DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 – 076

Number 076 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Thursday 16-03-2017 News reports received from readers and Internet News articles copied from various news sites.

Seaway Heavy lifting (www.seawayheavylifting.com.cy) crew from the Oleg Strashnov and Stanislav Yudin had a successful Ballast and Stability course at the Maritime Institute Willem Barentsz (www.miwb.nl/english/courses ) . The course was developed by the MIWB in close cooperation with the leading marine heavy lift company in order to enhance the knowledge, understanding and proficiency of Heavy Lifting Operations Stability requirements. The course addresses Static and Dynamic stability of a vessel during lifting operations and the relevant legal requirements.

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Your feedback is important to me so please drop me an email if you have any photos or articles that may be of interest to the maritime interested people at sea and ashore PLEASE SEND ALL PHOTOS / ARTICLES TO : [email protected]

If you don't like to receive this bulletin anymore : To unsubscribe click here (English version) or visit the subscription page on our website. http://www.maasmondmaritime.com/uitschrijven.aspx?lan=en-US EVENTS, INCIDENTS & OPERATIONS

The tug DUTCH BLUE departed last Monday with the barge H 283 from Rotterdam above seen passing passing Maassluis with the tug GEPKE as assisting tug Photo : Reinier van de Wetering - Skyphoto Maassluis ©

FleetGuard helps shipping companies comply with new EU-MRV regulation FleetGuard, MeteoGroup’s interactive tool for live fleet monitoring, planning and vessel optimization, helps shipping companies fully comply with the EU and IMO monitoring, reporting and verification (MRV) regulation, which requires companies report on the CO2 emissions of its vessels as of 1 January 2018. All shipping companies operating vessels larger than 5,000 gross tonnage and calling at any EU port, will be required to submit a plan for monitoring, reporting and verifying its CO2 emissions by 31 August 2017, with data collection due to commence on 1 January 2018. Monitoring is required on a per ship and voyage basis and, amongst others, will need to cover amount and emission factor for each type of fuel consumed in total, CO2 emitted, distance traveled and time spent at sea, all of which can be logged using MeteoGroup’s FleetGuard tool. FleetGuard, an integrated solution for fleet monitoring, planning and optimization, can help shipping companies ensure that they adhere to the new regulations and those already imposed by the International Maritime Industry (IMO). Its flexible and dynamic

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noon reporting system and pivot style database collects all data required by the verification body and an API for third party systems offers an easy connection for transfer of compulsory monitoring data. A concern for shipping companies is the accuracy of the information they are collecting and a significant amount of time is spent verifying data. FleetGuard supports customers with smart algorithms and experienced analysts, ensuring the validity of all data submitted.

What are the most effective ways of reducing fuel consumption and emissions? Studies show the shipping industry can potentially reduce fuel consumption by up to 55%, with weather routing and speed reduction named as two of the 10 most effective existing measures, reducing emissions by 1-4% and 17-34% respectively and cost savings of up to 280€ per tonne. Weather routing and performance optimisation can be planned and monitored by FleetGuard to ensure shipping companies reduce emissions without compromising efficiency or ETAs. Read the full report here: http://bit.ly/2mIkVKO

FleetGuard acts as a complete analysis tool, not only ensuring monitoring regulations are adhered to, but also acting as a performance tool. Companies can monitor their own KPI’s, such as bunker type and consumption, speed, time and ETAs. User defined weather limits and restrictions, and extreme weather warnings ensure vessels are sailing at their optimum, helping to actually reduce fuel consumption and CO2 emissions. Christel Pullens, Sales Director for Shipping at MeteoGroup said, “As a leading provider of weather solutions to the shipping industry, FleetGuard already provides added value to over 100 shipping companies. The new regulations imposed by the EU now mean that reporting is in the forefront of many people’s minds, and I’m very pleased that MeteoGroup and FleetGuard are able to help more shipping companies meet these new requirements.”

The report data from the EU MRV regulation will be published by the EU by 30 June 2019.

You can find more information on FleetGuard here: https://www.meteogroup.com/product/fleetguard

Iskes Towage & Salvage latest fleet addition the Damen Shipyards group built MARS operating in the port of IJmuiden Photo : Joop Marechal (c) REUNIE KROONVAARDERS 22 april 2017 Verenging de Kroonvaarders houd ook dit jaar weer de38ste reünie voor oud medewerkers van de KNSM

Te houden aan boord van de KAPITEIN ANNA NDSM pier 6 Amsterdam

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We hebben de prijs voor leden en 1 introduce ondanks de inflatie kunnen houden op € 50,00 per persoon. Voor niet leden bedraagt de prijs € 70,00 Hiervoor krijgt u echter een prachtige dag aangeboden.

De dag zal er als volgt uit zien:

Het programma is: 12.00 tot 13.00 uur: Ontvangst gasten op onze ligplaats aan de NDSM-pier 13.00 tot 14.00 uur: Vergadering 14.15 uur: Afvaart voor rondvaart richting IJmuiden 15.00 uur: Serveren borrelgarnituur 17.30 uur: Aanvang diner buffet 19.00 uur: Weer terug in NDSM haven en afscheid van de gasten.

Voor de catering is de volgende keuze gemaakt: Borrelgarnituur: Kipnuggets met dipsaus. Bitterballen van Kwekkeboom met mosterd. Vlammetje met zoetzure saus. Klein warm saucijzenbroodje. Mini frikandel.

Diner: Blauwe hap: • Kai Kaprao; kipfilet met kousenband ui en paprika in oestersaus • Pad Pak: tofu met knoflook en verschillende groenten • Satay Mu: Thaise varkenshaas saté met zoete soja • Dajang Rendang; rundvlees in pittige kokossaus • Pad Thai; noedelsgerecht met groenten, pinda's en ei • Khao Pad; gebakken rijst met groenten en ei Rendang • Komkommer salade • Sambal Goreng • Gado Gado boontjes • Geserveerd met stokbrood.

Dessert: Glas met Tiramisu

Onbeperkt koffie/thee en bardranken van het binnenlands assortiment.

Eventuele broodjes voor de lunch zijn voor eigen rekening.

U kunt zich nog opgeven graag voor 11 april 2017 bij: Anton Roos e-mail [email protected] of tel: 0226-340740

Betaling :op rekening NL28 RABO 0388 1162 42 T.N.V. De Kroonvaarders te Zaandam Onder vermelding Reünie 2017

Fluid Mechanics sails into new waters Fluid Mechanics, one of the USA’s leading servicers of fuel injection systems for maritime diesel engines has now become part of L’Orange, the German leader in electronically-controlled, high-pressure injection technology for diesel and heavy fuel oil engines. This year Fluid Mechanics celebrates its 60th anniversary and will continue in North America to use the same name and personnel but now as fully functioning operation of L’Orange, a Rolls-Royce Power Systems company. With all employees and the current management retained, Olav Altmann, Head of Sales at L’Orange, believes this will be the perfect starting point to expand in the

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maritime engine sector operating out of North America and sees the new operation as an ideal fit for both companies. “In China, we laid the foundations for the Asian market in 2009 with the opening of our office in Suzhou and now we are doing the same in the Americas with our long-term distribution partner in the US, building on our many years of experience with Fluid Mechanics and on its solid market presence.”Fluid Mechanics will continue to be a key operator for the North American maritime market and its Fort Lauderdale base plays an important part in providing engine services to the cruise market operating out of Florida. With continued growth in other parts of the Americas, in particular the Caribbean and Central America, Fluid Mechanics will also play an increasingly important role in keeping both maritime and industrial engines operating efficiently now with the round-the-clock availability of L’Orange products 365 days a year.Fluid Mechanics will be the main point of contact for OEMs in the USA and from its new Avon Lake, Cleveland headquarters, it will also serve markets on the East Coast of the US and in the future, the West Coast, Canada and South America will be added to the list. The company’s largest operating sector is in industrial power plants followed by shipping applications and military work. Fluid Mechanics sells injection systems, high-pressure fuel lines, intake and exhaust valves, and piston rings, among many other original parts for medium-speed engines. Its reputation has been built on providing reconditioning and repair services of injection pumps, injection valves, cylinder heads and other engine components to clients in these sectors.Formerly Senior Manager Production Common Rail Injectors at L’Orange, Herwig Flug has now become President & CEO of Fluid Mechanics and has welcomed the new operation as a tangible sign of success for both companies in the important North American market. “We will be analyzing the market very closely. In the future, we will gradually expand our service offer on site and further develop Fluid Mechanics into a central service and sales hub for North and South America.”For more information, please visit: https://www.lorange.com

The Dominican flagged 100 mtr long stern trawler / factory vessel MERIDIAN-1 arriving in Dunedin upper Hrbr. Photo : René van Baalen (c) Crowley Enhances Container Shipping Service

between Florida and Panama New Consolidated Panama Office Offers Full Supply Chain Services To better serve customers shipping between the U.S. and Panama, Crowley Maritime Corp.’s liner services group announced today that it has enhanced its ocean container transportation services with a new, weekly sailing connecting Jacksonville and Port Everglades, Fla., more directly with Manzanillo, Panama. This sailing complements a new office in Panama, which combines Crowley's ocean cargo and logistics personnel, to provide streamlined supply chain services. Two Crowley 1,100-TEU (twenty-foot equivalent unit) container ships, the MV TORONTO TRADER and MV WEISSHORN, now alternate carrying cargo southbound from Jacksonville on Thursday and Port Everglades on Friday before arriving in Kingston, Jamaica, on Sunday; Limon, Costa Rica, on Tuesday; and Manzanillo, Panama, on Thursday. The vessels quick turn and sail northbound from Manzanillo on Thursdays; arriving in Limon on Friday; Port Everglades on Tuesday and Jacksonville on Wednesday. “This new weekly sailing between the U.S. and Panama gives customers a quick, reliable way to deliver their cargo to manufacturers and consumers,” said Steve Collar, Crowley senior vice president and general manager, international liner

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services. “This enhancement to our ocean cargo service combines seamlessly with our full offering of logistics solutions in Panama to provide customers with a single-point of accountability and reduced transit times. These benefits can ultimately help to reduce the overall landed costs of their cargo as it transits the supply chain.”

Once cargo arrives in Panama, employees at the company’s newly consolidated liner and logistics office at Manzanillo International Terminal (Building C, Office B-7, Second Floor, Navieras Area) can streamline the handling of goods in country and throughout the region. Customers may contact this office by calling 011-507-302-9100.

“This new facility reinforces the strength of our operation in this key area,” said Claudia Kattan-Jordan, vice president, liner services, Central America. “Panama is a major distribution center for shipments arriving from a variety of places, especially China. This strategic location will facilitate the company’s cross-trade/Interport services to other locations throughout the Caribbean.”

The new Panama office supplements and supports the company's distribution center located at the Parque Industrial y Corredor Sur, Ave. Domingo Diaz (Via Tocumen), Edificio #5-6, Bodegas 1, 2, 3. Crowley’s logistics professionals work with customers to enhance supply chain efficiency with integrated logistics services, such as inventory management and tracking, pool point distribution, consolidation and deconsolidation, cross-docking and transportation services.

Golden Energy’s ENERGY SWAN moored in Kristiansund as seen from the Hurtrigruten ferry/passengerliner NORDLYS Photo : Ton Nahuijsen (c) Seadrill Limited announces settlement of West Mira arbitration Seadrill Limited ("Seadrill" or "the Company") announces that it has reached a settlement agreement with Hyundai Samho Heavy Industries Co Ltd. ("HSHI") in relation to the WEST MIRA arbitration. Seadrill will receive a cash payment of $170 million in March 2017 as full settlement of the dispute. Arbitration proceedings began in October 2015 following the cancellation of the construction contract for the West Mira and were expected to conclude during the first half of 2018. This settlement agreement brings an early conclusion to the arbitration process. The Company will take a non-cash impairment of approximately $44 million to reflect the difference between the carrying value of the WEST MIRA receivable and the cash payment to be received. As part of this settlement, Seatankers, a related party, has purchased the West Mira from HSHI. Seatankers is an asset holding company and is not expected to engage in offshore drilling activities in competition with Seadrill. The Company expects to execute an agreement with Seatankers for the commercial and technical management of the West Mira as well as a right of first refusal for purchase of the Unit. For more information, please visit: http://www.seadrill.com

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The Damen shipyards group built SVITZER TYPHOON operating in the IJmond – Amsterdam-Ijmuiden area Photo : Willem Koper (c)

Some Major Bunker Markets Do Not Have Refining Capacity to Offer Enough Compliant Fuel Come 2020: IBIA Not all markets will have sufficient supplies of compliant product in 2020, says IBIA. Some of today's major bunker markets do not have the refining capacity to offer sufficient compliant fuels once the 2020 0.50 percent global sulfur cap for marine fuel comes into force, according to IBIA. In a commentary published Monday, IBIA said "several" countries at the 70th session of the Marine Environment Protection Committee (MEPC 70) voiced that they would not be able to meet compliant fuel demand in 2020 - and for some even the now discounted alternative start date of 2025 would have been a struggle "Some of these countries are major bunker markets today, providing large quantities of residual fuel oil to ships calling at their ports, and some are also major providers of residual fuels to bunker markets in other countries," wrote IBIA.

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IBIA stopped short of naming which markets are in danger, but noted that those affected will have to rely on imports to maintain or grow volume - something some major bunkering hubs already do. Earlier this year, Adrian Tolson, Senior Partner, 20|20 Marine Energy, told Ship & Bunker he expected major bunkering ports such as Singapore to benefit from the new cap, as it is expected they will have a plentiful supply of the least expensive compliant fuels. This point was echoed by IBIA, who added that "the losers" would be the markets unable to maintain a supply of competitively priced compliant fuels. The irony, IBIA notes, is that the struggle to move compliant product to markets around the globe will itself cause an increase in shipping emissions - the opposite of what IMO is trying to achieve. Source: Ship & Bunker News Team

Moby Cargo’s Italian flagged ELIANA MARINO leaving Malta – Photo : Michael Cassar (c) OPEC Extension Could End Market Losses And Propel Oil to $60 Per Barrel: Analyst West Texas Intermediate on Monday settled down for a sixth straight session after the Energy Information Administration forecast that U.S. shale oil output from seven major production basins would increase by 109,000 barrels per day (bpd) in April. WTI on Monday dropped 9 cents to settle at $48.40, while Brent rose 1 cent to $51.38 per barrel; since a week ago prices have fallen by more than 8 percent, the biggest week-on-week drop in four months. But despite the threat U.S. shale poses to international market stability, analysts are trying to maintain a positive note: Goldman Sachs in a note states that it is "very confident" about commodity prices and maintains its price forecast of $57.50 per barrel for WTI in the second quarter. Gene McGillian, director of market research at Tradition Energy, speculated that the slide could be the result of traders unwinding bullish long position and may slow as those positions are unwound. However, he added that the longs who "piled in" last year are now turning on the market "because there seems to be a realization that a six-month agreement isn't long enough to rebalance the market" - a reference to the Organization of the Petroleum Exporting Countries (OPEC) oil reduction initiative, now in its second month of implementation. More analytical eyes are therefore viewing at OPEC extension of its six month agreement to a full year as the solution to the price doldrums: Richard Mallinson, geopolitical analyst at Energy Aspects, told CNBC that if this occurs, "we see prices above $60 before the end of the year." Mallinson admitted that "We could see WTI go down into the mid-$40s. but we do still see that rebalancing story intact; fundamentals haven't changed dramatically this week." But John Kilduff, founding partner of Again Capital, points out the fundamental problem with this scenario is that Saudi Arabia, which has been bearing the brunt of the cutbacks on behalf of other members who are either lagging in their commitments or ignoring them altogether, is rapidly running out of patience and has indicated that the prospect of extending the agreement is remote. Kilduff speculated that the Saudis could, in dealing with competitive threats in their immediate vicinity as well as overseas, exploit its position as a low cost producer, abandon the agreement, and flood the market with oil: "This could get ugly, again, for oil producers, especially if the [OPEC] production accord

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is scrapped," he wrote in a CNBC editorial. Kilduff added that WTI prices will likely fall back to the November lows near $42 per barrel over the next few weeks, followed by what he calls "the real" test: "Could we retrace the entirety of the gains off the February 2016 low at $26.05? It is quite possible." Two industry sources told Reuters last week that senior Saudi energy officials informed leading U.S. oil firms in a closed door meeting at the CERAWeek convention in Houston that they should not assume OPEC will extend its cutbacks to offset rising shale production; the meeting reportedly included executives from Anadarko, ConocoPhillips, Occidental Petroleum Corp, Pioneer Natural Resources, Newfield Exploration, and EOG Resources. Source: Ship & Bunker News Team

Grimaldi’s 2001 built GRANDE SCANDINAVIA inbound at the Westerschelde heading for Antwerp changing pilot off Vlissingen with the Dutch pilot tender AQUILA attending – Photo : Huib Lievense (c)

Star Bulk Carriers awarded United States Coast Guard Qualship 21 for 30 bulk carriers The Republic of the Marshall Islands (RMI) Registry is pleased to announce the award of Qualship 21 status by the United States (US) Coast Guard (USCG) to 30 bulk carriers owned and operated by Star Bulk Carriers Corp (hereinafter "Star Bulk"). The Qualship 21 program provides positive rewards to high quality ships and can only be awarded to vessels sailing under a qualifying flag. The RMI Registry is one of only a handful of ship registries to have less than a 1.0% three-year detention ratio in the US and is the only large commercial flag to maintain Qualship 21 status through 2016. There were 13 flag administrations that lost Qualship 21 eligibility in 2016 due to their three-year detention ratio exceeding 1.0%. In a letter to Star Bulk, Rear Admiral Paul Thomas of the USCG stated, "less than ten percent of all [non-US flagged] ships that operate in the [US] meet the eligibility requirements of this program, putting [Star Bulk's] qualified vessels in an elite class. This is a remarkable accomplishment and I applaud the efforts of your organization and the master and crew of the qualified vessels for setting such a high standard of excellence." Star Bulk's vessels have been flagged in the RMI since 2007. International Registries, Inc. and its affiliates (IRI) provide administrative and Distribution : daily to 36.750+ active addresses 16 -03-2017 Page 9 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 – 076

technical support to the RMI Maritime and Corporate Registries and have been actively engaged with Star Bulk through its Piraeus office which is managed by Theo Xenakoudis. "Being awarded Qualship 21 status is good news not only for us, but for our charterers as well," said Nicos Rescos, Chief Operating Officer of Star Bulk. "Our ships have been recognized as well-run and rewarded with limited port State control inspections in the US during their Qualship 21 certification period; fewer inspections means a lower likelihood of unnecessary delays and we're grateful to the IRI team for all their assistance in the process," he concluded. "We believe that ships on the Qualship 21 program gain a significant competitive advantage in the US. While ships registered to other large flag states such as Panama, Liberia, and Singapore do not qualify for Qualship, vessels under the Marshall Islands flag can apply for the scheme," said Bill Gallagher, President, IRI. "Star Bulk is the largest US listed dry bulk operator and we're delighted that they are one of many RMI flagged shipping companies to have their vessels awarded the certification," he continued."Our Piraeus office along with the other 26 worldwide offices have worked hand-in-hand with Star Bulk to ensure that their vessels meet stringent port State control requirements not just in the US, but globally," said Theo Xenakoudis, Worldwide Business Operations Manager, IRI. "Much of this is down to our proactive Maritime Safety program; a hands-on approach to help ensure that RMI ships flagged meet the required standards," Mr. Xenakoudis concluded.The RMI Registry has been on the USCG's Qualship 21 program for 12 consecutive years and continues to maintain its status on the White Lists of the Paris and Tokyo Memorandums of Understanding. For more information, please visit: http://www.register-iri.com Singapore Feb marine fuel sales volume hits record By Roslan Khasawneh

The HHL VOLGA receiving bunkers at Singapore Eastern Working Anchorage from the MARLIN TIGA Photo : Piet Sinke (c) CLICK at photo & hyperlink in text ! Singapore marine fuel sales volume surged 10 percent in February to 3.846 million tonnes compared with last year, a record high for the month, latest data from the Maritime and Port Authority of Singapore (MPA) showed. While the volumes in February are 14 percent lower than in January, when a record 4.462 million tonnes were sold, traders said the latest figures further reflected increased confidence by ship-owners about bunkering in Singapore following the mandatory adoption of mass flow meters (MFM) at the start of the year. "It's amazing! That's the best February we've seen," a Singapore-based marine fuels trader said. Seasonal factors typically mean sales volumes of the fuel in Singapore are the lowest in February, and traders had widely expected weaker volumes during the month as a result of a slowdown in shipping demand, which was amplified by the Chinese New Year holidays in the first half of February. The Baltic Dry Index, which tracks rates for ships carrying dry-bulk commodities, hit a 6-month low of 685 points on Feb. 14, down 28 percent from the start of the year and 13 percent lower since Feb. 1. Charter rates for an 80,000-dwt Aframax tanker from Southeast Asia to East Coast Australia also sank to a near 2-month low in February at 99.44 points on Feb. 8. However, an improvement in the outlook for shipping demand since has traders optimistic about March sales volumes. February's marine fuel sales volumes came despite a 2 percent year-on-year decline in vessel arrivals for bunkers, totalling 3,218, a two-year

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low. The volume of bunker fuel each ship took remained elevated in February, loading an average 1,200 tonnes each, Reuters calculations showed. This compared to a record of 1,230 tonnes per ship in January and 1,150 tonnes per ship average in 2016. Monthly sales of the 380-cst high-sulphur fuel oil jumped to a February record of 2.918 million tonnes, up 11 percent from the same time last year, but 13 percent lower from January's all-time record of 3.339 million tonnes. Sales volumes of the less costly high-density 500-cst marine fuel were also at a year-on-year high after climbing to 711,000 tonnes in February, up 7 percent from last year but down 20 percent from a month earlier. Sales of the 500-cst fuel reached a record 899,000 tonnes in May 2016.February sales of Emissions Control Area (ECA) compliant low-sulphur marine gas oil (LSMGO) were also robust, rising 24 percent from last year to 102,000 tonnes. Compared to December, LSMGO sales were 13 percent down. By contrast, sales of the lower-viscosity 180-cst fuel sank to a new record low of just 30,000 tonnes in February, surpassing the 33,000 tonne low seen in the previous month. Year-on-year sales of the 180-cst fuel were 43 percent lower in February and 10 percent below January's volumes.Since the start of 2016, year-on-year sales of the 180-cst fuel have fallen in each month with the exception of April 2016, during which volumes grew by 1 percent from the same time in the previous year.source: Reuters

Tug Malta’s MARI operating in Malta Port – Photo : Photo : Michael Cassar (c) Wärtsilä launches SmartPredict to provide safer ship manoeuvring guidance The technology group Wärtsilä launches its latest innovation SmartPredict at this year's Seatrade Cruise Global exhibition in Fort Lauderdale, Florida from March 13 to 16. Developed by the company's Dynamic Positioning unit, SmartPredict is designed to

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provide safer and more efficient vessel operations by reducing the risks associated with manoeuvring. The system displays the vessel's predicted future position and heading, and uses proven dynamic positioning (DP) analysis algorithms to evaluate forces affecting the vessel, thereby providing advanced motion prediction. SmartPredict also features a configurable prediction time display.Most conventional prediction systems are able to utilise only basic input parameters, and thus offer limited usability. Wärtsilä's SmartPredict software module, however, utilises all of the parameters used for automated control by the DP and adjusts them for the motion characteristics of the specific vessel. Such inputs include the vessel's current position and heading, as well as its velocity and rate of turn and all associated accelerations. Also taken into consideration are the manual commands from the coordinated control joystick, and environmental input from the onboard wind sensor(s). These factors are all continuously evaluated to provide a constant updating of the vessel's path. "Allowing the operator to see into the future enables smarter and safer ship handling decisions to be made, thus lowering the risk of accidents occurring. We see SmartPredict as being an important step towards more automated procedures, such as docking, and eventually fully autonomous vessel manoeuvring," says Maik Stoevhase, Director, ANC & Integrated Systems, Electrical & Automation, Wärtsilä Marine Solutions. The Wärtsilä user interfaces provide a simple, intuitive display, allowing the operator to toggle on or off the 'ghost ship' indicators for the predicted positions. This display also allows the user to configure the time steps for the predictions. Fully compatible with the Electronic Chart Display & Information System (ECDIS) overlay function, SmartPredict provides clear indications of potential dangers during ship manoeuvring, thus immediately increasing the safety and efficiency of operations.For more information, please visit: www.wartsila.com Somali pirates hijack first commercial ship since 2012 By Katharine Houreld Pirates have hijacked a Sri Lankan-flagged oil tanker, a Somali official said on Tuesday, the first time they have successfully taken a commercial ship since 2012 The ARIS 13 sent a distress call on Monday, turned off its tracking system and altered course for the Somali port town of Alula, said John Steed of the aid group Oceans Beyond Piracy. "The pirates hijacked the oil tanker and they brought it near Alula," Mohamud Ahmed Eynab, the district commissioner for Alula, told Reuters on Tuesday by phone. Pirates in the town confirmed they were expecting the ship. The tanker was believed to have eight crew on board, said Steed, an expert on piracy who is in contact with naval forces tracking the ship. "The ship reported it was being followed by two skiffs afternoon. Then it disappeared," he told Reuters. Aircraft from regional naval force EU Navfor were flying overhead to track the ship's progress and to try to determine what was happening, he said. Data from Reuters systems showed it made a sharp about turn just after it passed the Horn of Africa on its voyage from Djibouti to Mogadishu. The 1,800 deadweight tonne Aris 13 is owned by Panama company Armi Shipping and managed by Aurora Ship Management in the United Arab Emirates, according to the Equasis shipping data website, managed by the French transport ministry. The ship was being monitored by the United Kingdom Maritime Trade Organisation (UKMTO), which coordinates the management of all merchant ships and yachts in the Gulf of Aden area, the head of the International Maritime Bureau’s piracy reporting centre in Kuala Lumpur, Noel Choong, said. The UKMTO in Dubai said it had no further information. In their heyday five years ago, Somali pirates launched 237 attacks off the coast of Somalia in 2011, the International Maritime Bureau says, and held hundreds of hostages. That year, Ocean's Beyond Piracy estimated the global cost of piracy was about $7 billion. The shipping industry bore roughly 80 percent of those costs, the group's analysis showed. But attacks fell sharply after ship owners tightened security and avoided the Somali coast. Intervention by regional naval forces that flooded into the area helped disrupt several hijack bids and improved security for the strategic trade route that leads through the Suez Canal and links the oilfields of the Middle East with European ports Source: Reuters (Additional reporting by Keith Wallis in Singapore, Abdiqani Hassan in Bosaso and Jonathan Saul in London; Editing by Louise Ireland) THORDON’S SEATHIGOR FOR MARITIME ENVIRONMENTAL AWARD SeaThigor, the forward propeller shaft seal Thordon Bearings introduced to the market last year, has been nominated in the technology category of the Green4Sea awards, which will take place in Athens this April. Commenting on the nomination, Thordon Bearing’s President and CEO, Terry McGowan, said: “We are delighted to have been nominated for this important award so soon after the SeaThigor’s introduction. After several years of development and testing, we have produced what I believe is the safest, most reliable propeller shaft seal on the market.” Officially unveiled at Hamburg’s SMM exhibition, last September, the SeaThigor forward seal has been cited as “raising the bar in dynamic and static seal design”. It incorporates an ingenious secondary seal module to provide Safe-Return-To-Port capability in the event of a face failure of the primary seal. A pneumatically activated inflatable element prevents water ingress along the shaft, allowing for the repair of the main seal whilst at sea, or for the shaft to turn at a lower speed so the vessel can safely return to port for primary seal repair or replacement. Craig Carter, Director of Marketing and Customer Service, Thordon Bearings, added: “As with all our seals and bearings, SeaThigor combines high

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performance with cost and environmental efficiency. We are witnessing increasing interest in seawater lubricated propeller shaft bearing systems and the SeaThigor is an important part of this. SeaThigor is now an integral part of our COMPAC bearing system.” Green4Sea Award winners are selected by way of an open, on-line voting process which allows all members of the global maritime community to choose those they feel deserve to receive the accolade. The winner will be the one who receives the most votes. The shipping industry can cast its vote online at http://www.green4sea.com/2017-green4sea-awards until 24th of March 2017 .

A global leader in seawater lubricated propeller shaft bearing and seals systems with over 35 years’ experience in this technology, Thordon Bearings designs and manufactures a complete range of non-metallic sleeve bearing solutions for marine, clean power generation, pump, offshore oil, and other industrial markets. The polymer bearings operate pollution free without oil or grease.

Iskes Towage & Salvage tug BEVER arrived with the JOSE LEONARDO CHIRONOS ( ex Avonborg) in Willemstad-Curacao, the JOSE LEONARDO CHIRONOS encountered an engine room fire and was delivered by the BEVER assisted by the KTK tugs LIMA II and TRIBON at Damen Shiprepair – Curacao – Photo : Kees Bustraan (c)

EVOQUA SECURES SEACURE® SYSTEM CONTRACT FOR SOUTH KOREAN TANKER NEWBUILDS Evoqua Water Technologies has secured an order from a South Korean shipyard for the supply and installation of SeaCURE® ballast water management systems (BWMS) to two 115,000dwt crude oil tankers under construction for a Singapore-based ship owner. Each vessel will feature a 3000m3/h capacity SeaCURE BWMS, which Evoqua will deliver for installation this summer during the vessels’ early construction phase. The vessels are scheduled for delivery in 2018. Speaking of the significance of the contract, Matt Granitto, Evoqua’s Business Manager, Ballast Water Treatment, said: “We are delighted to have been awarded this contract. The order is indicative of the confidence the tanker segment has in our SeaCURE system as a ballast water management solution that does exactly what it has been designed to do. We now have tanker references on newbuilds and existing tonnage. “With so many different ballast water treatment technologies and systems available, ship owners do need to be confident that the system selected is not only compliant, but capable of meeting ship-specific operational and budgetary requirements. The

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electrochlorination process at the heart of Evoqua’s SeaCURE system is proven technology, capable of handling the high flow rates and variable water quality we encounter during operations.” JaeWook Bae, Team Manager of the BWMS Business at Krosys, Evoqua’s Korea-based partner (www.krosys.com) that secured the order, added: “The driver for awarding Evoqua the project was the side-stream technology inherent to the SeaCURE system. The side stream which will feed the system will be from the sea chest in the engine room when the ship is in marine water, and from the aft peak tank when in brackish or fresh water. This process perfectly fits the operational profile of this ship type, while offering shipbuilders a compliant solution that is more cost-effective and easier to install than comparable systems.” According to Lars Nupnau, Evoqua’s Global Business Development Director, Ballast Water, an influencing factor was the SeaCURE systems ability to treat the vessels’ aft peak tank without the need for an additional electrochlorination unit. “Rather than taking a full flow or in-line approach to ballast water treatment, the small-feed stream process is particularly advantageous to the tanker segment as just one system can treat all ballast water tanks,” Nupnau explained. “Typically, a full flow or in-line system would require a second, separate ballast water treatment to manage the aft peak tank, but because the electrochlorination part of our system is installed in the engine room – a designated safe area – we can use the same electrochlorination unit. For the ship owner, this means lower capital expenditure and a less complex, time-consuming installation.” SeaCURE BWMS utilises a patented process that injects biocide into ballast seawater before it reaches the large surface filter intakes to reduce the growth marine organisms that become harmful to filters. Available as a compact skid or as modular components, the system is suitable as a newbuild or retrofit installation since biocide generation takes place in small side streams from the main ballast water thus reducing system footprint and optimizing available space. The Evoqua SeaCURE system can also be configured to provide marine growth protection for critical onboard seawater cooling systems.

The LAPAN 21 Waiting on her next assignment at Chukai river Kuantan – Malaysia Photo : Capt Jelle de Vries – Sunshine Offshore Services (c) China waits to hear why Japanese warship going to South China Sea China said on Tuesday it was waiting for an official word on why Japan plans to send its largest warship on a three-month tour through the South China Sea, but that it hopes Japan can be responsible. China claims almost all the disputed waters and its growing military presence has fuelled concern in Japan and the West, with the United States holding regular air and naval patrols to ensure freedom of navigation. The Izumo helicopter carrier, commissioned only two years ago, will make stops in Singapore, Indonesia, the Philippines and Sri Lanka before joining the Malabar joint naval exercise with Indian and U.S. naval vessels in the Indian Ocean in July, sources told Reuters.Chinese Foreign Ministry spokeswoman Hua Chunying said she did not know if the ship was going to visit countries in Southeast Asia or if there was another aim. "We have not yet heard what Japan says officially," she told a daily news briefing "If it's only a normal visit, going to several countries, and passing normally through the South China Sea, then we've got no objections, and we hope this kind of normal exchange between relevant countries can play a role promoting regional peace and stability," Hua said."But if going to the South China Sea has different intentions, then that's a different matter,"

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she added. Japan had been stirring up trouble on the South China Sea issue of late, and China hoped it can play a constructive role in peace and stability, Hua said.Taiwan, Malaysia, Vietnam, the Philippines and Brunei also claim parts of the sea which has rich fishing grounds, oil and gas deposits and through which around $5 trillion of global sea-borne trade passes each year. Japan does not have any claim to the waters, but has a separate maritime dispute with China in the East China Sea. source: Reuters (Reporting by Ben Blanchard; Editing by Nick Macfie)

The MULTRASALVOR 3 and MULTRATUG 22 enroute with the fishing vessel SANDRA (O 89) to Gallo Recycling in Gent (Belgium Photo: Sky Pictures/Izak van Maldegem (c) Proud to present our new Alphatron Marine Magazine Alphatron Marine is pleased to announce the launch of their new Alphatron Marine Magazine, an international glossy with which we want to communicate and share Alphatron Marine and JRC news, show our innovations and deliveries and tell about our locations and services worldwide. And of course, we will give the floor to our valued customers and business partners. The magazine will have a profound impact on now and future communications of Alphatron Marine to the maritime industry. With Rotterdam being the homeport of Alphatron Marine, we are proud to have handed over the first printed copy of the Alphatron Marine Magazine to René de Vries, (State) Harbor Master of the port of Rotterdam. With the core philosophy of both organizations to ensure safe shipping, it was only a logical decision to present this very first issue in the impressive building of the World Port Center, situated at the Maas in Rotterdam. In this first March issue, you can take a preview onboard the high-tech RT Borkum, read about the amazing SeaXplorer and learn all about the Centers of Excellence in Singapore and Houston. You will find our exhibitions and training agendas, and get to know why Alphatron Marine reward Green Award Certificates ships with discounts. Just before printing the magazine we opened our first Global Customer Support Center at our Rotterdam office. In the article, we explain how this ‘one stop shop’ brings us day and night service and enables us to act more pro-actively. And finally, we speak about the importance of a good relationship with our customers, industry organizations and quality service partners, with for example, Bert de Jager from Jumbo, emphasizing just how important a close relationship is. We hope you enjoy reading our Alphatron Marine Magazine and let us know what you think of it. Alphatron Marine is a world renowned supplier of integrated bridge solutions, represent major industry brands and manufacturer of unique complementary products to the JRC portfolio. With the full support of Centers of Excellence in Tokyo, Singapore, Houston and Rotterdam, the combined synergies bring quality and innovation to owners, operators and shipyards, redefining the future of ocean, offshore and river navigation. www.alphatronmarine.com

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Singapore port authority suspends licences of five bunker tankers Singapore's Maritime Port Authority has temporarily suspended the harbour craft licences of five bunker tankers after it found irregularities with piping fixtures, a spokeswoman said on Tuesday. All five bunker tankers are operated by Panoil Petroleum, she said. Panoil Petroleum did not immediately respond to requests for comment Panoil operates a fleet of 11 ships, according to its website. During the suspension, the five bunker tankers will not be allowed to conduct any bunker deliveries, ship-to-ship operations or leave the port of Singapore, MPA said. At the start of 2017, Singapore became the world's first port to mandate the use of mass flow metres on all bunker vessels licensed by MPA delivering marine fuel oil in an effort to boost quality and transparency across the industry. source : Reuters (Reporting by Jessica Jaganathan; Editing by Joseph Radford) NWA ANALYSES ACCOUNTABILITY FOR MARITIME ACCIDENTS Workshop assembles workboat operators and leading maritime safety experts to scrutinise shortfalls in safety management procedure

Existing procedural approaches to safety management and incident analysis may be failing to enable effective handling of risk, and hindering efforts both to establish accountability for, and to learn from, maritime accidents This is the provocative theme of a workshop to be held next week by the National Workboat Association (NWA), the trade, skills and safety standards association for the workboat industry. The session, entitled ‘Balancing Safety and Accountability’ will bring together representatives from UK and European workboat operators, alongside leading safety experts, to discuss new mechanisms for creating a ‘just culture’ within maritime organisations. While major accidents in the maritime sector are now few and far between, when they do occur, they often highlight insufficiencies in the way safety issues are managed across the industry. Reactive and proactive measures, such as incident investigation and seeking non-conformance with procedures and regulations, have lost momentum as a means of managing and controlling risks.Indeed, safety management systems, originally designed to bring structure and clarity to these processes, may become counterproductive, by posing an obstacle when it comes to driving improvements. When accidents happen, shore-based management teams commonly invoke the failure of front-end personnel to adhere to safety procedure, without taking the time to properly investigate and understand the circumstances. Led by Oessur Hilduberg, head of the Danish Maritime Accident Investigation Board and Nippin Anand, a leading safety specialist in the maritime industry, the NWA Safety Workshop will provide an opportunity for representatives from all maritime management disciplines – from Masters and Superintendents to shore-based management and HSE managers – to discuss and develop new ways of thinking about incident investigation and analysis. In particular, it will aim to introduce innovative mechanisms for establishing a ‘just culture’ that balances commercial and safety goals, facilitates management-level understanding of the challenges faced by personnel on board and promotes learning and improvement to drive safety standards.“When something goes wrong, it can be convenient to swiftly assign blame to somebody who was not following procedure,” said Nippin Anand, leading safety specialist in the maritime industry. “In many organisations, the infrastructure and knowledge to facilitate an understanding of

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alternative perspectives simply isn’t in place. However, in order to drive standards, we must collectively start to appreciate that ‘following the procedures’ is not always as simple as it sounds on paper.” Mark Ranson, Secretary of the NWA, added: “The National Workboat Association is committed to driving initiatives that re-shape the thinking of the industry when it comes to crucial safety and best practice matters. At the upcoming workshop, we’ll be inviting our members to actively participate in reconsidering the way incident analysis and accountability is viewed at an organisational level.” The ‘Balancing Safety and Accountability’ Safety Workshop is an exclusive event for NWA members, taking place in Manchester on 22nd March 2017. For more information, and details about membership of the NWA, please contact [email protected]. The National Workboat Association (NWA) is the trade, skills and safety standards association for the workboat industry Since its inception in 1994, the NWA has acted as a crucial point of liaison between its membership and key regulatory and industry bodies, such as the Maritime and Coastguard Agency (MCA). It has also driven the creation of safety, technical and best practice standards, provided a unifying platform for industry lobbying and debate, and delivered industry-recognised training and certification opportunities. Core achievements include the introduction and subsequent revision of the MCA Code of Practice for the Safe Operation of Small Workboats – the “Workboat Code” – which acts as the recognised Technical Standard for UK workboats and has formed the basis for numerous international codes. The NWA has a membership base of over 70 UK and European workboat owners and operators, collectively representing over 550 operational vessels.

Aart van Essen onboard HAL’s AMSTERDAM enroute from Port Kelang (Malaysia) to Colombo spotted the above seen KARADENIZ POWERSHIP DOGAN BEY which vessel is a Liberia-flagged powership, a floating power plant, owned and operated by the Istanbul based Turkish company Karadeniz Powership Co. Built 1983 by Mitsui Co. in Ichihara, Chiba, Japan and christened MV SONO she sailed as a dry cargo ship under various names and flags until in 2010 she was converted into a powership at the Sedef Shipyard in Tuzla, Turkey.. Karadeniz Energy Group in Turkey developed a project named "Power of Friendship", which aims to supply electricity to shortage-stricken countries in the Middle East, northern Africa and southern Asia. Currently the Group operates nine floating power plants with a total capacity exceeding 1,500 MW. For the manufacturing of the on-board power plant, a contract was signed with the German MAN Diesel company based in Augsburg. The contract, worth over €100 million, includes the supply of 24 large-bore diesel engines, along with electro-mechanical equipment to be installed on four powerships with a total output of 400 MW. Twenty one of them are of type 18V51/60DF dual-fuel diesel engines and the three of type 14V48/60 heavy fuel oil engines. The dual-fuel diesel engines allow the powership to generate electricity running either on heavy fuel or natural gas, whatever the infrastructure is available at site The freighter MELPOMENI was finally acquired in 2009 by Karpowership, a subsidiary of Karadeniz Holding, with the purpose to turn her into a floating power plant sailing under the Liberian flag. She was renamed KARADENIZ POWERSHIP DOGAN BEY after Nuri Doğan Karadeniz, the COO of the parent company The Sedef Shipyard in Tuzla, received the order in May 2009 to convert the cargo ship into a powership by installing the needed engine-generators, transformers and the electric switchboards on board.Doğan Bey is the first of its kind, a powership with dual-fuel diesel engines installed on board.[15] Aboard the vessel, twelve generator units are installed having 10.53 MW each. Three units are packed in one of the ship's four holds and fans and funnels mounted on deck Bureau Veritas, an international certification agency with experience in overseeing both shipbuilding and power plant development, classified the vessel following its conversion as "special service-floating power plant".

On April 3, 2010, the floating power plant was ready to go to its first mission in Iraq. After a sending-off ceremony held at the Sedef Shipyard in presence of the Turkish and Iraqi ministers of energy, she sailed to Basra, arriving there on May 1.where the vessel was moored at Berth #9 of Umm Qasr Port, south-eastern Iraq, at the country's hub of imports and exports. The power plant on the ship's deck generates electricity using a refined fuel provided by the Iraqi Department of Energy and runs it to the national power grid. It was reported that the powership has the ability to supply Umm Qasr with all the electric energy required and some left over. Whilst moored in Iraq the power plant on the ship was operated and maintained by Turkish personnel while for the security of the facility, around 70 local guards were hired., Doğan Bey supplied electricity in Iraq for five years following a contract signed with the local Department of Energy Photo : Aart van Essen (c)

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The tug INDUSBANK (Vergane "hollands-glorie") moored at Kralendijk – Bonaire with in the background seen HALs’ ROTTERDAM MPhoto : Joop Terpstra ©

Wood Group awarded two Mad Dog Phase 2 contracts Wood Group has won two separate contracts related to BP’s Mad Dog 2 project providing engineering services to further develop deepwater production. Wood Group has been contracted by Samsung Heavy Industries to provide detailed engineering and procurement services for the topsides for BP’s Mad Dog Phase 2 floating production unit. The $80 million contract follows the December 2016 completion of Interim Agreement Period (IAP) early work, which was valued at $4.5 million.Additionally, as part of the recently signed global services agreement with BP, Wood Group’s Specialist Technical Solutions (STS) business was awarded a $4.89 million contract for Subsea Engineering and Project Management Services to the Mad Dog 2 project. That work includes gas lift system interface design, geospatial information system support, subsea controls engineering and geotechnical engineering support.Mad Dog 2 is the second platform designed by Wood Group for BP in the Gulf of Mexico Mad Dog field. Robin Watson, Wood Group’s chief executive, said: “Wood Group’s strong relationships with BP and Samsung and proven performance in deepwater projects are the foundations of our partnership in continuing deepwater work in the Gulf of Mexico. For more information, please visit: https://www.woodgroup.com READ signs multi-country award with Shell Tuesday

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READ Cased Hole (READ) has been awarded a multi-country award in the UK, Ireland and Norway, to provide all cased hole logging services and analysis within scope of supply for Shell’s operations in these regions. Shell, who is keen to harness the ability of specialist suppliers who have both technical and operational expertise, approached READ in Q3 2016 to bid for the contract on the basis of READ’s performance as a subcontractor on a series of challenging wells in Tunisia. This valuable split award for READ will include the processing and analysis of cased hole logging data in high temperature high pressure operations through the company’s unique HPHT caliper and multi-functional memory logging system, ZeroTime™ which will allow Shell to record fluid temperature, pressure, gamma ray and CCL response in conjunction with mechanical intervention operations. The long-term contract, which was signed at the end of February 2017, is the latest award win for the Aberdeen-based production and integrity evaluation specialist who announced earlier this month that they had been awarded a multi-million dollar contract by Qatari joint stock company RasGas Company Limited (RasGas). The contract cements READ’s position as a growing and innovative service provider in the North Sea region who is continuing to develop pioneering new ways to deliver well integrity and production logging answers to the industry. As a result of both the Shell and RasGas contract wins, READ is expanding its core team through 2017. Roy Martin, CEO at READ Cased Hole said, “We are delighted to secure this significant contract with Shell which is testament to the capabilities and services provided by our dedicated and highly-skilled team. Shell approached us last year with the objective of READ adding value to their operations and business through our technical and operational expertise and we are looking forward to working closely with them moving forward.” For more information, please visit: http://www.readcasedhole.com/

The ARTIC LADY and BB SUPPORTER moored in the port of Fløro (Norway) Photo : Ton Nahuijsen (c) Brexit impact on the oil and gas industry in the UK Few could have predicted the sequence of events triggered by former Prime Minister David Cameron, when in February 2016 he made his announcement on the steps of Downing Street that the Brexit referendum would indeed take place. Irrespective of the way people then voted on June 23rd 2016, very few would have wagered that the FTSE 100 index of leading shares would now be at a record high and that the UK would be one of the fastest growing economies in the developed world. The government is expected to trigger Article 50 of the Treaty of Lisbon in the next few days to formally commence the Brexit process. This will also signal the start of the process to establish new trade arrangements with countries and trade blocs around the world. After Article 50 is triggered, the UK will be leaving the European Union (EU) and the Customs Union within a two year period, although it is currently still unclear what will happen after this two year time window runs out and what transition arrangements should be put in place to ensure business continuity. If the UK is not able to negotiate new trade agreements within the two year window or is not able to extend the timeframe, then one of the likely fall-back options will be for the UK to apply the rules set out by the World Trade Organisation (WTO). The WTO rules provide a common framework for the overall trade in goods and services between WTO members. So what does this all mean for the UK oil and gas industry? Unfortunately the road ahead is far from clear as no country has ever withdrawn from the EU before and the process for doing so is likely to be complex and time- consuming. However there a few areas where there will be an impact for the UK oil and gas industry. Although the UKCS will remain an important hydrocarbon producing basin, the UK will become increasingly dependent on imports to meet demand for oil and gas. By 2030 it is anticipated that over 60% of oil and gas demand will be met by imports. It is expected that the majority of new gas imports will come from outside the EU, with Norway and Liquefied Natural Gas tankers accounting for the lion’s share. The existing interconnectors between the UK and the EU will provide the remaining balance. In terms of oil, it is likely that the majority of crude for the UK market will also originate outside the EU. The impact of Brexit on oil and gas imports to the UK is likely to be relatively modest. Where there is likely to be a more material Brexit impact is in the supply chain and particularly in relation to those companies who export goods and services from the UK to other oil and gas basins around the world. In the absence of any clear and/or new trade agreements, the supply chain could be exposed to additional tariffs. Comparing the relevant sections of the

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current EU and WTO trade agreements, RGU’s Oil and Gas Institute estimates that moving to the WTO framework could result in up to £200 million extra cost per year for the UK’s oil and gas supply chain (based on 2015 oil and gas exports of c. £14 billion in terms of goods and services).In terms of regulation and policy for the upstream oil and gas industry, much of the EU legislation and directives were either based on established UK customs and practices or are already enshrined in UK law. Although it will take some considerable time to untangle the complex regulatory and policy frameworks, the impact for the oil and gas industry is likely to be modest. In terms of the UK oil and gas tax system, little is expected to change as a result of Brexit as the EU has no remit over the UK’s fiscal regime for the industry. In relation to the freedom of movement in the labour market, Prime Minister Theresa May made it clear in January 2017 that the UK will withdraw from both the Single Market and from the Customs Union and will secure full control over the UK borders and therefore immigration. This will have a direct impact on the movement of people. With the oil and gas industry relying heavily on access to international skills and capabilities, this may be one of the more challenging areas to be addressed.It is clear that Brexit will have a profound impact on the UK as a whole, but it will likely affect different industry sectors in very different ways. The oil and gas industry has gone through a number of very tough cycles recently and has successfully managed to weather the storms. Brexit will inevitably bring new challenges, but we can be confident that the industry’s determination and resilience will ultimately overcome whatever comes its way. For more information, please contact: http://www.rgu.ac.uk/ Container ship Sima Prestige detained for unauthorized anchoring off Singapore The container ship SIMA PRESTIGE was detained by Malaysian Maritime Enforcement Agency (MMEA) for unauthorized anchoring at Kukup Anchorage, west off Singapore. The vessel was en route to Port Klang under ballast, but probably anchored due to lay-up and waiting for next cargo. The local authorities boarded the anchored vessel and initiated investigation for the root cause and circumstances around the unauthorized anchoring. The vessel will be detained until further investigation and inspection. The coast guard boarded the ship and will check the documents before release her to resume voyage. The situation is unclear, but container ship SIMA PRESTIGE will stay at the anchorage until the situation is resolved. There were no reported deficiencies on board of the ship, except the anchoring without permission. All the crew are safe and without injuries. The container ship SIMA PRESTIGE (IMO: 9292462) has overall length of 154.60 m, moulded beam of 24.50 m and maximum draft of 9.00 m. The deadweight of the vessel is 17,150 DWT and the gross tonnage is 14,036 GRT. The ship has capacity for 1,221 TEU with 178 reefer plugs. The container carrier was built in 2005 by Detlef Hegemann Rolandwerft in Germany and operate under the flag of Singapore. source: maritimeherald.

More China cruise itineraries changing amid South Korea standoff Itinerary options for short cruises from China are limited and pose the immediate challenge for cruise lines cancelling calls to South Korean ports following a political spat between the two countries. Three-night cruises from Shanghai or Tianjin could become sailings to nowhere since Japan can't be reached, and four-night cruises that previously visited a port in Korea and a port in Japan would simply drop Korea, an Asia-based cruise expert said. He speculated these changes could lead to significant port congestion. At the end of an anxious week for the cruise industry in North Asia as political tensions reached new heights, both Royal Caribbean and Costa confirmed they will cancel South Korean port visits from their ex-China cruises. In a post on its Chinese

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website, Royal Caribbean said it would remove visits to popular South Korea sites due to 'recent developments regarding the situation in South Korea.' Royal Caribbean International ships will cease calling at South Korean ports from March 15 to June 30. This involves 36 cruises in total of which 17 will instead add more Japan calls, 14 will replace Korea with sea days, three itineraries will be sold as 'Festival on the Sea' and two sailings will be used for ship maintenance. The effected ships are QUANTUM OF THE SEAS , OVATION OF THE SEAS, and VOYAGER OF THE SEAS. Carnival's Costa Cruises said, 'it will remove calls to South Korean ports for upcoming cruises home-ported out of China, replacing them with cruising at sea or calls to destinations in Japan.' SkySea Cruises, the jv between Royal Caribbean Cruises and Ctrip, has also dropped SkySea Golden Era calls to South Korea. The itinerary changes are in response to the Chinese government advising travel companies to halt trips to South Korea following tensions over Seoul's deployment of a US missile defense system. Dickson Chin, Wallem Ship Agency md told Seatrade Cruise News that the cruise industry had begun to feel, China’s more ‘aggressive’ approach to economic ‘sanction’ against South Korea. According to Korea Tourism Organization some 46.5% of all tourists monthly and 98,340 of the 129,411 cruise passenger arrivals in January 2017, were from China. Scheduled deployments to North Asia this year include NORWEGIAN JOY, OVATION OF THE SEAS, MSC SPLENDIDA, MAJESTIC PRINCESS and Costa Cruises’ fifth ship in Asia, COSTA neoROMANTICA

Royal Caribbean International has the largest ships in China and some 30 cruises scheduled to call at Korea. 'The immediate challenge for the cruise lines are to look for alternative ports to replace calls in Korea and with relatively short itineraries (3-5 days) for ships home-ported in China, and options are limited,' said Chin. The longer term impact could well influence the cruise lines for future commitment to the region, given its instability, despite the growth potential of China,' he noted. Chin said all of Wallem’s Asia offices, from Shanghai to Singapore, have been in regular touch with all their respective terminals and ports, to obtain latest berth availability. 'For now, we have seen an increased in berth availability in Japan but many of the Japanese ports are already at capacity.' For the near term it seems cruise ship itineraries will veer towards Japan. Taiwan is an unlikely option, according to a cruise industry professional based there. He told SCN that due to issues over the Taiwanese president’s refusal to endorse the notion of 'One China' last May, Beijing cut off the flow of tourists. For the ensuing seven months, the number of mainland Chinese tourists to Taiwan fell by 40% year-on-year. source : seatrade cruise

At Punta Quilla Argentina on hire for Seatrucks group Rotterdam to support JASCON 34 during her Riser and Spool installation Project for ENAP Sipetrol Argentina. The 73.4 mtr long PSV SIEM SOPHIA will transport Riser and Spool pieces from ENAP Sipetrol base Punta Quilla to the Magallanes Field . Photo: © Gerard Maijntz OCIM STG PIAM EnapSipetrol project Argentina Russia Plans Sovcomflot Privatization in First Half Russia plans to reduce its holdings in the state shipping company Sovcomflot in the first half of this year, Economy Minister Maxim Oreshkin told reporters on Tuesday. He said the sale would be split between new and existing shares so the company can raise funds for its own development. Oreshkin was speaking in Paris after meeting the French finance minister Michel Sapin and representatives of Franco-Russian business lobby. "The deal on Sovcomflot suggests participation of a wide circle of investors ... If French banks or investors would like to buy a stake in this company, we would of course be glad," Oreshkin said. The French finance minister said that the Russian privatization program and the participation of French companies in it was not discussed during the meeting. Source : Reuters (Reporting by Maya Nikolayeva; editing by Katya Golubkova and Jane Merriman)

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MOZART RENAMED IN CMA CGM POINTE DES SALINES

She arrived at Falmouth as Mozart ( ex-Sofia Schulte, Cap Cleveland) and the 2007-built 39,339dwt container vessel was due to leave Drydock Number 2 on March 15 as CMA CGM Pointe des Salines. Photo : Graeme Ewens ©

China begins new work on disputed S.China Sea island By Greg Torode China has started fresh construction work in the disputed South China Sea, new satellite images show, a sign that Beijing is continuing to strengthen its military reach across the vital trade waterway. Regional military attaches and experts believe the work shows China's determination to build up its network of reefs and islets, even if it is seeking to avoid a fresh confrontation with the new administration of U.S. President Donald Trump. An image of North Island in the Paracels group taken on March 6 shows recent work including land clearing and possible preparation for a harbour to support what experts believe may be eventual military installations. Initial work was damaged in a typhoon last year. The pictures, provided by private satellite firm Planet Labs, follow reports in January showing work undertaken on nearby Tree Island and other features in the Paracels, which are also claimed by Vietnam and Taiwan. Diplomats briefed on latest Western intelligence assessments say Beijing is pursuing efforts to dominate its maritime 'backyard', even if it tweaks the timing of moves to avoid being overtly provocative. "The Paracels are going to be vital to any future Chinese attempt to dominate the South China Sea," said Carl Thayer, a South China Sea expert at Australia's Defence Force Academy. "We can see they are committed to militarisation, whatever the official rhetoric tells us, even if they are going to do it bit by bit." The more widely disputed Spratlys archipelago to the south are higher profile but the Paracels are key to China’s presence in the South China Sea China has in recent years temporarily based surface-to-air missile launchers and crack jet fighters at long established bases on Woody Island on the Paracels, helping protect its nuclear submarine facilities on Hainan Island. North Island is part of an arc of reefs that are expected to form a protective screen for Woody, which includes civilian facilities and a listening post. Zhang Baohui, a mainland security expert at Hong Kong's Lingnan University, said he believed China was pursuing long-held goals of strengthening its facilities in the Paracels, and had calculated the Trump administration would not over-react given other pressing priorities. "There’s also uncertainty with this young Trump administration, but this is very important work to the Chinese…the Paracels are vital to defending Hainan, which is in turn important to China’s nuclear deterrent," he said "The calculation here is that it is really only Vietnam that will be rattled by this." The Vietnamese Foreign Ministry did not immediately respond to requests for comment. China's Defence Ministry said it was "not familiar" with any work at North Island "What needs to be stressed is that the Xisha Islands are China’s inherent territory," it said, using the Chinese name for the Paracels. China fully occupied the Paracels in 1974 after forcing the navy of the-then South Vietnam off its holdings. News of fresh Chinese activity comes as Rex Tillerson prepares for his first visit to the region as U.S. Secretary of State later this week. Tillerson sparked alarm in Beijing when he said in January China should not be allowed access to islands it has built in the South China Sea. A U.S. official, speaking on the condition of anonymity, was unable to confirm new construction work on North Island but said it would not be surprising. "It would be in line with what they have been doing, why else would they clearing land on the islands but for militarisation," the official said. "There is no other reason to have a presence there."Diplomatic sources in Beijing say China is not looking for confrontation with the United States over the South China Sea, pointing to China’s low-key reaction to last month’s patrol of a U.S. aircraft carrier strike group in the waters there.China has recently sought to portray itself as being conciliatory over the disputed waterway, saying it and Southeast Asian nations are committed to a peaceful resolution. Last week, Chinese Foreign Minister Wang Yi said a draft code of conduct for behaviour in the South China Sea had now been completed and that tensions had "distinctly dropped".source: Reuters (Additional reporting by Ben Blanchard in BEIJING and Idrees Ali in WASHINGTON; Editing by Lincoln Feast)

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Chinese cruise passengers put patriotism above tourism by skipping S.Korean port visit When the Costa Serena cruise ship steamed into the South Korean tourist island of Jeju, Bai Liyun stayed on board, where crew had organised a magic show, games and even a wine-tasting. She was not alone. Most of her Chinese shipmates, estimated by passengers to number more than 3,000, followed suit, in a show of solidarity with their government's vociferous opposition to South Korea's decision to deploy a controversial missile defence system. "We spent the whole day on the cruise ship. I felt very happy," Bai, from China's western province of Gansu, said on Tuesday in Shanghai, where the passengers disembarked on their return. "As Chinese, we surely should answer the government's call at a special time, which meant not going to Jeju Island." But the decision meant tour guides and about 80 tour buses were left waiting at the port, South Korean media reported. China has publicly opposed the deployment of the Terminal High Altitude Area Defence (THAAD) missile system, calling its powerful radar a threat to the country's security. However, South Korea and the United States say the system is aimed solely at defending the South against a growing North Korean missile threat. Nevertheless, Beijing has stepped up pressure on companies doing business with, and in, South Korea, although it has not directly said it was targeting South Korean firms in retaliation. The stakes are high for South Korea, and tourism is a particularly vulnerable sector. South Korean data show almost half of its visitors come from China. Last week, airlines such as China Eastern Airlines Corp Ltd and Spring Airlines Co Ltd <601021.SS> stopped website offers of flights between China's eastern city of Ningbo and Jeju. The decision to boycott Jeju "was made on mutual consensus" among the cruise passengers, most of whom were employees of the Chinese direct-sales company Resgreen Group on a junket, said a company spokeswoman, Jiang Wen The company would soon issue a statement, another spokeswoman added. Bai, a Resgreen employee, said colleagues had sent round messages before the trip to suggest that nobody set foot in South Korea. The company made the decision official before the cruise docked at Jeju, she said. While South Korean exports from mascara to music have grown wildly popular in China, the port boycott shows that patriotism, deftly stoked by the ruling Communist Party, can quickly be brought to bear in diplomatic tiffs Bai's cruise partner and relative, Bai Lijuan, said the decision was the right one. "(THAAD) is a threat to Chinese," she said. "We must be resolutely opposed." A passenger from southern Hunan province who stepped off the boat in Shanghai said passengers had been told not to disembark in Jeju, but he was ambivalent about the missed South Korean port call. "The trip was all about shopping. No sightseeing, just shopping. That's a lot of spending," said the passenger, in his early twenties, who did not give his name. "At least I didn't need to spend anything in Jeju." Source : Reuters (Reporting by Jackie Cai, Xihao Jiang, Anita Li and John Ruwitch in Shanghai; Editing by Clarence Fernandez) CASUALTY REPORTING

N.Korean cargo ship sinks off China, all crew rescued A North Korean cargo vessel called KUM SAN sank off the east coast of China early on March 9 after colliding with a Chinese fuel tanker, which rescued 27 crew members, the Ministry of Transport said in a statement on Monday The collision took place near the port of Lianyuanhang in Jiangsu province at 4 a.m., the government said in the statement. The boat sank by 6 a.m. This is the second reported sinking of a North Korea cargo ship since January. The ship did not appear on a United Nations list of sanctioned North Korean vessels The Chinese tanker was not damaged in the incident, which comes after a North Korean cargo vessel carrying

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rice sank off the west coast of Japan in January.Reuters ship tracking data shows the vessel, listed carrying general cargo, was last seen anchored on March 8 near Lianyuanhang port and was listed at maximum draft, which means it was fully loaded with cargo. The sinking comes a month after China banned imports of North Korean coal until the end of this year after its isolated northern neighbour tested an intermediate-range ballistic missile in its first direct challenge to the international community since U.S. President Donald Trump took office. Source: Reuters (Reporting by Meng Meng in BEIJING and James Pearson in SEOUL; Writing by Josephine Mason; Editing by Christian Schmollinger) Feeder container ship Ze Hong ran aground at breakwater of Bayuguan harbor in China The feeder container ship ZE HONG ran aground at breakwater of Bayuguan harbor in Yingkou port, northeast China. The vessel was maneuvering to enter the port, but deviated from the course and left the shipping way, which caused stucking into bank near the breakwater. The crew was not able to refloat the vessel by own power and reported the accident to the local authorities, requesting assistance. At the scene of the troubled feeder container ship were sent three harbor tugs, which towed her to safe depth. It was estimated that during grounding there were no serious damages to the hull and the ship proceeded to the dock in Yingkou port. The root cause of the accident is under investigation, but probably the grounding was caused by human mistake, as there were no reports about blackout. Fortunately there were no injured people and no water pollution. The local authorities ordered special survey and underwater inspection of the ship, before allow her to return in service. The feeder container ship ZE HONG (IMO: 9064798) has overall length of 202.80 m, moulded beam of 30.65 m and maximum draft of 11.95 m. The deadweight of the vessel is 41,553 DWT and the gross tonnage is 28,892 GRT with capacity to carry 2,480 TEU. The feeder container ship was built in 1995 by Siag Nordseewerke in their shipyard in Emden, Germany. The ship is operated by the Shanghai- based Zhonggu Shipping. source: maritimeherald. PLEASE MAINTAIN YOUR MAILBOX, DUE TO NEW POLICY OF THE PROVIDER, YOUR ADDRESS WILL BE “DEACTIVATED” AUTOMATICALLY IF THE MAIL IS BOUNCED BACK TO OUR SERVER If this happens to you please send me a mail at [email protected] to reactivate your address again You can also read the latest newsletter daily online via the link : http://newsletter.maasmondmaritime.com/ShippingNewsPdf/magazine.pdf NAVY NEWS

Malaysian Coast Guard units 2950 and 2953 moored at Chukai base, Kuantan – Malaysia Photo : Capt Jelle de Vries – Sunshine Offshore Services (c)

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Aircraft carriers, championed by Trump, are vulnerable to attack By Scot Paltrow Last week, President Donald J. Trump chose the deck of the newest U.S. aircraft carrier, the $13 billion GERALD R. FORD, for a speech extolling his planned boost in military spending. Trump vowed that the newest generation of “Ford Class” carriers - the most expensive warships ever built - will remain the centerpiece of projecting American power abroad. “We're going to soon have more coming,” Trump told an enthusiastic audience of sailors, declaring the new carriers so big and solidly built that they were immune to attack. Trump vowed to expand the number of carriers the United States fields from 10 to 12. And he promised to bring down the cost of building three “super-carriers,” which has ballooned by a third over the last decade from $27 to $36 billion. The GERALD R. FORD alone is $2.5 billion over budget and three years behind schedule, military officials say. The second Ford-class carrier, the JOHN F. KENNEDY, is running five years late. Trump's expansion plans come as evidence mounts that potential enemies have built new anti-ship weapons able to destroy much of the United States’ expensive fleet of carriers. And as they have been for decades, carriers remain vulnerable to submarines. In a combat exercise off the coast of Florida in 2015, a small French nuclear submarine, the Saphir, snuck through multiple rings of defenses and “sank” the U.S. aircraft carrier THEODORE ROOSEVELT and half of its escort ships. In other naval exercises, even old-fashioned diesel-electric submarines have beaten carriers. All told, since the early 1980s, U.S. and British carriers have been sunk at least 14 times in so-called “free play” war games meant to simulate real battle, according to think tanks, foreign navies and press accounts. The exact total is unknown because the Navy classifies exercise reports.

Today, the United States is the only country to base its naval strategy on aircraft carriers. The U.S. fleet of 10 active carriers is 10 times as big as those deployed by its primary military rivals, Russia and China, who field one active carrier each. Roger Thompson, a defense analyst and professor at Kyung Hee University in South Korea, says the array of powerful anti-ship weapons developed in recent years by potential U.S. enemies, including China, Russia and Iran, increase carriers’ vulnerability The new weapons include land-based ballistic missiles, such as China’s Dong Feng-21 anti-ship missile, which has a claimed range of 1,100 miles (1,770 kilometers) and moves at 10 times the speed of sound. Certain Russian and Chinese submarines can fire salvoes of precision- guided cruise missiles from afar, potentially overwhelming carrier-fleet anti-missile defense. Russia, China, Iran and other countries also have so-called super-cavitating torpedoes. These form an air bubble in front of them, enabling them to travel at hundreds of miles per hour. The torpedoes cannot be guided, but if aimed straight at a ship they are difficult to avoid. A 2015 Rand Corporation report, “Chinese Threats to U.S. Surface Ships,” found that if hostilities broke out, “the risks to U.S. carriers are substantial and rising.” “Beyond a shadow of a doubt, a carrier is just a target,” says defense analyst Pierre Sprey, who worked for the U.S. Secretary of Defense’s office from 1966 to 1986 and is a longtime critic of U.S. weapons procurement. Navy leaders stand by the carrier. In an interview late last year, Admiral Scott Swift, commander of the U.S. Pacific Fleet, lauded carriers’ versatility. Swift says they remain “very viable,” sufficiently impregnable to be sent into the thick of combat zones. Swift said he would order carriers into close battle “in a heartbeat.” Nevertheless, citing the new anti-ship weapons, Swift says the carrier “is not as viable as it was 15 years ago.”rump has said he will make good on his campaign promise to increase the Navy's fleet to 350 ships. The Navy currently has 277 deployable ships. The cost of a single new, Ford-class carrier – $10.5 billion without cost overruns – would consume nearly 20 percent of Trump’s proposed $54 billion increase in next year's defense budget.Some critics, including former senior Defense Department personnel, say Washington has put too much of the country’s defense budget into a handful of expensive, vulnerable carriers. At a naval symposium in 2010, then-Secretary of Defense Robert Gates called into question making such big investments in a few increasingly sinkable ships. Gates said “a Ford-class carrier plus its full complement of the latest aircraft would represent potentially $15 billion to $20 billion worth of hardware at risk.”The Navy, with the backing of Congress, went ahead nevertheless. The program has strong Congressional backing. In the 1990s, when defense spending was cut after the end of the Cold War, Congress enacted a law requiring the Navy to maintain an 11-carrier fleet. Congress has given the Navy a temporary exemption to have 10 active carriers while one is overhauled. When the Ford is commissioned, it will bring the U.S. carrier fleet to 11. Trump did not specify in his speech how he would bring the carrier fleet to 12. But he said the Ford-class carriers would be invulnerable to attack because they represent the best in American know-how. “There is no competition to this ship,” declared Trump, who called the Gerald R. Ford American craftsmanship “at its biggest, at its best, at its finest.” Trump did not mention that the ship’s builder, Huntington Ingalls Industries, launched the Ford more than three years ago, but the Navy has yet to commission it and put it into service because of severe flaws. Many of its new high tech systems failed to work, including such basic ones as the “arresting gear” that catches and stops landing jets. The Navy says the ship will be commissioned sometime this year. But the criticism has continued. In a written statement in July, John McCain, chairman of the Senate Armed Services Committee, noted the cost overruns and cited a list of crucial malfunctioning systems that remained unfixed. “The Ford-class program is a case study in why our acquisition system must be reformed,” McCain wrote. Ray Mabus, who in January stepped down as secretary of the Navy, said in an interview that the GERALD R FORD “is a poster child for how not to build a ship.” He added: “Everything that could

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have been done wrong was done wrong.” Mabus said that because of commitments made before he became Navy secretary, the Ford was loaded with high-tech equipment that had not even been designed yet. He also faulted awarding the shipbuilder a “cost plus” contract, under which it gets a fixed profit regardless of how much it costs to build the vessel. “There was no incentive to hold down costs,” Mabus said. Others criticize carriers as strategically flawed. Jerry Hendrix, a retired Navy captain and Defense Department official, is now director of the Defense Strategies and Assessments Program at the Center for a New American Security. Carriers, he said in an email exchange, give Washington’s rivals a cheap opportunity to score big. For the cost of a single carrier, he calculates, a rival can deploy 1,227 anti-carrier missiles The enemy can build a lot more missiles than we can carriers for equivalent investments,” Hendrix said, “and hence overwhelm our defensive capabilities.” The most commonly proposed alternative to carriers is building a much larger number of smaller, nimbler vessels, including submarines and surface ships. Submarines don’t require escorts and can hit distant targets on land. And carriers have not been tested in battle against an enemy able to fight back since World War II – more than 70 years ago. The Navy and some outside defense experts say that despite increased threats, carriers remain fully viable and perform an essential service. They laud carriers’ mobility and swiftness, enabling the United States to project air power to places otherwise unreachable. Carrier proponent Bryan McGrath, the deputy director of the Hudson Institute’s Center for American Seapower in Washington, said carriers are less vulnerable than stationary, land-based air bases. “A carrier is a big floating airport, and not only a floating airport, but it moves at 40 knots,” says McGrath, a former captain of a guided missile destroyer. “How much more vulnerable are airfields on land that don’t move?” But Sprey, the former Defense Department official and longtime Pentagon procurement critic, says carriers waste funds that could be used to build more cost-effective weapons systems. “Every Ford-class carrier we build detracts from U.S. defense,” Sprey said. Both strong supporters of carriers as well as opponents agreed that there is a serious flaw in the current configuration of U.S. carriers: their complement of strike aircraft. Almost all are short-range jets, the F-18 Hornet, whose range could render the planes useless in some conflicts. The Chinese, in particular, have established sea zones bristling with anti-ship weapons meant to make it impossible for enemy flotillas to enter. Top U.S Navy commanders, including Pacific commander Swift and Vice Admiral Mike Shoemaker, the Navy “Air Boss” in charge of carriers, say carriers could safely enter such zones long enough to carry out a mission. But many outside analysts say a U.S. president would be hesitant to risk such an expensive ship and the lives of up to 5,500 crew members. In order to be relatively safe, a carrier would have to stand off by 1,300 nautical miles, or 2,300 kilometers – out of range of the Dong Feng missiles. And the F-18s have a range of only 400 nautical miles (equal to 460 statute miles or 740 kilometers) to a target with enough fuel to return. Experts on both sides of the debate say that if the carriers have to stand off, the Hornets would have to be refueled in midair an impractical number of times while flying to and from their targets. It thus would be all but impossible for carriers to send air power into war zones. The F-18s are to be replaced by 2020 with new F-35C Lightning IIs, but these have only a marginally better range of 650 nautical miles. The Hudson Institute’s McGrath, who champions carriers, says the short-range jets impair the mission. “What they (the Navy) haven’t done yet is to design and fund a strike aircraft that can fly 1,000 miles, drop its bombs and come home,” McGrath said. The cost of carriers in terms of strategy and money is multiplied because carriers do not travel alone. For protection, they move with large escorts, making every “carrier strike group” a virtual armada. Each carrier usually has an escort of at least five warships, a mixture of destroyers and cruisers, at least one submarine and a combined ammunition- supply ship and helicopters designed to detect subs. When close enough to shore, carriers are also protected by new, land-based P- 8 Poseidon jets, designed to detect and destroy subs. For carrier commanders, the most feared weapon is a 150-year-old one. A single, submarine-launched torpedo could send a carrier to the bottom. Most modern torpedoes aren’t targeted to hit ships. Instead they are programmed to explode underneath. This creates an air bubble that lifts the ship into the air and drops it, breaking the hull. For decades, critics have faulted the Navy for failing to develop effective defenses against modern torpedoes. A 2016 report by the Pentagon’s Office of Operational Test and Evaluation said the Navy has recently made significant progress, but the systems still have crucial deficiencies. Experts also say that carriers are at risk from updated versions of one of the oldest naval vessels still in use: the diesel-electric submarine. These were the subs used in both World Wars. Diesel-electric subs have the advantage of being small – and while on electric power, silent, and in general quieter and harder to detect than nuclear subs. Diesel-electric subs are also far cheaper to build than nuclear ones. Allies and rivals have been building large numbers of them. Worldwide, more than 230 diesel-electric subs are in use. China has 83 in use, while Russia has 19. Hendrix, the former Defense Department official, says the carriers' vulnerabilities make the fleet a profligate use of money, vessels and aircraft. “We have paid billions of dollars to build ships that are largely defensive in their orientation, thus taking away from the offensive power of the fleet,” Hendrix says. “In the end, we spend a lot of money on defense to send 44 strike aircraft off the front end of a carrier.” source: Reuters (Editing by David Rohde. Reporting by Scot Paltrow.) Two Indian naval ships visiting Yangon Two Indian naval ships, KARMUK and BANGARAM, visited Yangon, from 12 – 14 March for the opening ceremony of the 5th IN- MN Coordinated Patrol. INS KARMUK (P 64) is the fourth and the latest of the Kora Class Guided Missile Corvettes, constructed by M/s Garden Reach Shipbuilders and Engineers Ltd, Kolkata based at Port Blair. The ship is designed to embark the indigenously manufactured Dhruv (ALH) or Chetak helicopter. The ship is named after the weapon ‘Karmuk’, which means ‘Indradhanush’ or the mighty bow of Lord Indra. INS BANGARAM (T 65) is a 46 mts Fast Attack Craft that has a top speed of over 30 knots. The ship

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is designed for patrolling in the EEZ, Search and Rescue and apprehension of fast moving small boats. ‘BANGARAM’ is named after an important island on the west coast of India During the stay in Yangon Senior Officers, Commanding Officers and the crew interacted with personnel from the Myanmar Navy and other local authorities, according to a press release. Source : Mizzima

The French navy training vessel VN PARTISAN Outbound from Brest 14th March 2017. Photo : Capt Shaun Beal Master Wave Sentinel (c) Iran Pushing For Deal With Assad Regime To Build Naval Base In Syria Iran is closing a deal with Syrian President Bashar Assad to build a military base at the port of Latakia in Syria, an Israeli diplomatic official told the Hebrew news site Walla on Friday. The naval base would act as payment for Iran’s support of Assad over the past six years of civil war, the unnamed official said. According to the report, establishing an Iranian military presence on the Mediterranean Sea would be viewed by Israel as a “radical step” that would “heighten the instability in the region and advance terror” against the Jewish state. Such a measure would also increase the threat to the Israeli home front since it would strengthen the Iran-backed terror group Hezbollah, which is currently fighting in Syria. On Thursday, Prime Minister Benjamin Netanyahu relayed his concerns about Iran’s intentions to build a naval base in his meeting with Russian President Vladimir Putin in Moscow.

“I spoke with President Putin at length about the strategic significance of Iran’s creating a permanent presence in Syria, or its attempt to do so,” he said in a press briefing following their meeting, adding that an Iranian presence in Syria would be against the “long-term interests of everyone except the Iranians.” “I said that it would undermine the stability, and actually hurt the possibility of a diplomatic arrangement [for Syria]. I made it clear that it is something that will be unacceptable to the State of Israel.”

Netanyahu said he believed Putin was receptive to his concerns. “I made it clear to President Putin our resolute opposition to the consolidation of Iran and its proxies in Syria,” the prime minister said. “We see Iran trying to build a military force, military infrastructure, with the intention to be based in Syria, including the attempt by Iran to build a seaport. All this has serious implications in terms of Israel’s security.” SHIPYARD NEWS

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Full quaysides @ ROG Ship Repair. ROG, your partner for Dockside and onsite Services \ Daewoo Shipbuilding in rush to sell more non-core assets Cash-strapped Daewoo Shipbuilding & Marine Engineering Co., a major shipyard in South Korea, is accelerating its move to sell its non-core assets to beef up its financial status amid concerns over a sharp fall in new orders, industry sources said Monday. According to the sources, Daewoo Shipbuilding has recently signed a memorandum of understanding to sell its building in downtown Seoul, a deal valued at some 35 billion won ($30 million). The shipbuilder also put one of its affiliates up for sale, whose price tag is set at some 18 billion won, with the two cases of asset sales expected to be completed by April, the sources said.Daewoo Shipbuilding's efforts to offload its non-core assets came as the shipbuilder is struggling with falling new orders and signs that its financial status is worsening. Creditors of Daewoo Shipbuilding are reportedly mulling an option to provide additional assistance to the cash-strapped company. The creditors, led by the state-run Korea Development Bank, announced a rescue package worth 4.2 trillion won in October 2015 for Daewoo Shipbuilding, on expectations that the shipbuilder would clinch up to $12 billion worth of orders last year, and the delivery of newly built ships would go smoothly. But things turned out to be worse than expected. Last year, Daewoo Shipbuilding bagged a meager $1.55 billion worth of new orders, and the delivery of two drilling rigs worth 1 trillion won, originally scheduled for early last year, has been delayed to this year due to a customer's worsening financial status. Consequently, the shipbuilder failed to secure some 3 trillion won in cash last year. Usually, a shipbuilder receives up to 20 percent of contracts as down payments. Daewoo Shipbuilding has been speeding up efforts to sell its non-core assets to tide over its worsening financial situation. So far, it has raised some 1.6 trillion won by selling assets and laying off employees. The pending and sticky problem facing Daewoo Shipbuilding is to pay off 440 billion won worth of debts due next month. It has to refinance or pay off a total of 940 billion won worth of debts this year and 550 billion won next year. The country's financial authorities are set to announce their stance on the shipyard's fate this month, and many believe they will opt to save the shipyard from sinking as its demise could have far-reaching consequences on the economy. Source: koreaherald Hyundai Heavy in talks to bag more shipbuilding deals Hyundai Heavy Industries Co., a major shipyard here, is in talks with at least two overseas shipping firms to build a slew of very large crude carriers, the combined value of which may reach up to $1 billion, industry sources said Monday. According to the sources, Hyundai Heavy is in negotiations with a Hong Kong-based shipping firm and another firm based in Singapore over the deals to build up to 12 ships, when options are considered. Hyundai Heavy has clinched deals to build four ships, including two VLCCs, so far this year, raising hopes that its new orders for such ships will steadily increase down the road in tandem with the construction of refining facilities in the Southeast Asian region. "Hyundai Heavy has been clinching contracts since late last year, and the shipbuilder is set to win more deals down the road," said Rhyu Jae-hun, an analyst at NH Investment & Securities. Hyundai Heavy swung to the black last year from a year earlier, thanks in part to reduced costs and improvement in its non-shipbuilding business. Net income came to 682 billion won last year on a consolidation basis, a turnaround from a loss of 1.36 trillion won a year earlier. Sales dropped 15 percent on-year to reach 39.32 trillion won, while it logged an operating profit of 1.64 trillion won, a

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rebound from an operating loss of 1.54 trillion won tallied in the same period the year before, it said earlier. Source : koreaherald DSME Faces Liquidity Crunch Daewoo Shipbuilding and Marine Engineering has been short on liquidity and losing money for some time, but soon it will face a critical deadline: it must refinance or repay $380 million in debt next month, and observers say that it will barely have enough to cover the payments – let alone the $430 million that will come due later this year or the $480 million due in 2018. Historically, DSME has maintained its liquidity by securing new contracts, which can yield an immediate down payment of up to 20 percent of a newbuild's purchase price. But with few new orders – and with a buyer unable to make the final delivery payments for two $430 million drillships – DSME finds itself short on funds. Given the yard’s weak balance sheet, global consulting firm McKinsey said in October that it is the "least likely to survive" of South Korea's Big Three shipbuilders. (DSME disputed McKinsey's findings.) DSME has worked hard to cut overhead, and it still has several sources of cashflow, including the sale of non-core assets like its headquarters building. But it can no longer rely on additional capital infusions from government-owned Korea Development Bank (KDB), its majority shareholder and primary source of outside funds. The Korean government has already done a lot for the yard: it led a $3.5 billion bailout package for DSME in 2015, and in January it doubled down with a multi-billion dollar capital increase, share conversion and debt-for-equity swap. However, public support for large-scale bailouts has fallen in the wake of Hanjin Shipping's collapse, and KDB announced last month that DSME will not receive any more tax dollars for restructuring. Still, the yard’s government creditors may come to its rescue once again. Yonhap reports that the state financial authorities may choose to intervene one more time, as DSME's collapse would likely affect the national economy at a politically sensitive moment. source: MAREX ROUTE, PORTS & SERVICES

ALL-TIME HIGH FOR BRITISH PORTS CRUISE VISITORS Figures released by CruiseBritain show that more passengers than ever before visited Great Britain through 55 cruise ports in 2016. 114 individual ships called into UK ports, many ships calling on multiple occasions, bringing a record 1,214,000 passenger day calls, an increase of 19% over 2015. 52 different cruise lines visited UK ports as diverse as Tyne and Torquay, Liverpool and London, Harwich and Holyhead. Round Britain cruises remain increasingly popular as an ideal way of exploring Britain's diversity of coasts, castles, cities and countryside. The short sailing distances between Britain's shores and adjoining countries add to the itinerary possibilities. CruiseBritain's new online video showcases a collection of the many different faces of modern Britain. 'Over 1.21million is a marvellous figure to reach and it's great to leave 2015's 'magic million' far behind. Day call figures have tripled in 10 years and 2016 has seen one of the biggest year-on-year increases. The growth in day call passengers shows no sign of slowing down and is testament to the tireless work of our members and of all involved in the British cruise industry,' commented Angie Redhead, Chair of CruiseBritain. 'With 55 ports welcoming a cruise vessel in 2016, Britain really can offer a port for every cruise ship currently sailing - from the largest vessels carrying thousands of passengers to mid-range and boutique ships, and to the small expedition ships looking for a more secluded and bespoke experience,' added Redhead. 'As the global cruise market continues to grow, we are confident that Britain's appeal as a cruise destination will mirror that trend. All our members work towards increasing the efficiency of their operations and developing new and varied shore excursion options.' CruiseBritain, member ports and service providers can

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be found at stands 1721 and 1821 at this week’s Seatrade Cruise Global. The annual invite-only ‘GREAT British Street Party’ held at Seatrade Cruise Global is going to be a thoroughly celebratory gathering and is supported by VisitBritain.

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SHL’s OLEG STRASHNOV departing Westhofhaven Vlissingen-Oost for Racebank Offshore Wind Farm – UK” Photo: OS-Crew ©

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