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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2009 – 046

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Number 046 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Tuesday 17-02-2009 News reports received from readers and Internet News articles taken from various news sites.

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The 2009 built NLD flag & owned pusher tug DMS HARRIER berthed in Malta at Pinto 3 Sunday 15th February, after arriving Saturday 14th February on her maiden voyage.

Tug is represented in Malta by Mediterranean Trading & Shipping Ltd. Photo : Cpt. Lawrence Dalli - Malta Ship Photos ©



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The HANJIN CHONGQING seen arriving in Rotterdam-Europoort Photo : Fred Vloo ©

Nigeria: Lagos ports reopen after strike In Nigeria activity at the port of Lagos was beginning to return to normal on Saturday after clearing agents called off their three-day strike. The agents were protesting about high charges being raised by terminal operators.



In a statement issued by Joseph Nnomocha, public relations officer of the Association of Nigerian Licensed Customs Agents at the port of Apapa, the clearing agents agreed to call off their strike following a directive from the Federal Government that no ships of Maersk Line or MSC should berth until all empty containers were evacuated from the terminal. A spokesman for the striking agents said they were including a new demand that demurrage should not be charged on cargoes that were delayed in the terminal by the strike. Source : ports.co.za

Maersk Line risks historic deficit With bottom low container rates and ships not in use, Maersk Line is risking running into one of the largest economical knock outs in 2009, that a Danish business has ever seen. But a turn might be in sight for next year. "It looks very unhealthy. Even during good periods container shipping companies are not among the most profitable, and now, they are facing a very tough position. It is not only that the growth rate is declining on the container market, but also that it is negative on the two major services between Europe and Asia and in the Pacific. This is something we have not seen for a very long time, and it is very serious. It will affect the container shipping company's turnover and profit profoundly," says Trevor Crowe, container analyst in the shipping house Clarkson Research.

The EDITH MAERSK seen arriving in Zeebrugge Photo : Henk Claeys ©

The low container rates and the declining amount, makes more analysts predict a gloomy 2009 for Maersk Line. A year where the deficit is in risk of reaching 7 billion DKK, one of the largest losses a Danish concern has ever registered. Henrik Lund, head of analysis at Carnegie recently estimated, that Maersk Line would loose 6.5 billion DKK in 2009. Brian Borsting, head of analysis at LD Markets also predicts a tough year. "I am expecting a deficit of four billion DKK. I am, however, aware that this number may be even bigger", says Borsting Maersk Line does not wish to comment on the situation and points out that the shipping company will issue their annual accounts on the 5th of March and is therefore in a so called silent period. New figures from the Shanghai Shipping Index, which shows the development out of China's largest port and which is regarded as leading tendency for the development on the global container market, show a continuous decline since August. Since then, the index has dropped by almost 23 percent. But, as we see the end of 2009, things may begin to lighten up. "The rates are close to the bottom. The container shipping companies are no longer able to cover their variable expenses and they are beginning to pull capacity out of the market by docking ships. But I expect that we have to get closer to 2010 before we will see the rates increase again," says Stephen Rammer, stock strategist in Formuepleje. Source: The Daily Borsen



ZEEMANSHOOP VOERT MEDEVAC UIT Zondag 15-2-2009 heeft de Zeemanshoop van KNRM station Breskens een Medevac uitgevoerd bij de Condock 2 op weg naar Antwerpen. Een Oekraïense matroos was gevallen en had 3 vingers gebroken.

Foto Top : Frans Velthuizen – Foto rechts : Crew Zeemanshoop. Na overleg met de radiomedische dienst en het kustwachtcentrum in Den Helder werd besloten de man van boord te laten halen door de Zeemanshoop. In het vaarwater Wielingen nabij de W 7 boei hebben we de man via de gangway van de Condock 2 veilig aan boord van de Zeemanshoop genomen en volgens afspraak met de kustwacht de man op het poseidon steiger in de buiten haven van Vlissingen afgeleverd aan een gereed staande taxi die de man naar het ziekenhuis zou vervoeren. Bron : Marcel van den Nieuwendijk - Schipper station Breskens ©

Eight sailors die as ship sinks off Russia Eight sailors drowned Sunday as they sought to flee their storm-tossed ship near the far-eastern Russian port of Vladivostok, the regional emergency rescue center said. The crew of the New Star abandonded ship about 50 kilometres (30 miles) offshore in the Sea of Japan after the captain sent a distress signal saying the vessel had begun to roll sharply onto its right side. Half of the 16-member crew on the Sierra Leone-flagged ship, which included Chinese and Indonesian citizens, were saved by a nearby Russian vessel. "During the next attempt to rescue people, six of them were injured and then drowned. Earlier, two members of the crew were washed off their life raft by a wave," a captain at the Vladivostok Emergency Rescue Center told AFP. He added that "rescuers are trying to raise the bodies of the lost seamen," but that the rescue efforts were being made difficult by winds of 25 kilometres per hour and waves of more than six metres. In another incident in the Sea of Japan on Sunday, three emergency rescue ships battled a raging fire onboard a nearby ocean liner called the Nancy. All 23 crew members on board the 70,000-tonne ship -- registered in Panama -- were rescued, officials said, but it was unclear how the ship would be brought back to port.

Eyes In The Sky American warships off the lawless Somali coast are using unmanned drones to hunt pirates threatening one of the world’s most important shipping lanes. Sailors aboard the USS Mahan told The Associated Press they have been using the spy flights daily to spot potential pirate mother ships. For years, the U.S. has used drones to track potential terrorists among Somalia’s warlords, but the Navy said more and more of the planes are now being used to fight piracy.



The drones can fly more than 3,000 feet (915 meters) above sea level and relay pictures detailed enough to recognize the flags flown on fishing boats that Somalis use to avoid detection. The drones take still photos and videos that are instantly relayed to the American ships. The Americans can then send this material to other nations in the international anti-piracy coalition that may have ships near the suspicious vessel. Countries as diverse as India, France, China and Russia have sent ships to help patrol the Gulf of Aden. On Thursday, pictures taken by the drones, some of which also are equipped with night vision, helped apprehend nine pirates after a night flight relayed pictures of a skiff with a ladder onboard. A skiff had fired a rocket-propelled grenade at a merchant vessel in the area earlier. The American warship dispatched helicopters to provide surveillance and air cover, and it deployed a boat with a search and seizure team. Automatic weapons and rocket-propelled grenades were found and the nine men onboard were detained, although they had thrown the ladder into the sea. Still, the pictures of the ladder taken by the drone can be used as evidence, as the coalition steps up efforts to pursue the pirates through the courts as well as the waves. Pirate mother ships often are used to tow smaller skiffs out to sea and resupply them. Previous anti-piracy efforts have been hindered by confusion over which country has the jurisdiction to prosecute suspected pirates, but the United States and Britain both signed an agreement with Kenya to try suspects in that country, which borders Somalia. “We have a unique capability in which we have an (unmanned air vehicle) that helps us detect the pirates and makes it hard for them to hide,” USS Mahan Capt. Stephen Murphy said, pointing to the images the drone relayed to the bridge of the destroyer. “The UAV ... can stay airborne all day and cover thousands of miles (kilometers) of the ocean and be able to spot pirates,” he told this Associated Press reporter during a five-day visit to the ship last week. Somali pirates have been preying on passing shipping for years, but September’s capture of a Ukrainian ship loaded with arms helped focus international attention on the problem. The arms ship was released earlier this month and docked in a Kenyan port Feb. 12. Pirates attacked more than 100 ships last year with a success rate of nearly 50 percent. The number of attacks has remained steady following an influx of warships into the Gulf of Aden late last year, but their success rate has fallen to below 30 percent. There also has been a recent spate of unseasonably bad weather. But analysts say the problem will not be solved until a stable government is established in war-ravaged Somalia. The country has not had one since 1991, and the multimillion dollar ransoms are a strong lure in a country where nearly half the population is dependent on aid. The embattled U.N.-backed government is fighting a strengthening Islamic insurgency that the U.S. State Department says has links to al-Qaida. Source : shiptalk

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Shipping firms cut costs amid dampened trade

As the global economic slump continues to weigh on trade, shipping lines have begun cutting costs by using their own cargo vessels, thus, saving on freight charges on common feeder ships, even if this tack adds travel time. "Shipping lines and port operators now reduce operational costs which results in a reduction of scale, leading to a reconfiguration of the network navigation," Rafael Sapina, director of liner shipping and port operations in the port of Valencia in Spain, observed during the last day last Friday of the 5th Philippine Ports and Shipping conference at the Peninsula Manila Hotel in Makati City. Jesus B. Sedano, Philippines country manager of Regional Container Lines, said that some shipping lines are now engaging in "substitute service" by using their own dedicated vessels, instead of faster common feeders. Cargo from the Philippines bound for Europe usually go through Singapore, where they are serviced by common feeders. But because of falling demand that results in unfilled cargo vessels, some shipping lines now opt to go through the longer route of Taiwan, where many local shipping lines have their own dedicated feeders to service their cargo. Most of the goods going to US, the Philippines’ prime export destination, normally pass through Taiwan. About three to four more days are added because of the route change, in exchange for not paying freight charges to common feeder vessels. "It’s a trade-off between cost and efficiency. Right now, it’s ok for shipping lines to lengthen travel just so they could reduce costs," Mr. Sedano said. "If this trend continues, we will be forced to also lower our freight rates because we have to survive." Charter rates, according to the Hamburg Shipowners Association, have dived to record lows, with a 2,500 twenty-foot equivalent (TEU) unit vessel now charging an average of $10,000 a day, compared with $25,000/day last May. London ship broker Clarkson also reported that bigger ships like the 3,500 TEU Panamax now charges an average $17,500/day from $29, 958/day in 2007. More and more ships are now idle as weakened demand drags down trade. "Shipping lines have now withdrawn their service from rapidly softening trade lanes," Mr. Sedano said. Lee Perkins, chief executive officer of the research firm China Intel Group, meanwhile, noted that dampened trade in the region "is already, and will most likely continue to drive a period of consolidation among port operators and global shipping lines." Mr. Perkins noted that the trend has began to emerge in China, where bigger ports are taking over smaller ports. "On an international level, we may very well see the merger of a number of the world’s larger shipping lines as the current fall in rates continue to erode profits," Mr. Perkins said. Source: Business World

Taiwan building replica of ancient armed trade vessel

Taiwan on Sunday started building a full-size replica of a 17th century armed trade ship in memory of a general who expelled the Dutch from the island. Workers laid keel to the two-masted sailing ship at a shipyard in southern Tainan city during a ceremony presided over by mayor Hsu Tain-tsair, city government officials said. The 29.5-metre (97.35 feet) wooden vessel is slated to be completed in November at a cost of 80 million Taiwan dollars (2.35 million US). It will sail to Japan, China and Southeast Asia in a reconstruction of ancient marine trade routes when Taiwan was ruled by General Cheng Cheng-kung (1624-62), better known as Koxinga. He ruled the island after his troops in 1662 beat the Dutch who were then colonising the island. As a general of the late Ming Dynasty, he used the island as the base for a flotilla of trade vessels and used the money they brought in to



fund military ultimately unsuccessful assaults on the southeast coast of mainland China, which was occupied by the Qing Dynasty. "Without Koxinga, the history of Eastern Asia would have been totally different," Hsu Kenz-hsiu, head of the Tainan city government's cultural and tourism department, told AFP. The vessel weighs around 300 tonnes and can be armed with 12 cannons and transport around 100 people. It is being built according to a 1706 blueprint preserved at a museum in Hirado, Japan's southern Nagasaki prefecture where Koxinga was born. The city government started the feasibility study for the project more than 10 years ago. Since then they have organised a special team grouping historians and ship-building academics for the project, and built and tested a model ship. Koxinga, who was born to a Chinese merchant and pirate father and Japanese mother, was raised in Japan until seven years old and brought to China for education. Hirado was the Japanese port of call for ships between Japan and the Asian mainland for foreign trade between the 16th and 17 century.

ITF offers owners downturn help As the first auctions of Britannia Bulk ships begin this week the ITF has extended the same offer of help it gave the failing company to any others that are experiencing difficulties. The Federation has pointed to the case as proof that its early involvement can assist in a humane result even where a company cannot be saved. Two Britannia Bulk vessels, the Adventure II and Challenger II are to be sold on Wednesday at Falmouth, UK. ITF Maritime Coordinator Stephen Cotton commented: “We reiterate what we’ve said before. We welcome anyone who is experiencing business difficulties asking us to assist where we can. After all, we usually share the same aims, that good companies continue trading and employing seafarers.” He added: “We can offer help, especially if we’re involved at an early stage. And even if all else fails and the company is unable to continue trading, then we can call on our expertise and resources to make sure that the seafarers who might otherwise face penury and abandonment actually get home.” In response to the expected rise in downturn-linked abandonments the ITF has issued guidelines on to tackle the problem to its inspectors and affiliated unions, and set up a crisis management team. Cotton pointed to the recent Britannia Bulk case, where seafarers’ unions and the ITF worked closely with the affected company, as an example of how the process can work.

The cruiseliner C.COLUMBUS seen while she was transiting Brisbane River last week. Photo : Sander Croese - ISS Brisbane ©



Cry For Help Fourteen Indians held captive by Somali pirates on board a cargo ship since October are facing death by starvation after their captors dumped their rations and drinking water into the sea and snatched their money. Five Indian crew members held on board the MV Jaipur-1, a freighter owned by Dubai's Al Rashid Shipping Company, are ill and bedridden. A sailor, who could no longer control his thirst and had sea water, is among those ill. There are no medicines on board for these too have been thrown into the sea by the pirates, who have demanded a $20 million (Rs 97.7 crore) ransom for the crew’s release. Manoj Kumar Singh, a 35-year-old welder and fitter on board the freighter that is now in Mogadishu, one of the world’s most lawless places, said death from starvation was now a reality. “I don’t want to starve to death. I’d rather kill myself. All of us have decided to die before death really comes,” he told his wife Poonam in an SOS phone call. So far, Manoj has been making efforts almost all by himself to save his life and those of his mates. He has tried to contact Somali “friends” and advised family members in India on how to draw attention to the Jaipur-1 crew. Using a mobile phone, which he claims was smuggled into the vessel by a “Somali friend”, he has kept his family posted on the developments. The pirates have surrounded the ship and he uses the phone when they are not on board. But on Sunday, three days after the pirates destroyed their rations and took their money, his spirit was broken. He saw death but would not wait for it, and would kill himself, he told Poonam. The woman stays in Judapur in Jaunpur district of Uttar Pradesh with the couple’s two children, nine-year-old daughter Guddi and seven-year-old son Chandrashekhar. The crew members — who are from Uttar Pradesh, Tamil Nadu, Himachal Pradesh, Haryana, Madhya Pradesh and Karnataka — had earlier been allowed to visit the local market to buy what they needed. But on February 13 night a group of pirates suddenly came in and threw their rations into the sea. Later, the control room at the port announced the crew should stay inside the vessel because there was no guarantee of life. Manoj said none of the Indians knew that the Dubai shipping company was actually doing business with a Somali pirate. It was only after the brutal takeover of the Jaipur-1 on October 10 that the crew learnt the horrible truth. The man they were carrying the consignment of second- hand cars and foodgrains for, ran a gang of sea pirates. “Generally this ship brings in second hand cars and foodgrain from Dubai to Somalia. We came to know that during a previous trip four cars, which were sent from Dubai to a businessman in Somalia, had fallen into the sea. The owner of our company had refused to compensate the Somali for the loss. So this time, he drew up the plan for holding captive the ship and its crew,” said Manoj. He said that on coming close to Mogadishu, a local pilot boarded the vessel and sailed towards the port. But they realised only too late that the man was a rogue pilot and in league with the pirates. The Somali deliberately guided the vessel towards a rocky area causing it to be grounded. The cargo ship, which had left Oman’s Salalah port on September 30, was badly damaged as it ran aground. As a result, water seeped in and damaged most of the consignment. A price of Rs 97.7 crore was quickly set by the businessman-pirate as “compensation” for the damaged consignment and ransom for the crew. Now, more than four months in captivity, as the pirates try to extract the ransom money, Manoj appears to have lost hopes of being reunited with his family. The crew have heard that the owners of the vessel have given up on the ship. Sachin Singh, a 22-year-old crew from Ghaziabad — said over phone from the vessel, “We came to know that the owners have refused to pay the ransom amount. They have left us in the lurch.” The captain of Jaipur- 1, an Iraqi



named Faiz Mohammad, seems to have abandoned the Indians to their fate. “Whenever we ask him for help, he says it is our problem and returns to his cabin. But, he looks comfortable,” said Sachin. The 14 Indians, who make up the bulk of the crew, claim they are being targeted by the pirates. Some sections of the freighter housing other crew have food. The captain definitely does. Manoj said that days after the vessel was taken over by the pirates, an Iraqi engineer was allowed to go by the captors. Other crew members include three Pakistanis, a Filipino and the Iraqi captain. Manoj said these men could also be allowed to leave soon. However, but for the captain, the Indians have got support from the Pakistanis and the Filipino. They have decided to stick together. His wife Poonam said while speaking to Manoj she would hear the sound of gunfire in the background. He told her there were two or three ships near his vessel which too had been hijacked. There was an African naval ship. “The pirates are firing rockets near our ship,” Manoj told her. Manoj also said how his dreams lay shattered. He had joined the Al Rashid Shipping Company in August last year on a monthly salary of Rs 29,000 because he wanted Guddi and Chandrashekhar to get a good education. On Friday, the children were told that their father was in danger. Since then, they have not eaten. Manoj said neither the Indian government nor the Somali authorities had tried to save them. “The Indian High Commissioner in Kenya is the only one taking interest in our case,” he said. Poonam has sought an audience with the prime minister. Source : ShipTalk

International vessels to sit out recession in RP waters

MORE international shipping owners and operators have signified intentions to park their vessels in Philippine seas for up to six months as they sit out the global economic crisis, and the Maritime Industry Authority (Marina) has offered the bays in Davao as ideal for this need. Administrator Maria Elena Bautista of the Marina said 10 more Israeli-owned, Greek-flagged vessels would be parked possibly at the Pujada Bay in Davao Oriental by April or May this year. “Davao is an ideal place to lay up their vessels because typhoons are fewer there,” Bautista said at the sidelines of the 5th Ports and Shipping Conference in Makati. “I have just talked with them and they said there will be about 10 more vessels to be laid up in Davao,” she added. Vessel operators have flocked to Subic Bay, according to Bautista. Five vessels are already laid up in Malalag Bay, Davao del Sur. Three of these are ships of Zim Integrated Shipping Service and two are from Euro Bulk. The government is charging $91 a day for vessels below 50,000 deadweight ton (DWT) and $104 a day for ships between 50,000 DWT and 150,000 DWT.



Bautista said the money will go to the national coffers, but local government rules allow a portion of it to go to the community. Subic Bay Free Port is already full with at least 20 vessels now parked there. The Subic Bay Metropolitan Authority is charging $0.0174 per GRT (gross registered ton) per day for each ship anchored in the bay. This is on top of a one-time harbor fee of $0.06 per GRT per day. The rate for domestic vessels, on the other hand, is half of that price. Bautista said Malalag Bay could accommodate up to 35 vessels, and Pujada Bay up to 70. During the conference, Transportation Secretary Leandro Mendoza urged maritime investors not to let such opportunity slip away. “Even in times of crisis, a number of business potentials can be spawned, waiting to be unleashed as soon as the rough waters have settled,” Mendoza said during the conference. As of now, only ocean-going vessels are being parked, while domestic fleets are still plying domestic routes. Cargo volumes have all but disappeared since demand went on a steep downtrend that started in the third quarter of 2008. The situation, however, has given local port authorities a boon in the form of parking fees. Source: Business Mirror

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Romblon sea tragedy probe wrapped up A House panel has blamed government agencies, ship owners and the crew for the sea tragedy off Romblon shore last year which claimed the lives of at least 800 people. The House Committee on Transportation, in its committee report, cited negligence on the part of the Philippine Coast Guard, Maritime Industry Authority and the Philippine Atmospheric Geophysical Astronomical Services Administration. Likewise, the committee said the ship master of the MV Princess of the Stars, owned by Sulpicio Lines, failed to exercise extraordinary diligence and good seamanship. Chairman of the committee Rep. Monico Puentevella said the report will be submitted to plenary for further approval. According to Puentevella, the members of the committee have sought to criminalize maritime accidents to ensure the criminal prosecution not only of erring shipmaster and crew but also of negligent owners and officials of the government. Maritime accidents should be categorized as criminal negligence or reckless imprudence resulting in physical injuries and homicide, the panel said. The committee said the sinking of the MV Princess of the Stars on June 21, 2008 off the coast of Sibuyan Island indicated shortcomings by failure on the master of the ship, Marina, Philippine Coast Guard and Pagasa. “The master of the ship could have failed to exercise extraordinary diligence and good seamanship while MARINA and PCG could have failed to enforce maritime safety regulations. Pagasa, on the hand, might have failed to report significant deviations in the forecasted path of typhoon Frank,” the report said. The committee came out with the findings after thorough deliberation, hearing of testimonies of resource persons and careful study of documents submitted during the conduct of a motu propio inquiry on the basis of House Resolution 642 filed by Rep. Eleandro Jesus Madrona. Meanwhile the panel recommended a P1.7-billion allocation for the modernization of equipment of Pagasa to ensure accurate weather forecasts. On the first possible cause of the vessel’s sinking, the committee cited the error in judgment committed by the Master of the ship that brought the vessel into the eye of the typhoon.



“The company did not prevent or discourage the Master from sailing despite the forecasted severe weather condition in the pre-plotted route/alternative route of the vessel with Public Storm Signal No. 3 hoisted over Masbate and Biliran. The company failed to closely monitor and update the Master on the typhoon movements that could have prompted him to take shelter,” the report added. The committee also concluded that there was failure to enforce maritime safety regulations by the MARINA and the PCG. It pointed out that Republic Act 9295 otherwise known as the “Domestic Shipping Development Act of 2004” gave the MARINA the task of enforcing all maritime safety functions. The committee recommended the enactment of the Philippine Maritime Code to upgrade the laws dealing with the registration of ships, maritime liens and ship mortgages, maritime fraud, accidents at sea and ship owner’s liability, marine insurance, and dispute settlement in the form of arbitration.

IMO verlaagt alcoholpromillage zeelui De International Maritime Organisation (IMO) verlaagt de richtwaarde voor het alcoholpromillage bij de bemanningen mogelijk tot 0,5. Nu geldt een richtwaarde van 0,8 promille in de internationale scheepvaart. De lagere bovengrens voor alcoholgebruik is een voorstel van Duitsland en Iran, stelt een IMO-woordvoerder in de Duitse krant het Hamburger Abendblatt. Een beslissing over het nieuwe voorschrift valt naar alle verwachting dit jaar. Bij een positief besluit treedt het strengere alcoholregime over drie jaar in werking.

HET VERHAAL VAN DE GOSLAR

De Atlantic Mermaid gezien aan de nieuwe kade in Paramaribo met op de voorgrond de "Goslar". Photo : Rik van Marle ©

Het schip de Goslar is een Duits koopvaardijschip. Dit schip is in 1940 tot zinken gebracht door de eigen Duitse bemanning in de rivier Suriname. Na de bekendmaking in 1940 dat Nederland in oorlog was met Duitsland, werden er in de kolonies van Nederland Duitse koopvaardijschepen tot zinken gebracht, zo ook in Suriname. Echter op het moment dat de daar gelegerde Nederlandse militairen de Goslar tot zinken wilden brengen, namen de Duitse koopvaarders het heft in eigen handen en lieten hun schip zinken om te voorkomen dat de Nederlanders het in handen kregen. De Goslar ligt nog steeds in de rivier en is een stille getuige van de Tweede Wereldoorlog in Suriname. Het is 5 september 1939, vijf dagen na het uitbreken van de vijandelijkheden tussen Engeland en Duitsland. Een donker schip komt de Surinamerivier op en vraagt asiel. Het is het Duitse 6000-tons in 1929 gebouwde ' turbine-



stoomschip ' Goslar, toebehorend aan de Norddeutsche Lloyd dat, naar later bleek, voorgoed ligplaats koos op de reede van Paramaribo. De kapitein Berkhoff achtte voortzetting van de reis naar Europa niet raadzaam en bleef waar hij was, ondanks het feit dat zijn Chinese bemanning om die reden aan het muiten sloeg en werd afgevoerd waarbij zijn machinist Scharfenberg zich toen al had willen aansluiten. De eerste maanden van de Tweede Wereldoorlog gingen voorbij en de overgebleven Duitse bemanning, 15 man sterk, zocht aansluiting bij de Duitse gemeenschap en sloot vriendschap in de stad, zoals ook met de toenmalige Commissaris van Politie Van Beek. Men zocht elkaar over en weer op, op de wal en op het schip, en wachtte de gebeurtenissen af. Een gerommel in de ruimen van het bijna lege schip duidde op activiteiten aan boord, doch men schonk er weinig aandacht aan. Dan wordt het 10 mei 1940. Duitsland valt onverhoeds Nederland binnen en het is ook in Suriname oorlog. Het is de gepensioneerde Lt.Kol. C. Haakmat - in die dagen beroepssoldaat bij het KNIL en ingedeeld bij de gevangeniswacht te Fort Zeelandia altijd bijgebleven hoe hij, na op 9 mei tot laat in de avond een verjaarsfeest bij de Duitse predikant Ds Schmidt, met wie hij in de padvinderij actief was, te hebben bijgewoond, dezelfde Ds Schmidt in de nanacht als gevangene moest bewaken. Vrienden en medewerkers waren plotseling vijanden geworden. Zo moet het ook Commissaris Van Beek moeite hebben gekost zijn kennissen op de Goslar zonder gevoel van medeleven te interneren. In elk geval bleek spoedig dat dit toch niet gerechtvaardigd was, want een op scherp gezet luik in de bodem van het schip was door één der bemanningsleden in een oogwenk geopend, zodat het schip bij het aanbreken van de dag op 10 mei reeds zinkende was. Men had tevoren de kolenvoorraad aan één zijde van het schip gestouwd, vandaar het gerommel, zodat het schip onmiddellijk zware slagzij maakte. In allerijl aangevoerde pompen, waarmede men door in de scheepswand gebrande gaten het water trachtte uit te pompen, hadden niet voldoende capaciteit, zodat het schip nog voor de avond van de 11 e mei plat viel. De heer J. Douglas, in die tijd Inspecteur van Dienst bij de Politie, herinnert zich de opmerking van de kapitein van de Goslar toen die bij het binnengaan van de gevangenis te Fort Zeelandia omkeek en zei dat redden van de Goslar `ausgeschlossen' was. Commissaris Van Beek, die tevens Havenmeester was, werd mede naar aanleiding van het gebeurde ontheven. De internering Na enkele dagen verblijf te Fort Zeelandia, waar men nogal last had van `Duitsers, waarmede in dit geval wantsen werden bedoeld, kwamen de geïnterneerden onder wie de bemanning van de Goslar terecht in het hoofdgebouw van het R.K. Internaat te Kopiweg voorbij Lelydorp, waar de bekende Pater Ahlbrinck de scepter voerde. Voor de Troepenmacht in Suriname was er toen onder leiding van Kapt. C. Vinck werk aan de winkel. Onderkomens moesten worden gezocht, ingericht en bewaakt. Overal werd prikkeldraad opgekocht. Zo veranderde het Internaat te Kopiweg in een klein concentratiekamp, waar de in Suriname aanwezige rijksduitsers en later nog Nederlandse dienstweigeraars uit Zuid-Afrika werden ondergebracht, terwijl nabij het historische Jodensavanne een speciaal kamp werd ingericht voor uit Ned. Oost Indië overgezonden leden van de Nationaal Socialistische Beweging. Ze werkten samen in de tuin en op het erf en sliepen in dezelfde kamer, twee man van de Goslar, de stuurman Boyksen en de machinist Scharfenberg en 'der Dritte im Bunde', Schubert, reeds lang in Suriname wonend en laatstelijk beheerder van de Kerstenboerderij te Beekhuizen. Op een morgen tegen het einde van augustus 1941 wordt als gebruikelijk appèl gehouden op de kamer van Schubert, waar op drie bedden de klamboe nog is neergelaten. De andere kamerbewoners zeggen dat de drie nog slapen en het appèl is voorbij. Zo ging het bijna een week lang, voordat de nodige argwaan gewekt was en de feiten aan het licht kwamen. De feiten: Boyksen, Scharfenberg en Schubert waren erin geslaagd tijdens het tuinwerk een houten afsluiting in een loostrens onder het prikkeldraad te verwijderen en na het invallen van de duisternis daarlangs te ontkomen. Zij liepen langs de spoorbaan en de Meursweg tot aan Onoribo, waar zij vóór het aanbreken van de dag reeds een korjaal hadden bemachtigd op weg naar de Boven-Suriname. Zij volgden het Cordonpad naar het oosten, kruisten de Commewijne en de waterscheiding met de Araguaya- of Pakirakreek en bereikten daarlangs op zondag 7 september 1941 in de middag de Marowijnerivier. Na een tocht van naar schatting acht dagen en ruim 150 km, waarbij zij een goed gebruik hadden weten te maken van een kompas en een kaart, welke was samengesteld door hun medegevangene de Duitse bosopzichter Rogalli, die in die streken niet alleen goed bekend maar ook een kundig cartograaf was, lag het voor hen vrije Frans Guyana, dat immers sedert juni 1940 tot het pro-duitse Vichy-Frankrijk



behoorde, vlak voor hen. We kunnen nu rustig zeggen dat deze tocht dwars door het bos en vrijwel zonder middelen een geweldige prestatie was, welke ook nu nog respect afdwingt. Eigenlijk zou de vrijheid hun loon hebben moeten zijn, maar zo is het niet gegaan. Een vermoedelijk militair verslag vertelt hoe het wel is gegaan. De bosneger Soea, die in de omgeving van de Pakirakreek woont, bevond zich op Zondag 7 September 1941, ongeveer 6 uur n.m. met zijn boot in genoemde kreek, niet ver verwijderd van de Marowijnerivier. Na enkele minuten varen, zag hij iemand zitten op een der uitstekende zandbanken in de kreek. Zodra deze persoon hem opmerkte, stapte hij het water in en zwom naar hem toe. Soea hield zijn boot stil en toen de zwemmer hem genaderd was, deed deze Soea het verzoek, hem en nog twee andere Amerikanen tegen betaling naar de Franse oever te brengen. Op Soea's vraag waar de andere Amerikanen waren, zei de zwemmer, dat deze in het Bosch waren gebleven. Aangezien Soea op de hoogte was van de ontvluchting van drie Duitschers, ging er bij hem een licht op. Hij zei de zwemmer (deze bleek later Schubert te zijn), dat hij terug moest gaan naar de plek waar de twee Amerikanen zich bevonden en dat zij met zijn drieën aan den bosrand, ter hoogte van de plaats waar het gesprek gevoerd werd, op hem moesten wachten, totdat hij terug zou zijn met een grotere boot. Verder deed Soea, door tussenkomst van een anderen bosneger, die voorbijvoer, de in de buurt zijnde bewoners (ook bosnegers) het voorgevallene mededeelden terwijl hij (Soea) bij de Pakiramonding bleef wachten. Na enige tijd kwamen er twee boten met bosnegers die zich aansloten. Allen hadden geweren bij zich. In de ene boot zaten: Abendai, Daljon, Abiten, Asomoege, Djankoso, Joseph en Abagai, terwijl in de andere boot Leni zich bevond. Soea sprak met zijn helpers af, dat hij eerst naar de voortvluchtigen zou toegaan, terwijl de anderen hem op een afstand moesten volgen, omdat hij niet de zekerheid had, dat de Duitschers ongewapend waren. Bleek dit wel het geval te zijn, dan zou hij den anderen een wenk geven, waarop zij zouden moeten toesnellen om hulp te verlenen. Zoals afgesproken, ging Soea naar de plek waar hij de drie 'Amerikanen' zou ontmoeten. Zij waren allen aanwezig. De ene (Schubert) vroeg hem waar de grotere boot gebleven was. Soea zei, dat de grotere boot straks zou komen, maar dat zij voorlopig in zijn boot konden plaats nemen. De drie lui stapten in met hun bagage (zij droegen elk een zak met levensmiddelen op den rug) en naar het midden van de kreek roeiende deed Soea de boot tot ongeveer de helft water scheppen. Soea riep toen om hulp, waarop ook inderdaad `hulp' verscheen. De twee boten met bosnegers die op korte afstand waren blijven wachten (het was donker en ze konden niet worden opgemerkt), snelden toe en de vluchtelingen waren gevangen. Het water werd uit de boot van Soea gehaald en de bagage van de vluchtelingen gedeponeerd in de boot van Leni. Toen Schubert zag dat zij gevangen waren, haalde hij zijn portefeuille te voorschijn en stortte den inhoud in de boot van Soea, met verzoek hem en de anderen nog over te zetten. Soea deed de ontvluchtten in de voorste helft van de boot waarin de zeven gewapende bosnegers zaten, plaats nemen. De boot waarin de Duitschers zaten, werd dus geflankeerd door de twee kleinere boten. Op deze wijze werden zij naar Herminadorp geleid.' Achteraf beschouwd werd de vlucht pas ontdekt toen de mannen al in de buurt van de Marowijne gedwaald moeten hebben. Vandaar de haastige spoed waarmede soldaat Haakmat, inmiddels in Albina gelegerd, vanuit Albina op patrouille werd gezonden naar de posten en dorpen van de Granmans teneinde de opdracht tot aanhouding der drie 'aloema's' over te brengen. Een tweede ontsnappingspoging in 1942 uitgevoerd door Schubert en vijf Goslar-bemanningsleden, Boyksen, Scharfenberg, Malinsky, Iwansky en Klug, ditmaal door het graven van een tunnel vanonder het hoofdgebouw naar het buiten het prikkeldraad gelegen begroeide kerkhof, eindigde na enkele uren in het nabijgelegen bos. Voor Schubert, die als de motor van deze uitbraakpogingen werd gezien, werd binnen het kamp een aparte barak gebouwd. Hij herinnert zich dat alles zo haastig toeging dat het gebruikelijke flesje Sulzberger-antikoortsmiddel werd vergeten met een prompte malaria-aanval tot gevolg. De vluchtelingen verhuisden weer naar de Kopiweg, waar het kamp toen werd uitgerust met een dubbele prikkeldraadomheining, wachttorens en lichten. De mannen werden op water en brood gezet. Zelfs de Surinaamse vrouw van medegevangene Scholze die haar man een taart toezond met de boodschap 'helaas gevat', doelend op de afloop van de vluchtpoging, werd enige tijd opgesloten. De oorlog ging voorbij, de geïnterneerden gingen naar huis, maar de Goslar bleef. Pogingen rond de vijftiger jaren om het schip te lichten faalden, waarna het in tweeën brak. Tenslotte werd rond 1965 via de afgezanten van Salzgitter in Duitsland de mogelijkheid geopperd het wrak te verwijderen doch men stelde dat het schip sedert 9 oktober 1940 eigendom van het Koninkrijk der Nederlanden was. (GAB 1 1 /10/1940 no. 86.) Thans is het bruinroestige wrak, in de volksmond beter bekend als Van Beekeiland, een vast baken in de haven van Paramaribo.



NAVY NEWS

At the naval base at Zeebrugge (Belgium) the frigate WIELINGEN was handed over to the Bulgarian navy under the name VERNI (42) at the same time the Tripartite mine countermeasure vessel MYOSOTIS was also handed over

named TSIBAR (32) Photo : Henk Claeys ©

Mexico Navy seizes 7 tonnes of cocaine Mexico and the United States intercepted a ship in international waters in the Pacific Ocean carrying nearly seven tonnes of cocaine and arrested five crew members, Mexican President Felipe Calderon said Sunday. Calderon did not provide further details of the seizure during a speech in southwestern Chilpancingo. Secretary of the Navy Mariano Francisco Saynez said the ship was intercepted with the aid of the US Coast Guard. Saynez said a Mexican Navy patrol boat would arrive at Puerto de Salina Cruz in (the southeastern state of) Oaxaca, carrying around seven tonnes of confiscated cocaine and five crew members." He said the five men were all suspected Mexican drug traffickers who were "arrested aboard the Polar I fishing vessel in international waters of the Pacific Ocean the past weekend." He said the high-sea interception was "coordinated with a ship of the United States Coast Guard, who turned over the detainees and the drug shipment in international waters." Saynez did not say under which flag the fishing vessel was sailing. The drug bust was the biggest in Mexico since 23 tonnes of cocaine were seized at the Pacific port facility of Manzanillo in October 2007. Since Calderon took office in December 2006 and vowed to stem drug trafficking, more than 70 tonnes of cocaine have been seized by authorities across the country, according to official data.

Nuclear Submarines 'Crash In The Atlantic' A Royal Navy nuclear submarine collided with a French one in the middle of the Atlantic Ocean, it is reported.



The crash between HMS Vanguard and France's Le Triomphant - both carrying nuclear weapons - is believed to have occurred on February 3 or 4, The Sun claims. Despite being equipped with sonar to detect other vessels, neither submarine apparently realised the other was in the same part of the ocean. A senior Navy source told the newspaper the potential consequences of such a collision were "unthinkable". He said: "It's very unlikely there would have been a nuclear explosion. But a radioactive leak was a possibility. "Worse, we could have lost the crew and warheads. That would have been a national disaster." About 250 sailors were believed to have been on the submarines. The Ministry of Defence (MoD) has refused to confirm the incident, saying it was against policy to comment on submarine operations. However, a spokesman insisted nuclear security had not been breached. He said: "We can confirm that the UK's deterrent capability has remained unaffected at all times and there has been no compromise to nuclear safety." Inquiries are under way on both sides of the Channel. The paper said HMS Vanguard and Le Triomphant were both damaged in the incident and the British sub has now been towed to Faslane in Scotland for repair. The Vanguard is one of four nuclear submarines operated by the British military as part of its Trident system - and one is always on deterrent patrol. Each vessel is 150 metres long and 13 metres in diameter. They can carry 16 missiles, weighing 35 tons each, which in turn carry six warheads with a range of about 5,000 miles. Source : news.sky

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U.S military ship collides with Japanese boat near naval base

A U.S. military ship had a minor collision with a small boat Sunday near the U.S. naval base in Yokosuka, Kanagawa Prefecture of east Japan, local media reported. The military ship, believed to be the 9,217-ton Aegis destroyer Lassen, hit the 14-ton boat, which was at anchor carrying four men fishing. No one was injured in the accident which occurred at 12:25 p.m., Kyodo news quoted Coast Guard officials as saying. None of the four men fell off the boat after the collision and the U.S. military ship entered the port afterward, the officials said. The Lassen belongs to the U.S. naval base in Yokosuka.



Navy's $500m ships may be unsuitable for the job

Some of the navy's new ships may be incapable of doing what they are required to do, Defence Minister Wayne Mapp says. The delivery of six new patrol ships has been delayed by more than a year because of warranty problems, while a series of problems has plagued the new multi-role ship Canterbury, which was delivered in 2007. Dr Mapp said problems with the Project Protector ships were being tackled separately in an effort to speed things up. He expected to make an announcement soon on the delivery date for four inshore patrol ships, which have been tied up in Whangarei. Delays in getting the ships were affecting navy morale and overcoming the problems was a top priority, Dr Mapp said. Contractor BAE Systems had recognised the original sea boats put on all ships were not suitable and agreed to replace all 14 Gemini rigid-hulled inflatable boats with $500,000 Zodiacs. That effectively resolved all certification problems that had delayed the inshore patrol ships for the past year. Dr Mapp said contractors were still working on problems with the Canterbury, including the placement of its boats and docking arrangements for its cargo-carrying barges. There were also weight problems with the $90 million offshore patrol craft. It was possible the contractor might be unable to fix all the problems and some of the ships might never meet the contract specifications, Dr Mapp said. The Canterbury might not be able to remain on patrol in storm-force-seven seas, as required. The Defence Ministry would be looking for a financial settlement but Dr Mapp would not put a figure on potential compensation. The shipbuilding contract was worth $500 million. Meanwhile, Dr Mapp was meeting his Australian counterpart Joel Fitzgibbon in Sydney yesterday for talks on defence ties and plans being worked on by both governments. He is also flying to Poland, where ministers from 30 countries that have contributed forces to the International Stabilisation Force in Afghanistan are meeting. New Zealand has 132 troops in Afghanistan, where a provincial reconstruction team has been deployed for the past six years. The Government is expected to announce an extension of that deployment, rather than offer more forces. "New Zealand is pretty heavily stretched already with deployments to East Timor and the Solomons. Our region will always take first priority." Source : The Dominion Post

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From scratch to #1 shipbuilder “Faces inside Korea’s conglomerates” is a weekly series about key figures in major conglomerates to help readers understand Korea’s business world. The Hyundai Heavy Industries Group, now the world’s biggest shipbuilding conglomerate, started on an empty stretch of beach in Ulsan in the early 1970s. There is a well-known story about how the founder, the late Chung Ju-yung, persuaded a British bank to provide loans to an unfamiliar Korean company with no shipbuilding experience. Chung recalled that he showed not only his plan but also a picture of the Turtle Ship, a historic warship of the Joseon Dynasty, on a 500-won Korean banknote to describe the nation’s long history of shipbuilding to the head of Barclays Bank. After securing funds and technology transfers, Hyundai Heavy finally built its first two ships, 260,000-dwt crude carriers, in 1974. Today, Hyundai Heavy Industries Co., the flagship company of the business group, is the world’s top shipbuilder, according to the U.K.-based shipping service group Clarkson. Its affiliate, Hyundai Mipo Dockyard Co., is the world’s fifth largest shipbuilder. And the business group with 15 units is Korea’s seventh biggest conglomerate, if current or former state-run conglomerates are excluded. Hyundai Heavy Industries Co. marked record annual sales and net profit last year of 20 trillion won ($14.24 billion) and 2.2 trillion won respectively, despite the global financial crisis. It also received orders worth $28.2 billion last year, up 13 percent from 2007. But orders worldwide have been shrinking sharply since the fourth quarter, not only due to the global credit crunch but also due to a correction to the recent shipbuilding boom. The company may be positioned to weather the storm. Jeon Jae-cheon, an analyst at Daishin Securities, said in a recent report, “Hyundai Heavy has a well-diversified business portfolio, including high-value-added tanker construction and alternative energy business such as solar photovoltaic module manufacturing.” With the domestic economy sluggish last year, Hyundai Heavy Industries began an advertising campaign featuring a video of the late Chung telling university students the episode about the establishment of the shipbuilder. The ad succeeded in evoking Koreans’ nostalgia for the times of rapid economic growth and bold challenges in the 1960s and 70s. The ad ranked third in the list of the corporate ads that left the best impression last year, according to a poll on 1,200 people by Korea CM Institute, a marketing research agency. Today, Chung Mong-joon, the sixth son of the founder Chung and a lawmaker from the governing Grand National Party, is the largest shareholder of the conglomerate. However, he does not intervene in the day-to-day management of the shipbuilder. The business group is being managed by professionals, mostly people who majored in naval, electrical or mechanical engineering at university and have accumulated experience in the shipbuilding field. Min Keh-sik, head of the business group and chief executive officer of Hyundai Heavy, is a case in point. Min earned a bachelor’s degree in naval engineering from Seoul National University and a doctorate in oceans engineering from Massachusetts Institute of Technology. He has published 180 papers in local and overseas journals and won 220 local and foreign patents. Min, nicknamed “the silver-haired marathoner,” has run 200 full marathons. He has worked from overtime nearly every day for 20 years to develop new products, according to company officials. He was recruited by founder Chung in 1990 from Daewoo Shipbuilding & Marine Engineering. The business group has many other executives who majored in naval engineering in SNU. One of them is Choi Kil-seon, president and CEO of Hyundai Heavy. He joined the company in 1972, when the ground-breaking ceremony for its Ulsan shipyard was held. He served as president of Hyundai Samho Heavy Industries Co., and Hyundai Mipo before landing his current position in 2004. He now focuses on development of the shipbuilder’s new growth engines, including offshore plants and renewable energy business. Song Jae-byoung, the current president and CEO of Hyundai Mipo, is also an SNU graduate with a degree in naval engineering. He has endeavored to remake shipbuilding systems so that mass production can be made possible in a limited site and to extend business scope to construction of high-value-added ships, such as Pure Car/Truck Carriers. Under his leadership, Hyundai Mipo is establishing itself as a shipbuilder focusing on high-end mid-size vessels. The flagship company, Hyundai Heavy, which accounts for three quarters of the business group’s total sales, has four important senior executive vice presidents under the two CEOs.



Among them is Choe Weon-gil, who leads the shipbuilding business division. He has worked for the shipbuilder since 1972 and been involved in various areas, including planning and marketing. He has been leading the construction of the company’s Gunsan shipyard in North Jeolla. He is said to have an efficiency-oriented Western management style that does away with unnecessary meetings and grants more autonomy to workers. Oh Byeong-uk, head of the offshore plant business division, is an expert in planning who helped the company develop the technology for construction of large vessels on land. In addition, his fluency in English has helped him become an expert in negotiations with ship buyers, company officials say. Yoo Seung-nam, who leads the engine business division, helped the company’s annual large engine production exceed 10 million horsepower last year for the first time in the world. And Kim Young-nam, head of the electronic system business division, has helped that business expand. He now focuses on parts manufacturing for solar photovoltaic power generation and wind power, the company’s new growth engines. Kim and Choe both majored in electrical engineering at SNU. Among other senior executives is Hwang Moo-soo, CEO of Hyundai Samho. In 1994, Hwang helped Hyundai Heavy successfully build a liquefied natural gas carrier for the first time among local shipbuilders. And there is Choe Byeong-gu, executive vice president of Hyundai Heavy. He is leading the construction equipment business of the shipbuilder. Lee Choong-dong, executive vice president of Hyundai Heavy, also has an SNU bachelor’s degree in naval engineering and a doctorate in structural engineering from the University of California, Berkeley. Lee has led various research and development projects ranging from improving the structural soundness of ships and offshore plants to industrial robot intelligence. Source: Joongang

Above seen the Dhirubhai Deepwater KG1 on sea trials for Samsung Heavy Industries

No slowdown in Hamburg shipyard With economic doom in every headline, export-led businesses here are preparing for the end. Hamburg shipyard worker Sebastian Kerzel says he and his colleagues are working flat out. "Since the economic crisis began, we've been really busy. New orders keep coming in," said the 27-year-old machine worker at a ship construction and repair plant in Hamburg, Germany's biggest port. "We're at full stretch. There've been no cuts to working hours," smiled Kerzel, one of a stream of workers pouring out of shipyards here at the end of their shift. Business is terrible for Hamburg,



Europe's second-biggest container port after Rotterdam which handles around 10 per cent of Germany's foreign trade especially with China and Russia. But many German companies are emphasising the need to be ready to cope with increased demand once the world economy picks up again. "As management we need to be bold and make further, targeted investments in these difficult times," said Manfred Kuhr, deputy chairman of BLG Logistics Group, which handles 80 per cent of the goods at the port of Bremerhaven. Industry orders for Germany, which has been the world's biggest exporter of goods since 2003, in December posted their biggest annual decline, since reunification, as demand for manufactured goods continued to slide. Shipyards typically lag behind the cycle and VSM, the German shipbuilding association, says new orders have eased after production hit a record high last year. But it adds that suppliers to the shipbuilding industry are particularly busy. Even if the recession is shaping up to be Germany's deepest since the Second World War and export-led economy Germany may be, as UBS analysts put it in a January 28 note, "in the middle of a perfect storm", some in the eye of that storm see opportunity. BLG's Kuhr in Bremerhaven is exposed to one of the toughest sectors: it is Germany's biggest port for importing and exporting autos, sales of which have slumped by nearly one quarter globally. "I can't remember us having a downturn like this," Kuhr said. "I've been in the business for 35 years - we haven't had anything like this before." But even though business volumes are down, he expects the downturn to bottom out in the middle of this year, and says BLG is investing in car-transport infrastructure in Russia. "I really shouldn't do it," he said. "But people will buy cars again. So I need to do it. I have to take on debt, though try to limit it, and hold back on other investments here. "And then I'll be ready (for a recovery) and can make money right away, because I got in on favourable terms." There are already some possibly unreliable hints a recovery is on the horizon, or at least that the downturn is reaching a low-point. In January, German corporate morale measured by the Munich-based Ifo economic institute's business climate index rose for the first time in eight months, lifted by improving business expectations. On Tuesday, the Baltic Dry Freight Index, the Baltic Exchange's leading shipping index and a volatile gauge of prices to ship commodities like iron ore, coal and grain on major export routes, rose by more than 8 per cent to a four-month high. "The scenario is not that good for 2009 but it is also not terribly bad," said Juergen Sorgenfrei, chairman of Port of Hamburg Marketing, which compiles statistics on the port and is backed by the city authorities and port operators. The port authorities are planning infrastructure investments after booming business in recent years resulted in bottlenecks. "We need to be ready (for a recovery)," said Sorgenfrei. Thomas Straubhaar, director of the Hamburg-based HWWI economic think tank, said there was no getting away from the fact that German exports are diving. "But this dive comes from an unbelievably high level," he said. "After this drop in 2009, there will be a recovery in 2010 because emerging markets will quickly develop further." Source: Reuters

Two yachts vanish from UK port

Dockwise Yacht transports EXPLORER seen arriving in Rotterdam Photo : Rob de Visser ©



Two historically famous and previously laid-up superyachts have been quickly and quietly removed from the UK port of Plymouth, where they had been stored for many years. Early in the morning of Monday, February 9, two yachts — both reportedly the property of the Aga Khan — were separately towed down river by dockyard tugs from their berth inside the Royal Dockyard and placed on board a semi-submersible ship that was anchored just inside the Plymouth Sound breakwater off Cawsand Bay.

The yachts — the 67m (220ft) Destriero and the 28m (92ft) Kalamoun — were loaded onto the 159m (522ft) Dockwise barge carrier Explorer, whose destination is stated as Bremen. Destriero had a top speed of 62kt and was powered solely by three gas turbine General Electric LM 1600 units that jointly developed 54,000bhp and powered the yacht using three water jet drives. She was constructed at the Fincantieri yard in Italy in 1992 with a view to winning the Blue Riband Hales Trophy, then held by Hoverspeed Great Britain. She was chartered by the Costa Esmeralda Yacht Club, whose patron is the Aga Khan, with the intension of capturing the trophy and while she succeeded in breaking the trans-Atlantic crossing record in 1992, the Hales Trophy was denied because she was classed by her classification society as a private yacht and not a commercial passenger ship. Sparkman & Stephens lays claim to having designed the other motoryacht, Kalamoun, which was built by Abeking & Rasmussen for an influential client. Others claim it was Pininfarina who was responsible for the exterior styling and aerodynamics. Thirteen years after she was originally built, she was redesigned and rebuilt again by Lurssen. The yacht is reported to have been installed with two MTU turbo-charged diesels designed for navy vessels, each of 3,000 hp and driving two KaMeWa model 71 water jets.

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Sailing through murky waters Panama has maintained itself on the fringe of the financial global crisis, but the maritime sector could become a victim of the recession Panama Star Many analysts agreed with Mitropoulos statement, however, the Panama Maritime Authority AMP (Autoridad Marítima de Panamá) administrator, Fernando Solorzano said that the fact that the country has not been seriously affected by the crisis has been a matter of luck. He added that the maritime sector could cushion other areas that are contributing less to the Gross Domestic Product (GDP) that have been affected by the financial crisis.



In 2008 the AMP provided the GDP with $63.9 million in comparison with $59 million from the previous year. According to Solorzano last year the AMP generated $119 million, of which 59.9 percent went to the GDP. During his presentation Solorzano preferred not to reveal his 2009 forecast for the sector and added that the traffic through the canal will not be affected, although reports from the Panama Canal Authority ACP (Autoridad del Canal de Panama) contradict that statement. The annual report of the ACP about the fiscal year 2007-2008 and the forecasts for 2008-2009 gave the first alert. 2008 closed with a small decrease of 1 percent in the tonnage that was transported through the canal and warned that the situation could become worse this year with a further reduction of 5 percent. According to the forecast of the ACP, 309.6 million tons passed through the canal in 2008 and the ACP expects a reduction of 19.9 million, which means that only 294.1 million tons will go through the waterway in 2009. Source : laestrella.com.pa

Suez Canal traffic at five-year low as crisis bites

Suez Canal traffic in January hit its lowest level in five years because of the global financial crisis and boats taking other routes to avoid piracy, a Canal Authority official said on Sunday. The number of boats passing through the narrow channel in January was 1,313 compared to 1,690 in January 2007, down 22 percent, the unnamed official said. Revenues in the same month were down 19.5 percent from 414.2 million dollars in 2009 to 332.4 million in 2008. The volume of trade passing through the canal also took a hit, dropping from 74 million tonnes in January 2008 to 57 million tonnes in January 2009, its lowest level in 30 months. The Canal Authority opted at the start of the year against increasing its tolls in 2009 due to uncertainty in the shipping industry in the light of the piracy problem in the Gulf of Aden and the worldwide credit crunch. Arms manufacturers in particular have rerouted their shipping round the Cape of Good Hope in recent months to avoid pirates preying on vessels en route between the Suez Canal and the Indian Ocean. The canal is Egypt's third-largest source of revenue after tourism and remittances from expatriate workers. The government last year raised more than 5 billion dollars in tolls from ships passing through the canal. Source: AFP

BLACK MARLIN ARRIVED SYDNEY

Dockwise BLACK MARLIN seen arriving in Sydney Sat.14th Feb . She was loaded with the pipe laying vessel Nebula which as previously mentioned on Newsclippings was shipped from Malayasia. The barge was discharged on the 15th

moved to a berth in Sydney where she is storing and fitting out prior to leaving for Port Botany where she will lay



pipes across the bay for the new government desalination plant at Kurnell . The Nebula was discharged from Black Marlin in Port Jackson due to the depth restrictions for the discharge operation in Port Botany. Black Marlin sailed

16th for Singapore. Source : Ian Edwards ©

SINGAPORE CUTS PORT DUES THE Maritime and Port Authority of Singapore (MPA) has cut port dues for ocean-going ships and also for harbour craft, “to help the shipping industry during the current economic downturn”. Ocean-going vessels with a port stay of not more than 10 days will pay 10% less, while harbour craft engaged in commercial activities within Singapore port waters will get a 20% dues reduction. Both measures will take effect from 1 April and will last a year. An MPA statement says: “The 10% concession in port dues to ocean-going vessels will be extended over and above existing port dues concessions already enjoyed by the industry, such as the 20% port dues concession for containerships and 20 per cent port dues rebate scheme for vehicle carrier operators. This concession will broaden the spectrum of vessels like bulk carriers, tankers and other types of ocean-going vessels benefiting from the financial relief.”

The DECKER seen arriving at the Brani terminal in Singapore Photo : Piet Sinke ©

This above photo can also be seen in high resolution in the photo album at my website www.maasmondmaritime.com

MPA continues: “The 20% concession in port dues for harbour craft is targeted at helping the domestic sector. This concession seeks to lower the business costs of port and marine services providers, such as bunker suppliers, ship chandlers, tug boat operators and domestic ferry operators.” Capt M Segar, MPA's Group Director (Hub Port) says: "MPA is in regular consultation with industry representatives to develop measures to help companies weather the current economic downturn. The new concessions aim to help port users lower their business costs. MPA will continue to monitor the situation, as well as consult and work closely with industry partners through these challenging times." At the start of this year, MPA deferred an increase in annual port dues for older bunker tankers 16 years old and above. This was aimed at helping the bunker industry adjust to the changing business climate. Source : Maritime Global Net

Ferry bosses put an end to private hire



SHIELDS Ferry bosses have suspended all private hire and river trips as part of an overhaul of services. A review began last year after debris in the River Tyne put one ferry out of action while the other was being serviced, halting travel across the river for several hours. Private hire of the ferry has already been suspended for about two weeks while the review is carried out, and no river cruises have been pencilled in by Nexus for the spring. Nexus bosses are now passing on all bookings to a private firm who'll offer the use of a different boat, and Sunday cruises are also set to be taken over by the same company. A Nexus spokesman said today: "The primary purpose of the ferry service is to get people from South Shields to North Shields and back again, which it does very well. "Private hire and the summer river cruises have been a popular extra we have offered in recent years. "We are reviewing the private hire and cruises structure, and the way this fits in with the core service. "While this is taking place, anyone who wants to hire a vessel for their own use is being passed on to another company. "We intend to offer the summer Sunday cruises in the same way, using an alternative vessel but still arriving and departing from South Shields ferry landing." Debris from flooding in Morpeth found its way into the Tyne last year, causing problems with the service. In a separate incident last February, passengers were left stranded for five hours after the Shields Ferry broke down mid-river. An invasion of baby mussels brought the vessel to a halt after blocking a pipe, which caused the engine to overheat. The Pride Of The Tyne, which has been in service for 14 years and carries 500,000 passengers a year, was immobilised for seven hours while the engine was stripped down. It works alongside The Spirit Of The Tyne which was launched in 2007.

The BRO EDGAR seen enroute Rotterdam Photo : Henk van der Heijden ©

Fairmount Glacier contracted by Prosafe for the FDPSO AZURITE installation

AHT FAIRMOUNT GLACIER was contracted by Prosafe to participate in the hook-up / installation of the FDPSO AZURITE offshore Congo. The project is scheduled to commence around mid March 2009. Bron: Fairmount



Kon. Wilhelminahaven zz 22 3134 KG Vlaardingen (Port No 650) The Netherlands www.mariflex.net tel (24 hrs) : +31 (0) 10 434 44 45 [email protected]

The American Crowley tug SEA PRINCE seen entering Burrard Inlet, Vancouver, B.C., Canada, the tug is seen towing an empty oil barge to a local refinery

Photo : Mike Zelt ©

CMA CGM/Delmas expand Mozambique, IOL, India service

CMA CGM and its associated company Delmas have announced the expansion of their Mozex service between Mozambique, the Indian Ocean islands and India. In future three ships each with a container capacity of 450-TEU will provide an enlarged port coverage in Mozambique, and offering calls at Port Kelang in Malaysia, Pointe des Galets in Reunion, Maputo, Beira and Nacala in Mozambique, and Longoni in Mayotte. A statement from the joint companies says that the service will guarantee new transport opportunities between the Indian subcontinent, the Arabian Gulf, Far East, South East Asia, Indian Ocean islands and Mozambique… “thanks to regular direct connections in Port Kelang and Longoni on the Delmas and CMA CGM group services”. Cargo to and from the Far East will be shipped via Mozex calling in Port Kelang, with transshipments from Delmas and CMA CGM direct services to the Chinese ports of Shanghai, Hong Kong, Nongbo, Chiwan, Tianjin, Xingang and Yantian.



Cargo to and from the Indian Ocean islands will be shipped via the Mozex service calling at Longoni and Reunion then transshipped onto the Delmas Mascareignes Express (MAX) service calling at Port Louis (Mauritius), and Tamatave (Madagascar). A connection will be offered via the Indian Ocean (IO) feeder service calling at Longoni, Moroni, Diego and Nosi Be. Cargo to and from Australia and New Zealand will be shipped via the Mozex service calling in Port Kelang, and transshipped onto the ANL direct service to Adelaide, Melbourne, Sydney, Fremantle and Auckland. Source : ports.co.za

Boonsweg 19, 3274 LH P.O.Box 5023, 3247 ZJ Heinenoord – The Netherlands T +31 (0) 186-603333 F +31 (0) 186-603619 E [email protected] www.tenwolde.com

Rem Offshore sells new AHTS LR-Fairplay reports that Rem Offshore has sold a new anchor handling tug supply vessel (AHTS) ahead of a predicted market slump. CEO Arild Myrvoll told Fairplay: “We want a good cash position,” he said, adding, “we think we can get a good price for the vessel.” Rem Viking is being built at Norway’s Kleven Verft and will be delivered in March or April, at least three months behind its original handover date. It has no charter in place and will join the North Sea spot market. The buyer is thought to be Varun, who bought Rem Odin in January for a reported US$60.1 million, according to brokers.

Hong Kong's Great Ocean Container Lines closes operations

Hong Kong's Great Ocean Container Lines (GOCL) has withdrawn Asia-Europe services as the 9-month-old start-up goes out of business, its recently resigned managing director Chris Bauermeister told the Hong Kong Shipping Gazette. Having launched its first Asia-Europe service less than a year ago, Mr Chris Bauermeister said the company was "winding up its affairs". "Obviously nobody within our industry had expected such dramatic declines in revenues and earnings, which has already caused the collapse or withdrawal of various operators," he said. Source : schednet



The JASCON 21 seen anchored at Singapore Western Anchorage Photo : Piet Sinke ©

This above photo can also be seen in high resolution in the photo album at my website www.maasmondmaritime.com

Indonesia sees container volumes down 20-30 pct in '09

Indonesia's trade minister said on Saturday export volumes for non-oil and gas are set to fall 20-30 percent this year from 2008 as global trade slows, dealing a blow to Southeast Asia's biggest economy in an election year. Earlier this month, Trade Minister Mari Pangestu said Indonesia's non-oil and gas export growth target had been revised to below 4.3 percent for 2009. On Saturday she told reporters the outlook was worse. "Based on container flow for January-February, exports volume this year may decline by between 20 to 30 percent. Non-oil and gas exports are expected to fall," Pangestu said. She added that exports of automotive products and electronics would be worst hit. Car exports through the Jakarta International Container Terminal, the country's largest shipping terminal, fell to 9,391 units in January, from 13,000 units in December 2008, Pangestu said, representing a decline of about 27 percent. Earlier this week, Pangestu said that growth in total exports would slow to just 1-2.5 percent this year, from about 20 percent in 2008. The government had previously forecast total exports would grow 5 percent in 2009. The government has proposed a 71.3 trillion rupiah ($6.1 billion) fiscal stimulus package to counter the effects of a global economic slowdown, and expects economic growth to slow to between 4 and 5 percent, from an estimated 6.2 percent in 2008. While Indonesia's economy is less dependent on exports than some other Asian countries, millions of Indonesians are employed in export-related sectors and the prospect of big job losses is a concern for the government ahead of the April 9 general election and July 8 presidential election. Indonesian exports include palm oil, tin, coal, copper, and rubber, and prices for many of these commodities have slumped. Earlier this month, Indonesia reported that exports fell 20.6 percent to $8.69 billion in December from a year ago, the biggest drop in seven years. Economists expect the central bank, Bank Indonesia, to continue its monetary easing cycle this year to try to boost economic growth. Indonesia's central bank cut its key interest rate by 50 basis points to 8.25 percent in February, the third cut in three months, and indicated it may cut rates again to support growth. Source: reuters.com



MOVEMENTS

The 2001 Samsung build 277 mtr long MSC LOS ANGELES (9222986) seen in the English Channel, owned by E.R.Schiffahrt GMBH & Cie Hamburg , former names E.R Los Angeles-01, CSCL Los Angeles-08

Photo : Jan van de Klooster – www.scheepvaarthoek.nl ©

…. PHOTO OF THE DAY …..

Above seen the tug Louise (ex Katharina W, ex Noorman, 1971)Photo : Hans Hoffmann ©

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