Guard of India. In a similar case, a vessel that rammed a fishing boat off Chennai coast in March 2013 managed to escape investigators for several days due to lack of surveillance and coastal security mechanism. Three fishermen were killed in that accident involving a cargo vessel in the early hours. Source : Indiatimes

Poverty Pay: RMT Transport Workers Demand Government Action On £2.25 An

Hour Cruise Ship Wages Transport workers demanded government action yesterday to end the scandal of £2.25 an hour pay on ferries and cruise ships. The RMT union said some of Britain’s best known ferry and cruise holiday companies — including P&O, Condor, Irish Ferries and Stena — were refusing to pay the £6.31 minimum wage on “ships of shame.” Its research exposed Streamline ferries as the worst offender, paying its Indian and Russian workers as little as £2.25. And Condor pays its Ukrainian workers just £2.35 and Stena Line just £2.39 to Filipino seafarers. The exploitation takes place on popular routes including Portsmouth to the Channel Islands, Liverpool to Dublin, Hull to the Netherlands and Aberdeen to the Orkney and Shetland Isles. To add insult to injury, the disgraceful companies receive £1.5 billion in taxpayer-

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funded tonnage tax breaks. Marking the International Maritime Organisation’s Day of the Seafarer yesterday, MPs tabled early day motion 160 which calls for the government to outlaw the practice. Dover delegate Lee Davison, who works on deck at one of the ferry lines, told the Morning Star that the reason the scandal has not been stamped out sooner is because they employ foreign workers who are less likely to notice the exploitation as the wages just about beat what they would get at home. “With all the talk about achieving the living wage in Britain, we must put more pressure on the government to end the practice,” he said. RMT national secretary and former Liverpool merchant seaman Steve Todd warned: “The practice is widespread. It’s important that we fight against it as much as we can. “It’s impossible to measure how serious it is but I can assure you — it’s getting worse and worse.” Conference committed to working with its parliamentary group to stamp out the exploitation and poverty pay rates. Source : Morning Star

Van Oord selects FICG consortium for offshore wind project "Gemini" in the

Netherlands Avantha Group Company CG, along with the other consortium partners Fabricom and Iemants, has been selected by Van Oord, for the offshore wind project "Gemini" in the Netherlands. As part of the scope CG, will design, deliver and install 2 high voltage offshore substations and 1 HV onshore substation. The volume of the order for the consortium is in excess of €150Mn. CG's scope covers approx. 30% of the overall contract. The project is expected to start in the second quarter of 2014 and to be completed in 2016. The Gemini project consists of 2 offshore wind farms i.e. Buitengaats (300MW) and ZeeEnergie (300MW) and is located 85 kms north of the island of Schiermonnikoog in the Dutch North Sea. The total 600MW of installed capacity will produce electricity for over 785,000 households which equals a reduction in emissions of 1,250,000 tons of CO2. To achieve the desired development potential of this project, CG will design and engineer the overall electrical HV system, manufacture and supply all key equipment and connect the onshore substation to the 400 kV Tennet high voltage grid. Furthermore, the Gemini project builds on CG's successful track record. It is the 10th offshore grid connection project secured since 2008. CG's connecting technology and products have been chosen for its high reliability, high performance and cost effectiveness. Over the past years CG has developed an innovative AC connection link for offshore wind farms. CG's proven technology already used in other platforms on the North Sea (a.o.Belwind, Humber Gateway, Northwind) has minimal weight, hence lowers costs and is designed for optimal and minimal maintenance compared with traditional high voltage AC or DC solutions.

Avantha Group Company CG's CEO and Managing Director Laurent Demortier said "we are delighted that Van Oord has awarded CG a 'further order'. The transaction is consistent with our renewable energy strategy. It provides yet another opportunity to utilize CG's unique technology & expertise in wind offshore connection (HVAC) and to assist the Government and our clients in reducing carbon emissions and increasing the supply of green energy". Shares of CROMPTON GREAVES LTD. was last trading in BSE at Rs.197.45 as compared to the previous close of Rs. 198.25. The total number of shares traded during the day was 316072 in over 5850 trades. The stock hit an intraday high of Rs. 200.45 and intraday low of 195.7. The net turnover during the day was Rs. 62440868. Source : Equity Bulls

Maritime Piracy in Bangladesh Does piracy off the coast of Bangladesh pose a threat? The answer is yes. Is the threat external or internal? The answer is both. While Bangladesh has long-running conflicts with its neighbors over maritime boundaries which are being solved amicably, the latest threat is now emerging from maritime piracy. How is maritime piracy threatening Bangladesh and to what extent? Recently, several dozen fishermen were abducted from the Sundarbans. A total of 11 piracy events took place off the coast of Bangladesh in 2012. What are the factors behind maritime piracy in Bangladesh? Maritime piracy in Bangladesh is the result of a set of interrelated factors. Factors associated with the failure of law-enforcing agencies, a culture of impunity and poverty induced criminality.

The first set of factors basically stems from inefficiency and corruption of law-enforcement agencies. Most significantly, inefficiency within Bangladesh’s Coast Guard (BCG) which is charged with maintaining security for the maritime zone around Bangladesh, is overstretched, the result of a shortage of manpower and equipment. Founding Director General of BCG has suggested that the BCG is comprised of only 2,000 persons who need better equipment and more than its current fleet of 11 vessels. Eight vessels are 30 years old and cannot operate during the monsoon season. Importantly,



it will be interesting to watch how Bangladesh’s Coast Guard utilizes a decommissioned U.S. Coast Guard Cutter that was transferred to their custody in 2013.

The second set of factors is associated with the failure of crime prevention and reduction. As reported by Bangladeshi media last month, police take bribes from drug dealers and criminals in Cox’s Bazar. Criminals commit crimes more and more because they know police will not arrest them. The third set of factors has been identified as poverty related.

The less work that is available, crime will increase. The implications of maritime piracy for Bangladesh are far-reaching. The livelihood and survival of many thousands of people from 16 coastal areas are dependent on fishing in the rivers in and around the Bay of Bengal. Around one million people are dependent on fishing alone in the Cox’s Bazar alone. The lack of personal security in maritime zones poses a threat to their livelihoods. In the last five years, pirates have killed at least 411 fishermen and wounded at least 1,000 more, suggested Mujibur Rahman, Chairman of Cox’s Bazar District Fishing Trawler Owners Association (DFTOA). According to the DFTOA, pirates attacked more than 1,000 fishing boats, abducting more than 3,000 fishermen, killed over 45 and collected more than 1.28 million USD in ransoms from fishery owners of two coastal towns – Chakaria and Maheshkhali, alone from late 2011 to late 2012.

Attacks on Bangladesh’s fishing industry have profound implications for the national economy. The country will face significant economic losses if piracy cannot be controlled. Mujibur Rahman argues that coastal fishermen contribute 25-35% of the nation’s total catch which declined during fiscal year of 2012-2013. This is the right time to combat maritime piracy. The policy of combating piracy must have two approaches: traditional and non-traditional. Otherwise, it cannot work properly. What does the traditional and non-traditional approach mean? The traditional approach is the way of preventing crime through the use of military force. But, this is not the permanent solution. Suppose the law-enforcing agencies conducted operations, seized pirates and thus reduced the crime but criminals were not provided job and earning facilities. The problem will remain if these pirates are not rehabilitated back into society. Here is the essence of a non-tradition approach which embraces a series of tasks, for example providing basic needs to the criminals, educating them, employing them in different job sectors and reintegrating them into society. Anti-piracy social awareness campaigns can also be conducted countrywide. While maritime piracy has been extensively covered when it is occurring off the coast of Somalia, the increase in piracy off the coast of Bangladesh must also be addressed.Source : internationalpolicydigest

Kort Propulsion order Kort Propulsion has received an order for the second batch of 28 Tug boats for the Egyptian Army. The 7.5M

RAMEWC tug boat has a requirement of 8 knots and 2.3T bollard pull. The first fourteen recently completed by Kort exceeded the Egyptian Army's expectations and requirements. Kort are delighted to receive this positive feedback and the new order, it secures the future expansion plans of Kort Propulsion. Managing Director David Parsons said "For the past six years we have been working on this project which started with an order for one tugboat, 14 more in 2012, and now the quantity is increasing to 28. This new order, well into seven figures, gives the platform for further growth in the company. This is a special day and a milestone for the company, my late Father Norman who started this project back in 2008 will be very proud of what we have achieved in such a small period of time. We are continuing his 40

plus years of service to Kort and proving we can continue in his footsteps for many years to come." This new order for 28 boat sets from Alexandria Shipyard will consist of Deutz air cooled engines, ZF gearboxes, shafting, propellers, Kort nozzle rudders, steering gear, all of the fenders on board, electrical controls, and switchboards. Alignment and commissioning will be carried out by Chock Design UK in Alexandria, Chock Design was acquired by Kort Propulsion in 2013 and helps strengthen the group, this company specialise in mounting and alignment of rotating machinery, it also has the distribution rights to the RotaChock adjustable mounting products which are being used in the mounting of the prime movers in this project. Source : maritime Journal

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Europe ready for compliance chaos on ship pollution rules

Northern European regulators will face a battle with many shipping companies over new EU rules aimed at cutting pollution from ship fuels as some owners are likely to find it cheaper to pay fines than to comply. Ships are typically powered by heavy fuel oil or bunker oil, both of which produce harmful pollutants such as sulfur dioxide which can cause respiratory and heart problems. Such fuels contain 2.5 to 3 percent sulfur on average, which is up to 3,000 times the sulfur content of road fuel in Europe, according to marine campaigners Seas at Risk. Under EU rules from Jan. 1, 2015, all ships operating in the North Sea, Baltic Sea and English Channel will have to use a fuel with a maximum sulfur content of 0.1 percent.

Ship owners can comply by changing fuels, such as to low-sulfur marine gasoil, which can cost four times as much as high-sulfur bunker fuel. Or they can use bunker fuel and fit a “scrubber”, a technology that filters out pollutant gases before they are released into the atmosphere. This costs as much as 3 million euros ($4 million) for a small vessel - often more than the value of the ship itself - and as much as 12 million euros for a larger ship, and it could take up to two years for every ship to be fitted. Another option is to use liquefied natural gas (LNG), but ships would need expensive retrofitting, and there is not yet a reliable supply chain in place for LNG.

“Neither of these options (scrubbers and LNG) can easily be deployed by January 2015,” the International Energy Agency said this week. Many shipping firms have complained about the costs of meeting the regulation, saying it will damage competitiveness and lead to job losses. All ships worldwide, however, will be subject to a limit of 0.5 percent sulfur content in fuels by 2020 under rules by the International Maritime Organization, which are still subject to a feasibility review. Maersk Line, the world’s biggest ship container group, said switching to low-sulfur fuel under the EU rules will cost it an extra $200 million a year. P&O Ferries’ fuel bill will rise by 30 million pounds ($50 million) a year, which it said it would pass onto customers. “On longer routes fares will need to rise more than on shorter ones to cover the greater increase in fuel costs,” P&O Ferries Chief Executive Helen Debbie wrote in a letter to staff, which was seen by Reuters. There is also the risk that some firms will find it cheaper to pay fines for not complying with the limits than pay upfront capital costs to change fuels or fit technology. “The potential for not following the regulations is there, because you can save a lot of money. It is so significant that over time companies in compliance may not even be able to compete with companies who are not in compliance,” said Mads Stensen, global adviser on sustainability at Maersk Line. Britain-based ferry group Red Funnel has been using low-sulfur fuel for 18 years, however, and a spokeswoman said the company has maintained its competitiveness through efficiency improvements. Apart from the costs, there is also a lack of clarity about how enforcement will work. Each EU member state is responsible for deciding its own methods of enforcement including penalties, according to the European Commission.

Industry sources say many countries have yet to decide on the level of fines, how to monitor the sulfur content of fuel or how often to check ships. A spokeswoman at Britain’s transport ministry said the government was still in consultations on the new sulfur regime. “Repeat offenders could potentially be subject to penalties other than fines, including the detention of their vessels until such time as compliant fuel was supplied,” she said. Britain’s shipping minister, Stephen Hammond, said the government was trying to secure EU finance to compensate ship owners and ports for the higher fuel costs. Source : Reuters / Malaya

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Australians to name P&O ships P&O Cruises has invited Australian passengers to rename two Holland America Line (HAL) ships that will join its fleet in November 2015. bringing P&O’s total year-round Australian fleet up to five ships, HAL’s Ryndam and Statendam will join Pacific Dawn, Pacific Jewel and Pacific Pearl in Australia. Both ships will be fully refurbished to incorporate onboard features tailored for Australian and New Zealand passengers. “We’ve been cruising from here for more than 80 years and we carry hundreds of thousands of Australians on holidays every year, so we think the time has come for Australians to put their stamp on our ships by choosing their names,” said Tammy Marshall, senior vice president of P&O Cruises. “We’re very excited by the idea and we can’t wait to see what names are put forward.”

While P&O’s current Australia-based vessels all have Pacific in their names, competition entrants are not obliged to follow this pattern for the names of the new ships. “We’re looking for names that are modern and fresh and capture the spirit of a cruise holiday,” said Marshall. “Ideally there will be some connection between the names of the two ships, but we will wait to see what Australia comes up with.” The Facebook-based competition will close on 4 July, while the names will be announced on 9 July. The successful entrants will win a cruise for two on the respective ship’s inaugural voyage and will also be invited to attend the naming ceremony as a special guest. aving a five-ship fleet will give P&O greater flexibility to offer more short-break cruises, as well as traditional cruises to the South Pacific and new destinations, such as Papua New Guinea and Asia. New itineraries will be revealed in the coming months. Source :Cruise&Ferry

Hibiscus buys Talisman unit for US$18m PETALING JAYA: Hibiscus Petroleum Bhd's wholly-owned subsidiary, Timor Hibiscus Limited, has agreed to buy Talisman Resources Pty Ltd, a wholly-owned subsidiary of Canadian based Talisman Energy Inc for US$18 million (RM58 million). Talisman Resources owns a 25% stake in the Kitan producing oil field which Hibiscus estimates would contribute significant net cash to the company in the second half of 2014.

"At current oil prices, this will allow Hibiscus Petroleum to book its first operating profit in 2014," it said in a press release yesterday. Under the deal which was executed yesterday, Hibiscus Petroleum will acquire Talisman's stake of the oil field with an effective date of Jan 1, 2014 with all existing assets and liabilities as well as absorb the risk of well projects to be executed post-agreement, upon completion of the transaction. "The acquisition of a producing asset represents a key milestone under Hibiscus Petroleum's portfolio balancing strategy. After evaluating many producing assets over the course of the past three years, we believe we have finally found a target that has a manageable risk profile with many areas of upside potential at a reasonable price," said Hibiscus Petroleum managing director Dr Kenneth Pereira.

"We also look forward to working with reputable international Exploration & Production (E&P) companies as partners in extracting further value from this asset. We bid for this asset using certain base assumptions while taking into consideration potential value accretion from future development and infill drilling projects," he added. The acquisition is subject only to regulatory approvals and funded using the equity capital raised through the conversion of Hibiscus warrants which are due for conversion by July 2014. The Kitan field was discovered in 2008 and started production in 2011. Wood Mackenzie has estimated 17 million barrels of remaining reserves on Jan 1, 2014 (4.25 million barrels net to Hibiscus) and that the average production rate in 2014 is expected to be 10,000 barrels of oil per day (2,500 barrels of oil per day net to Hibiscus). The Kitan oil field, located field in the Bonaparte Basin within the Australia-Timor Leste Joint Petroleum Development Area (JPDA), is currently being operated by Eni, the Italian integrated energy company.

The field is developed by a subsea production system with three subsea wells tied back to the Glas Dowr Floating Production Storage Offloading Unit (FPSO). Eni owns a 40% stake in the asset while the remaining 35% is held by the Japanese oil and gas E&P company, Inpex Corporation. A number of infill drilling and additional well tieback opportunities are under consideration. Source: The SunDaily

Chinese Shipping Company Orders Fuel-Saving Ships

The China Navigation Co. (CNCo), the deepsea shipping subsidiary of the Swire Group, has ordered four fuel-efficient handysize bulk carriers from Japan's Imabari Shipbuilding Co. Ltd., Swire said in a statement. The vessels will be used in CNCo's drybulk division, Swire Bulk and deployed worldwide. The company recognises the importance of the Japanese shipbuilding industry and is delighted to have successfully confirmed this order with Imabari Shipbuilding



Co., Ltd given the company's reputation as a provider of handysize bulk carriers of the highest quality," said Swire Bulk General Manager Andrew Kidd. Also this month, Swire Bulk received its fifth vessel using Deltamarin's B-Delta37 design from Chengxi Shipyard, and the company has 19 more B-Delta37 handysize bulk carriers for delivery in 2016.

"Swire Bulk is committed to providing its customers with the most modern, fuel efficient and flexible fleet in the market," the company said. Related company Swire Pacific Offshore (SPO) received eight fuel-efficient anchor handling tug supply vessels recently and is in the process of further growing its fleet. Source : Ship & Bunker News Team

Brandweer, Kustwacht en KNRM bestrijden scheepsbrand Scheveningen vanaf water

en land De brandweer, Kustwacht en KNRM bestrijden maandagmorgen de brand op een schip aan de Vissershavenweg op

Scheveningen vanaf het land en vanaf het water. Ondermeer een boot van de KNRM en de Barend Biesheuvel van de Kustwacht helpen bij het blussen. Een woordvoerder van de Kustwacht laat weten dat omdat het schip in de haven ligt zij eigenlijk niet betrokken zijn bij het bestrijden van de brand. Toch is de blusboot van de kustwacht ingezet. 'Wij helpen onder de vlag van de regio', aldus de woordvoerder.

Ook uit de haven van Rotterdam, is een blusboot, de RPA-15, gekomen om te helpen bij het bestrijden van de brand. Daarnaast krijgt de brandweer ook assistentie van een specialistisch team uit de haven van Rotterdam. Volgens onze verslaggever in Scheveningen zijn brandweermensen op het dek ook bezig om het vuur te bestrijden en wordt d eboot van buitenaf gekoeld door er water tegenaan te spuiten. Volgens een woordvoerder van de brandweer woedt de brand onder in het schip. Het is nog niet bekend hoe het vuur heeft kunnen ontstaan.Bron : omroepwest

Three rescued from yacht in Indian Ocean thanks to Falmouth Coastguards

Three people have been rescued from their sinking yacht off the Seychelles – thanks to assistance from the Falmouth Coastguard. The crew – all British – had been desperately pumping and bailing out the UK-registered vessel as it began taking on water after suffering serious damage to its main rudder. Falmouth MRCC asked the captain of a tanker in the region – the Maersk Mediterranean - to divert to the yacht's location, around 300 miles south of the Seychelles. Bad weather meant the ship’s progress was slower than normal, and the yacht’s crew were preparing to abandon ship and take to a life raft when they were finally rescued at around 12.45am this morning. The Falmouth

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MRCC had also alerted nearby authorities, including the Seychelles Coastguard, and other resources in the region, but the yacht’s remote location meant that a rapid rescue was not possible. Falmouth Coastguard Watch Manager, Martin Bidmead, said: "We are very relieved that the Maersk Mediterranean was able to reach this yacht in time and rescue the three people on board. As first point of contact for the EPIRB alert, we were able to coordinate the rescue remotely, staying in contact with the yacht and updating crew with the progress of the rescue.” Source : thisisthewestcountry

NAVY NEWS India's first indigenous anti-submarine

warfare ship ready India's first indigenously-built anti submarine warfare corvette INS Kamorta is ready to be commissioned into the Indian Navy next month, defence officials said here in Tuesday. Built by the Garden Reach Shipbuilders & Engineers Ltd (GRSE), Kolkata, it will be the first warship armed with an indigenous rocket launcher for anti submarine warfare, they said. The corvette is readying to sail out from GRSE's fitting-out jetty in Kolkata to join the Navy's eastern fleet at Vishakhapatnam in July, officials said. The sophisticated front line warship with stealth features will also be the first warship armed with the new trainable chaff launcher - Kavach. With an approximate displacement of 3400 tonnes, it can achieve a maximum speed of 25 knots. It is powered by four indigenously designed 3888 KW diesel engines at 1050 rpm and can cover nearly 3,500 nautical miles at 18 knots.

The overall length of the ship is 109 meters and is nearly 13 metres wide at its maximum bulge. With about 90 per cent of the ship being indigenous, it is also capable of deploying a helicopter, adding considerable punch to the ship's anti-submarine capability. It is also the first naval ship fitted with bow mounted 'Sonar' (sound navigation and ranging) for enhanced underwater surveillance. Integration of indigenous surveillance radar (Revathi) for surface and air surveillance is another first on any Indian warship. Each ship will be manned by 14 officers and 150 sailors.

With reverse osmosis plant for fresh water generation, sewage treatment plant with vacuum toilet facilities totally compliant with International Maritime Organisation regulations, the warship measures up to all stringent regulatory needs to operate across oceans of the world. The sturdy warship is the first in its class of four ASW corvettes being built for the Indian Navy. Named after islands in Andaman & Nicobar and Lakshwadeep archipelago, ASW corvettes Kadmatt, Kiltan and Kavaratti are to follow suit progressively.

Iran to Stage Naval Drills in Indian Ocean Soon

Iran's Navy Commander Rear Admiral Habibollah Sayyari said on Wednesday that his forces are preparing to conduct a series of exercises in Northern Indian Ocean in coming months. Speaking to FNA in the Northern city of Rasht , Admiral Sayyari said the drills codenamed 'Velayat 93' will be staged in free waters in the Northern parts of the Indian Ocean and Iran's territorial waters. "The Navy exercises will be part of the annual drills staged by the naval forces to promote their capabilities," he said. In recent years, Iran’s Navy has been increasing its presence in international waters to protect naval routes and provide security for trade vessels and tankers. The Islamic Republic has repeatedly asserted that its overseas naval presence is meant to convey a message of peace and friendship to the other countries. Iranian officials and commanders have also underlined on various occasions that all military exercises and trainings of the Iranian Armed Forces are merely meant to serve deterrent purposes. The Iranian navy has recently staged two sets of joint exercises with Pakistan and Oman naval forces. Velayat wargames are the annual exercises conducted by the Iranian Army's naval forces each year. Last year, the drills were conducted in the second half of the Iranian year (September, 2013-March, 2014) and were codenamed Velayat 2. Different units, including surface, subsurface, air and airborne units, participated in the drills. And almost a year before Velayat 2, the Iranian Navy finished 6 days of massive naval exercises, codenamed Velayat 91, in the country's Southern waters in January 2013.

The naval drills were carried out in the Strait of Hormuz, the Sea of Oman, North of the Indian Ocean, the Gulf of Aden and Bab-el-Mandeb Strait. During the exercises, the Navy test-fired various types of long-range missiles from coasts and navy vessels. Different types of short and long-range coast-to-sea, surface-to-surface, surface-to-air missiles were also tested by Iranian troops and vessels. Iranian submarines also launched smart torpedoes during the drills. Iran's naval power has even been acknowledged by foes. In a Sep. 11, 2008 report, the Washington Institute for



the Near East Policy said that in the two decades since the Iraqi imposed war on Iran, the Islamic Republic has excelled in naval capabilities and is able to wage unique asymmetric warfare against larger naval forces. According to the report, Iran's Navy has been transformed into a highly motivated, well-equipped, and well-financed force and is effectively in control of the world's oil lifeline, the Strait of Hormuz. The study said that if Washington takes military action against the Islamic Republic, the scale of Iran's response would likely be proportional to the scale of the damage inflicted on Iranian assets. Source : farsnews

SHIPYARD NEWS

Strategic Marine delivers Ashmore Reef On-Station Vessel “Thaiyak” to the Australian Customs and

Border Protection Service Strategic Marine, a leading specialist shipbuilder, has delivered the On-Station vessel “Thaiyak” to the Australian Customs & Border Protection Service (ACBPS). The vessel was launched from Strategic Marine's facility in Vietnam in March this year and was officially accepted in Fremantle, Western Australia, by representatives of Australian Customs & Border Protection Service Monday 23 June. The 40-metre on-station vessel, built at Strategic's multi-purpose shipyard in Vung Tau, Vietnam, is designed for flexible self-sufficiency and long term deployment at Ashmore Reef, an external territory of Australia 450 nautical miles East from Darwin in the Indian Ocean.

The vessel will be a strong physical presence in the Ashmore Reef Marine Reserve and surrounding environmentally sensitive areas acting as a deterrent for illegal activities and will serve as a platform for scientific and environmental

research in these areas. The vessel also has the capacity as a temporary holding facility for 24 additional passengers. "The boat looks fantastic and it’s been a culmination of a lot of hard work on behalf of the project team - the Strategic team - and Gardline Australia, our partners in this project," said Ian Laverock, ACBPS National Manager Maritime Capability.

This is new territory for ACBPS, as it marks the first time the authority has commissioned a ship for commercial use outside of Australia. "It’s been a good process in terms of separate

stakeholder groups getting together using a standard Commonwealth procurement process and adapting to

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commercial shipbuilding processes for the Commonwealth," said Matthew Travers, ACBPS Project Manager, "and for Strategic Marine and Gardline's understanding of Commonwealth’s methods and ways of doing business." He added, "The relationship has been terrific, very harmonious."

"This has been an outstanding contribution by everyone who worked on the project," said Reece Newbold, Business Development Manager at Strategic Marine. "We have designed and manufactured a whole new kind of seagoing vessel, and this marks yet another milestone for us in shipbuilding growth and diversity." The order was awarded last year following a successful tender prepared between Gardline Australia Pty Ltd, Strategic Marine, the builder of the new vessel, and McAlpine Marine design Pty Ltd. Among the vessel's technical specifications are twin Caterpillar C32 970kW main engines, Twin Caterpillar C9 149ekW generators and a 149kW bow thruster. The vessel is also fitted with two Norsafe davits capable of at sea launch and retrieval of two 7.5 metre ship’s boats. The vessel has a nominal draft of 2.4 metres and beam of 11.5 metres with an economical cruising speed of 10 knots and a top speed of 12 knots. There is accommodation for 17 crew and 24 passengers, with a short term holding capability of an additional 25 passengers on sheltered deck space.

Keppel Shipyard Pens Conditional Deal with Golar LNG for FLNGV Conversion

Keppel Corporation referred Wednesday to an announcement dated June 24 by Golar LNG Limited (Golar LNG) on the launch of the offering of its common stock and wish to confirm that Keppel Shipyard Ltd (Keppel Shipyard), a wholly-owned subsidiary of its unit Keppel Offshore & Marine Ltd, has signed a conditional contract with Golar Hilli Corporation, a subsidiary of Golar LNG, to perform the world’s first-of-its-type conversion of an existing Moss LNG carrier, the Hilli, into a Floating Liquefaction Vessel (FLNGV). This contract will become effective upon the fulfilment of several conditions precedent, including the receipt by Keppel Shipyard of the initial milestone payment.

We will make a further announcement when the contract becomes effective. The aforementioned contract is not expected to have any material impact on the earnings per share and net tangible asset per share of Keppel Corporation Limited for the current financial year. Source : Rigzone

Deliberate localization An immense market is being formed in Russia for shipbuilding which is associated with the large-scale plans for Arctic and continental shelf development, modernization of auxiliary fleet, icebreakers and naval ships. Is domestic industry ready to meet this challenge or is it to let the foreign partners skim the cream off?

Rosneft says it will need about 300-500 support vessels and 102 drilling rigs for the development of the license areas in the Kara Sea alone. Besides,

at least 3 icebreakers are required for icebreaking services at the Kara Sea route. Apart from Rosneft, the fleet is needed for other companies’ projects, first of all those of Gazprom and NOVATEK. Yamal LNG project requires the construction of 16 Arctic gas carriers. They will be built by Sovcomflot, According to Rosneft President Igor Sechin each tanker costs $300 (almost $5 bln in total). Sovcomflot is also to secure orders for 13 gas carriers for Gazprom and 6 tankers for Gazprom Neft. So total value of just the mentioned contracts is estimated at $10 bln.

The number of LNG carriers of various ice classes required in the period 2016-2020 could be in excess of 30 vessels. This statement was made in February 2014 at the annual coordination meeting with representatives from Russia’s leading shipbuilding and oil & gas companies as part of Sovcomflot’s shipbuilding programme. The meeting was attended by the representatives of the Ministry of Industry and Trade, United Shipbuilding Corporation, Gazprom, NOVATEK etc. Besides, it is necessary to build up the fleet of icebreakers including the 100-MW icebreaker.

We should also mention the necessity of modernization and building up of naval fleet with state-of-the-art ships able to meet the challenges of modern warfare. Both surface ships and submarines are to be transferred to modular



multipurpose combat platforms. Modular ships are already under construction in the U.S.A. under the programme on construction of naval inshore crafts.

So Russia sees intense expansion of the demand for different vessels and crafts, especially sophisticated ice class ships which opens perfect opportunities for the development of domestic shipbuilding, construction of HVA ship components and equipment. However, many enterprises of the industry require modernization with many to be built from the scratch which is quite difficult amid the complicated access to long-term money and high competition with foreign producers. With a view to renovate the industry, United Shipbuilding Corporation was set up in Russia. Yet, that was not enough. Far Eastern Shipbuilding and Ship Repair Center of USC was handed over to the consortium of investors including the vertically integrated companies (first of all Rosneft and Gazprom). Meanwhile time presses and the construction should commence right now before global LNG market is divided between other players. Hence the urgent need to find a balance between the time limits and phasing out of imports through localization of production.

Experts at the annual meeting concluded that Russia does not currently possess the necessary shipbuilding facilities to build vessels of the required size and in the volumes needed. There are also strict deadlines regarding the introduction of industrial and production facilities for oil & gas projects and Russian shipbuilders lack the experience required to fully satisfy the demands of the oil & gas companies in the next several years. Therefore, to achieve the stated goals it will be necessary to form partnerships with foreign shipbuilders. “In contrast with other types of large-tonnage vessels, gas carriers have a more complex construction cycle that requires special attention to technical detail. Bearing in mind the intended operational area of these vessels, it is vital to bring in the very latest innovations in the global shipbuilding industry,” said Igor Tonkovidov, Executive Vice-President of Sovcomflot. At the end of the meeting the decision was taken to create a special team to investigate the possible phased localisation of gas carrier construction under the supervision of Deputy Minister of Trade and Industry A. L. Rakhmanov.

At the Meeting of the Commission for Strategic Development of the Fuel and Energy Sector and Environmental Security held in June 2014, RF President Vladimir Putin recommended to place orders for construction of vessels via domestic shipbuilders with foreign companies as sub-contractors. The President believes it would let Russian shipyards get resources and competence for localization. “Order via USC or its subsidiary (Far Eastern Shipbuilding and Ship Repair Center) and they will accumulate competence”, Vladimir Putin said to Leonid Mikhelson, Director General of NOVATEK OJSC. – Then they will understand what and how is to be built, they will come to foreign partners and place an end order on competence transfer. … Otherwise, if you do not place orders in Russia we won’t have the industry. We will not recover it and everything will go somewhere abroad… If they are general contractors, general customers they will negotiate directly with foreign partners and foreign partners will depend on them and will have to transfer their competence under certain conditions, will have to come to our territory and agree upon localization within certain terms and to certain extent”.

Meanwhile, production of equipment and components for shipbuilding industry is quite developed in Russia.

Marine diesels in Russia are produced by Penzadieselmash OJSC, RUMO OJSC (Nizhni Novgorod), Kolomensky Zavod OJSC. Type and size range of marine diesels of the above manufacturers are technically equivalent diesel engines manufactured by ANGLO Belgian Corporation (Belgium) with nominal capacity within 600-4,000 KW, Man Diesel & Turbo (Germany) with nominal capacity within 1,300-5,800 KW, Wartsila (Finland) with nominal capacity within 600-1,200 KW.

Marine diesels is also a specialization of Bryansk Machine Building Plant CJSC, Zvezda OJSC (Saint-Petersburg), VDM OJSC (Balakovo), UDMZ LLC, Barnaultransmash OOJSC – high-speed engines with nominal capacity of 390 KW, Dagdiesel OJSC (Dagestan Republic), Tverdieselagregat CJSC.

Compressors produced by Compressor OJSC are technically equivalent to products of SAUER&SOHN, HATLAPA (Germany), ATLAS COPCO (Sweden) and Tamrotor Marine Compressor AS (Norway).

Auxiliary boilers and boiler units are manufactured by Baltiysky Zavod – Sudostoyenije OJSC (equivalent to technical parameters of Aalborg Industries (Sweden) and Leninskaya Kuznitsa Plant OJSC (Ukraine).

Distillation units are produced by Rokem Service LLC (equivalent to technical parameters of ROCHEM (Germany) and Proletarsky zavod OJSC (equivalent to technical parameters of Allweiler, Hamann (Germany), DESMI (Denmark), Flaktwoods (Finland).

Pumps are produced by HMS Pumps OJSC (equivalent to technical parameters of ALLRUS Maschinenhandels GmbH (Austria) and Imo Pump (USA), Plant named after Gadzhiev OJSC (equivalent to technical parameters of ALLRUS Maschinenhandels GmbH (Austria), DESMI (Denmark), ENA OJSC, Gidromash OJSC, LGM OJSC – (equivalent to technical parameters of Allweiler, Hamann (Germany), DESMI (Denmark), Flaktwoods (Finland), Turbonasos OJSC, KNZ CJSC, HMS Pumps OJSC, Vzlet Plant (equivalent to technical parameters of National Oilwell Varco, MI-Swaco (USA), NETZSCH Mohnopumpen GmbH (Germany).



Oily water treatment units are produced by ECOS LLC (equivalent to technical parameters of DVZ SERICEC GmbH (Germany), Coffin World Water Systems, LLC (USA).

Marine propellers and vessel movement control means are produced by Zvezdochka Center OJSC. They are also equivalent to certain products of foreign companies.

Steering engines are produced by Proletarsky zavod OJSC and Plant named after Gadzhiev OJSC (equivalent to technical parameters of Hatlapa, Blohm+Voss Industries (Germany); Rolls Royce Marine (UK).

Besides, some Russian companies manufacture deck equipment (windlasses, winches, cranes).

Drilling equipment is produced by Uralmash Holding LLC, Generation Group.

In Russia they also produce a wide range of navigation and hydroacoustic equipment, special equipment for self-submerge drilling rigs. In production of steering simulators Russia is in step with foreign companies as well. Transas is a successful company in this industry. As Russia primarily needs sophisticated Arctic class vessels, advanced technologies like 3D-modeling comes to the fore in prospective development of national shipbuilding. According to the comment provided to IAA PortNews by Alain Houard, Vice President of Marine and Offshore Industry at Dassault Systemes (France), forward-looking shipyards all around the world are interested in software allowing for both 3D designing and providing vessels with the comprehensive technological stuff for automated control.

“In Russia, like in other countries worldwide, shipbuilding is behind other industries in the use of IT solutions (for instance, aircraft and automobile industries), as their introduction requires large investments while profitability of shipbuilding companies is 5% at the most. It is very expensive to change the technological “landscape” in shipbuilding. I think, the Koreans are the most advanced in this respect. As for Europe and Russia, the majority of shipyards still use 2D designing,” Alain Houard says. At the same time he notes gradual introduction of 3D-technologies in Russia.

So Russia has a substantial base for successful phasing out of imports. It is important to ensure that huge resources spent by mineral companies for purchasing of vessels do not disappear from Russian economy to the accounts of foreign producers. Instead, they should be reinvested into the construction of new production facilities and shipyards as well as into modernization of the existing ones. Source : portNews

Viking Star Floats Out in Italian Shipyard The first Vessel of the brand-new cruise line, Viking Cruises, floats on water for the first time

A milestone was reached early on June 23, Monday, when the first and brand new cruise ship coming to Viking Cruises was "floated out," meaning her drydock was filled with water and ship floated for the first time. This is always an important and celebrated part of the building process. This puts the new ship about 20 days ahead of schedule according to the Italian shipbuilding company, Fincantieri, where the ship is being constructed at its Marghera yard near Venice. Now that work is complete on the hull and its systems, Viking Star will now enter the fitting-out stage, and will likely be ready before its scheduled delivery date of March, 2015.

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This vessel, named Viking Star is the first of three 930-passenger Viking ships and is already nearing completion, while work on her sister ships, Viking Sky and Viking Sea, has just started. These two latter ships are both scheduled for delivery in spring 2016. To read more about Viking Ocean visit our forums and cruise line reviews. As far as size goes; the proposed size for the Viking Ocean vessels makes them larger than average for luxury cruise ships, but certainly not out of range. At 47,000 tons for 944 people they are very similar to Crystal Symphony at 51,000-tons for 922 passengers. At this size they be able to access ports in almost any European city and provide a quick and easy embarkation and debarkation process. All of the Viking Ocean ships will have the latest generation, high-efficiency hybrid engines with streamlined hulls and bows optimized hydro-dynamically for maximum fuel efficiency in addition to onboard solar panels and equipment to lower the carbon footprint and enable the vessels to meet strict environmental regulations.

The interiors of these vessels were designed by London-based SMC Design and Los Angeles-based Rottet Studios. Each ship will feature an indoor pool with retractable dome, a glass-backed "infinity pool" cantilevered off the stern; a two-deck Explorers’ Lounge at the bow, a Wintergarden and a spa with a sauna and a traditional Scandinavian “snow grotto”. There will be a variety of indoor and outdoor dining venues featuring global cuisine and a three-deck atrium to be called the Viking Explorers’ Lounge. In the Wintergarden guests will enjoy a variety of musical entertainment and the Star Theater will provide the venue for onboard enrichment lectures and cooking sessions. The new 14-deck ships will feature modern Scandinavian decor with five stateroom categories, all with private verandas and an additional 14 Explorer Suites. The ships will sail in Scandinavia and the Baltic Sea as well as the Eastern and Western Mediterranean regions. Source : cruisemates

Tanker of project RST27 built by Krasnoye Sormovo for Kurgannefteproduct is under

delivery to Alfa-Leasing Krasnoye Sormovo shipyard delivers tanker Lady Leila of project RST27 built for Kurgannefteproduct LLC to Alfa-Leasing LLC, the shipyard says in its press release. The tankers of project RST27 (Volga-Don Max class) are designed for transportation of crude oil and oil products with no flash point. The tankers can transport two types of cargo simultaneously. The tanker was developed by Marine Engineering Bureau (Odessa) to the class of Russian Maritime Register of Shipping KM Ice1 R2 AUT1-ICS OMBO VCS ECO-S Oil tanker (ESP). The detailed project is developed by Volga-Caspian Design Bureau (Nizhni Novgorod).

For the first time in Russia, New Armada tankers of project RST22 built by Krasnoye Sormovo in 2008 were acknowledged to meet additional ecological restrictions of the Russian Maritime Register of Shipping «ECO PROJECT». The new design tankers feature improved environmental safety and river deadweight increased by 767 tonnes, the statement says. Sea / river DWT – 6,980 /5,375 tonnes with draft of 4.2 / 3.6 m. LOA - 140.85 m, beam - 16.86 m, depth - 6 m. Capacity of cargo tanks – 7,828 cbm, capacity of slop tanks– 280 cbm, capacity of ballast tanks – 4,650 cbm. Operational speed – 10 knots. Crew - 12 persons (14 places). The propulsion system comprises two diesel engines WARTSILA 6L20 with maximum continuous rating of 1,200 kWt. Krasnoye Sormovo OJSC (Nizhni Novgorod) is one of Russia's oldest shipyards. It was founded in 1849. In 2011, it entered the United Shipbuilding Corporation. The shipyard is Russia’s leader in construction of civil river and sea-and-river going vessels. Source : PortNews

ROUTE, PORTS & SERVICES

Heavy load transport notice Traffic delays will dominate Devon-area highways Saturday, June 28.

Mammoet – an industrial heavy lifting company – will be transporting a massive waste heat boiler to a plant northeast of Fort Saskatchewan. The boiler will arrive Friday (today) morning at the Edmonton International Airport and will make its way north via Devon. This route is being taken as the boiler is too big and heavy for the overpasses along a more direct route. The movement will begin at 6 a.m. and is expected to take eight hours. The path of the movement, approved by Alberta Infrastructure and Transportation, follows this route: 36 Street, Hwy 19, 60, bypass structure over Hwy 16 A by using service road, Hwy 16A, 60, 16, 44, 18, 2, 18, 63, 829, 644, 38 to Agrium. Mammoet will have two piloted vehicles with the load at all times during transport. The boiler is for Agrium's Redwater Fertilizer



Operations. Agrium is a world-producer of agricultural products. The boiler weighs 154 metric tons and is 50 feet long, 12 feet wide and 14 feet high. Also of note, the boiler will be arriving Friday morning on board an Antonov An-225 – the largest airplane in the world – which itself will be a spectacle to see. Source : devondispatch

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…. PHOTO OF THE DAY …..

The LNG tanker LENA RIVER arrived at the GATE terminal in Rotterdam-Europoort .– Photo : Marco Breen (c)

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