DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 013

Number 013 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Saturday 13-01-2018 News reports received from readers and Internet News articles copied from various news sites.

The MSC JULIA R. navigating the Westerschelde inbound for Antwerp Photo : Chris Rombouts (c)

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The STAD AMSTERDAM oubound from Willemstad - Curacao heading for Cartagena-Colombia. Photo : Kees Bustraan (c)

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NYC Ferry uses tugboats to break up ice in New York Harbor, East River By Vincent Barone

Brian Dubreuil took in Jamaica Bay’s sunrise Wednesday from a landscape that seemed more Alaska than New York. Nestled in the wheelhouse of the Agnesk, he guided the tugboat slowly through the massive chunks of blue-tinted ice that bobbed sluggishly in the pinkish-grey water of the bay. “You can see the sun reflect on the buildings,” Dubreuil said, with one hand gently pulling the throttle. Dubreuil, 42, is the captain of one of just three or four tugboats in the harbor tasked with breaking up ice and clearing a path for smaller vessels, allowing regular water traffic to continue during the winter months. Since the new year, Dubreuil’s employer, Vinik Marine, has been working under contract for the city’s Economic Development Corporation to help clear the waterways for NYC Ferry. The steady streak of freezing cold days, paired with Thursday’s snowstorm, has created some of the iciest harbor conditions Dubreuil has seen during his 22 years of maritime work in the area. The arctic-like waters have led to the suspension of NYC Ferry’s Rockaway route since Friday, Jan. 5. “Back in ’95 or ’96, I was working in Bay Ridge. You could pretty much walk over from Bay Ridge or lower Manhattan down to Staten Island,” said Dubreuil, who lives in Bergen County, New Jersey. “The harbor was one sheet of ice.”

The process of disrupting the ice is zen-like. Often beginning before than 4 a.m., Dubreuil plows his tugboat — equipped with two diesel engines and a steel hull — directly into ice at speeds of about 5 mph. Slates of ice, varying from 3-18 inches thick and sometimes as large as 100-feet-long by 100-feet-wide, are broken into smaller pieces. A shift could last 10 hours or more. Sometimes a tugboat will make the same half-mile route back and forth, over and over again, just to clear routes in ice as it forms around bridges. The ultimate goal is to break up the ice (so that it melts faster) while also positioning it to get swept out to the Atlantic Ocean by the current. The city is paying Vinik Marine $950 an hour for its ice-breaking services. “Once we get the ice past the Rockaway Point area it has a very, very good chance of not coming back,” said Francis Fata, 22, a deckhand from Whitestone, Queens. “You have a lot of current flowing out to the Narrows from the East River and the Hudson River and that will push the ice out to the Atlantic.” As Dubreuil navigates southwest from Rockaway, Queens, toward the Marine Parkway-Gil Hodges Memorial Bridge, a collection of tools rests on a small kitchen counter surrounded by instant ramen, doughnuts and chocolate chip cookies. He eyes tracks in a massive sheet of ice — an indicator that two pieces had frozen together after a previous boat had pushed through. It can be hard from the wheelhouse to predict where and how the ice will move, due to difficulty detecting factors such as wind and current. “On one side of the boat there’s no ice, and the other is full of ice. if the wind changes one way it could blow it all across the bay,” said Dubreuil, who grew up working on fishing boats. “It can change in an hour.” Even with a warm week such as this, the ice can linger. The city’s EDC is taking Rockaway service day- by-day and can’t commit to when the route will relaunch. “This is one of the variables. Every day we don’t know what we’re dealing with, so we make the call at 3 or 4 a.m.,” said Stephanie Baez, an EDC spokeswoman. “That’s when we’ll know if we can launch service safely.” Vinik Marine operates an essentially 24-hour call service for public agencies such as the EDC or private companies looking for tugboat muscle. “I love it. I might do ice today, or for this week. Next week I might be taking a crane barge in a creek for construction equipment. Maybe there will be something like a fireworks barge on July 4th, stuff like that,” Dubreuil said. “Every day is a different adventure.” Source: AMNewYork LNG to drive Arctic shipping development Liquefied natural gas is becoming the key driver for the development of the Arctic and Arctic shipping, both in Russia and in the USA. With the Alaska LNG project the two countries obtain an opportunity to settle the issue of shipping in the Bering Strait, which is essential for the functioning of the Northern Sea Route and for LNG exports from Alaska. The USA is going to boost

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LNG production. For that purpose regasification terminals are being converted for gas liquefaction. On the one hand, that will create a competition with the Russian LNG, on the other hand - will let settle the issue of shipping across the Bering Strait. In the end of 2017, Alaska authorities approved the expansion of the Point Thomson project (LNG production, Point Thomson reservoir, Alaska's North Slope). According to analysts, annual LNG production under the project will reach about 20 mln t by 2020-ies. Just like Russia’s project Yamal LNG, the Alaska LNG project involves Chinese capital. Liquefied gas is supposed to be transported to the Asia-Pacific region. For example, it will take about 7 days to deliver gas from the Point Thomson to Japan. The route will run across the Chukchee Sea and the Bering Strait, eastern gate of the Northern Sea Route and a border area between Russia and the USA. The problem resides in the following fact: maritime boundary between the USA and Russia runs along the Bering Strait under a treaty on delimitation line of maritime spaces signed by the United States and the USSR on 1 June 1990. The agreement has not yet been ratified by the Russian Parliament. Besides, the Bering Strait is recognized as waters open for international shipping and covered by the UN Convention on the Law of the Sea (1982) while the USA is not a party to UNCLOS 1982. Meanwhile, Russia also has its plans on LNG exports by eastern route. The year of 2017 saw the first commercial voyage of the Christophe de Margerie tanker (owned by Sovcomflot), which delivered a batch of LNG by the Northern Sea Route, from Norway to S. Korea. In order to develop the eastern route there is a plan to build the most powerful leader type icebreakers. Besides, Russia is interested in short-sea and transit cargo transportation along this route. As long as the Bering Strait was not in intense use there were no special problems. However, with the development of the Arctic shipping unsettled issues can hinder the development of both countries. To settle the situation, the Russian Federation and the USA filed a joint note to the International Maritime Organization (IMO) in December 2017. The two countries suggest designating in the Bering Strait and at the approaches two-way shipping lanes open for free passage of vessels flying the flag of any state. In particular, it is suggested to arrange the traffic of ships sailing in the Bering Strait and between the coasts of Russia and the USA in the Bering Sea so that to decrease the risk of collision by separating opposite-direction flows and to prevent/reduce the risk of pollution or other damage to marine environment. The designation of two-way routes will ensure availability of free, internationally recognized corridors for vessels sailing across the Bering Strait in the interests of the Russian Federation despite any shifts in foreign policy of the USA. “According to preliminary estimates, shipping lanes in the Bering Strait can obtain a legal status before the end of 2018”, Vitaly Klyuyev, Director of RF Transport Ministry's Department of State Policy for Maritime and River Transport, told IAA PortNews. So, the growth of LNG production in the USA will contribute to cooperation of the two countries in the sphere of Arctic shipping despite sanctions. Source : Portnews

The UNION DIAMOND with in tow the GIANT 6 enroute from Ras Al Khaimah UAE and round Cape Good hope bound for North west Europe made a crewchange at the anchorage of Walvisbay. Photo : LSS agency / Namibia (c)

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Carriers start to defer ULCV deliveries in the face of overcapacity and softer demand By Mike Wackett

The NYK OWL spotted Northwest bound in the Malacca Straits Photo : Capt Neil Johnston – Master Salvanguard (c) Where contracts allow, ocean carriers are starting to postpone deliveries of new ultra-large container vessels (ULCVs) in the face of the return of the twin challenges of cellular overcapacity and softening demand. Alphaliner claimed today that Cosco has deferred 10 of the 28 ULCVs it was due to receive this year to 2018 and Yang Ming has pushed back delivery of three 14,000 teu vessels into next year.

Despite these deferrals, Alphaliner calculated there would still be some 1.5m teu of newbuild containerships entering service this year of which 1.2m teu is slated for delivery before the end of June. And it forecasts that January will be a record month for deliveries, with no less than seven 19,000-21,000 teu vessels expected to join the global fleet – equating to an extra 250,000 teu of capacity. They include the 21,413 teu OOCL Indonesia, the CMA CGM Antoine de Saint Exupery (20,776 teu), MOL Treasure (20,182 teu), Cosco Shipping Taurus (20,119 teu) and Marseille Maersk and Manchester Maersk sister ships (each 20,568 teu).

The YM WIND spotted Northwest bound in the Malacca Straits Photo : Capt Neil Johnston – Master Salvanguard (c)

All these behemoths are stemmed to join the Asia-Europe trade, and the challenge for ship planners will be to phase them into their nominated loops without causing a big spike in capacity and a negative impact on freight rates. Once the existing tonnage in these services has completed their voyages this month, carriers will look to deploy it onto other trades, resulting in a fresh surge of vessel cascading. And the other 790,000 teu due to be delivered by the half-year point is likely to “trigger a cascade of smaller – though still fairly large – ships into secondary trades”, said Alphaliner. It suggested freight markets would be “severely tested” in March, expected to be the first of this year’s slack seasons, following the Chinese New Year and before the summer rush. The delivery schedule will also present renewed problems for large shipowners, since in addition to voiding sailings to match weaker demand carriers will also look to off-hire as much chartered-in tonnage as possible. Global cellular capacity is forecast to grow by more than 5% this year, based on 1.5m of new capacity deliveries and the expected further slowdown in scrapping – which is now estimated at just 350,000 teu this year, compared with 422,000 teu in 2017 and a record 665,000 teu in 2016. Lars Jensen, chief executive and partner at SeaIntelligence Consulting, agrees the liner industry could see supply and demand tipped further out of kilter by the armada of ULCVs being delivered this year. With new CTS data evidencing a declining growth trend of 3.4% in November, compared with the 5.2% global demand growth seen in the first three quarters, Mr Jensen noted an abrupt slowdown in growth in the Asia-Europe and transpacific trades. “Looking at a

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capacity injection in 2018, poised to be above 5%, the industry will be challenged if it cannot maintain the demand growth rates from the first nine months of 2017,” he said. Source : The Loadstar

The BREVIK BRIDGE in Liverno (Leghorn) Italy Photo : Jim Prentice (c) http://caledoniantransportphotos.blogspot.com http://caledoniantransportphotos-buses.blogspot.com http://caledoniantransportphotos-railways.blogspot.com http://caledonianmodelwarships.blogspot.com RIMS go from strength to strength receiving class approval from Lloyd’s Register Drone and robotics specialist RIMS (Robotics In Maintenance Strategies) have received their fourth Classification Certificate as Recognized External Specialists, from Lloyd’s Register for the use of Remote Inspection Techniques (drones) during surveys of enclosed spaces. The Lloyd’s certification adds to RIMS’ CV of class approvals achieved during 2017. The practical audit was successfully executed on a large deep-water construction vessel. Prior to the demonstration, drawings of the tanks were reviewed to establish a flight plan and to indicate specific points of interest. During the demonstration the drone was able to be successfully manoeuvred around the tank according to the flight plan, and was able to react to the instructions of the attending surveyor in real time. David Knukkel, CEO of RIMS commented on the recent certification awarded to RIMS: “We are honoured to receive the approval, as these audits are not easy. Class are setting a high standard, not only to ensure safe operations during the flight of the drones but more importantly to achieve accurate survey results. Due to the importance of these surveys, we consider each flight as an examination and it is up to us to maintain the high standard demonstrated in class audits. The certification means that shipowners and managers now have the option to avoid the use of costly access equipment such as scaffolding and cherry pickers during surveys, and instead to use RIMS’ remote live on-screen object inspection, which offers substantial benefits; reduction in the time to carry out a survey, minimising of risk, as well as cost savings. “We were first to gain approval from BV, ABS, RINA and now also receiving the approval from Lloyds Register, means that the acceptance and use of drone technology finally breaks through in the Maritime Industry and drones become a common tool to execute safe and cost-efficient inspections of ships and MOU constructions.” added Knukkel. The hunt for MH370 resumes The Malaysian government has announced that almost four years after Flight MH370 disappeared and a year after a huge search lasting over a thousand days was finally suspended, it has cut a deal with a US deep sea exploration company to resume the hunt. The agreement with the American firm Ocean Infinity stipulates that a fee will only be paid if the wreckage of the Boeing 777-200 is discovered. The focus is to be on a new area of 25,000 square kilometers to the north of the previous search zone in the southern Indian Ocean. The company will be paid $20 million if a find is made within the first 5,000 square kilometers rising to $70 million. All the searches have to be completed within 90 days. It is being reported that Ocean Infinity has already chartered a Norwegian vessel. This has a number of Autonomous Underwater Vehicles with technology which is said to allow them to search far more quickly than the underwater craft involved in the $133 million search coordinated by the

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Australians until the start of last year. This new move will obviously once more raise the hopes of the family and friends of the 239 people board the Malaysian airliner. Though mostly from China, there were passengers from 15 different countries. In the days immediately after MH370 went missing, there was considerable anger, particularly among Chinese relatives whom the airline flew into Kuala Lumpur. The Malaysian authorities, stunned by the disaster, were acting with the best of intentions. Unfortunately, badly handled announcements and an unusually rampant rumor mill stoked the despair and fury of distraught family members. The puzzle was how and why the Boeing’s automated position reporting system was turned off. Malaysian investigators formed a strong suspicion that the plane’s 53-year-old captain, Zaharie Ahmad Shah, had deliberately disabled it and taken the plane off its route to Beijing, turning back across the Malaysian peninsula and heading out across the Indian Ocean. The agony of those who waited for news became the greater when it was clear that unless MH370 had landed somewhere, it would have run out of fuel. Hope was replaced by a nagging need for closure, for the wreckage to be found and for some answer to be provided as to why their loved ones had perished. Anyone who seeks to argue that after nearly four years, the renewed search will reopen tragic wounds, very possibly with a further lack of results, is, however, misguided. It is not simply those who sustained terrible personal loss who have a vested interest in knowing what really happened. It matters to everyone who takes a flight anywhere. The International Air Transport Association, which overseas the whole airline industry, is pressing for crash-protected cockpit image recorders and flight recorders and transponders that cannot be interfered with. It is the nature of all such disasters that lessons are learned and changes made designed to stop them happening again. In terms of knowing for certain where any aircraft is at any given moment, the technology is being mobilized. But this does not solve the still perplexing issue of what chain of events brought about the disappearance of flight MH370. The Malaysian government is absolutely right to have organized this new search for answers, for which as much as $70 million is surely a small price to pay. Source: saudigazette

www.hartel.nl ’s 2013 built 3729 DWT HOOGVLIET passing Dordrecht enroute Emden Photo : Joop van Toorn © Theresa May praises lifeboat and tug crews for 'averting disaster'

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THE prime minister has praised the lifeboat and tug crews who averted a disaster when they came to the aid of a stricken cargo ship on New Year’s Eve. Swanage and Weymouth lifeboat crews, along with the Poole-based tug KINGSTON , have been credited with preventing dozens of deaths and huge damage to the environment. They went to the rescue of the cargo ship Pilsum, which had dropped anchor off Portland Bill after losing power but had drifted miles eastward towards rocks at St Alban’s Head. Dorset South MP Richard Drax raised the case in the House of Commons during questions to the prime minister. “While most of us were celebrating over New Year’s Eve, the crews of the Poole-based tug Kingston and the Swanage and Weymouth lifeboats were battling mountainous seas and 70mph winds off the coast of Dorset to prevent a cargo ship from being blown onto the rocks,” he said. He said the skill of the crews led to a tow being fixed and “a disaster prevented”. Mr Drax, who was called by Commons speaker John Bercow under his full name of Richard Grosvenor Plunkett-Ernle-Erle-Drax, invited Mrs May to congratulate the crews. The prime minister said: “I’m very happy to do that, to praise all those who were involved in averting a disaster, both the tug crew and those involved in the RNLI. “Those volunteers in the RNLI do a fantastic job around our coastlines day in and day out and we owe them a huge debt of gratitude.” Source : bournemouthecho Shipping noise drowning out Auckland fish chatter A new study has revealed shipping noise in the Hauraki Gulf is causing major communication problems for some whales and fish.

A mother Bryde's whale (front) and her calf.A mother Bryde's whale (front) and her calf. Photo: AFP The University of Auckland study used recordings from microphones suspended above the sea floor over nine months. It found noise from ships overlapped 20 percent of vocalisations from fish and whales. "Every time a vessel passed within 10km of a listening station, it reduced communication space for bigeyes [fish] by up to 61.5 percent and by up to 87.4 percent for Bryde's whales. "Research has shown bigeyes can communicate over distances of up to 31m, so a passing ship will reduce this to less than 12m." Associate professor and study author Craig Radford said that drop in communication space was a significant concern. "The bigeye fish ... use sound to maintain their school structure, which then enables them to optimise their foraging behaviour "Whales use it to communicate between males and females ... so a lot of animals now have shown that sound plays a key role in a lot of different life stages." Mr Radford said the worst affected area was at Jellicoe Channel, which is the most regularly used shipping lane into the ports of Auckland. But he said a voluntary 10 knot speed restriction by ships within the Hauraki Gulf Marine Park area had a positive impact on underwater noise levels "When the ship's doing 10 knots the communication space ... is bigger than what it was previously. "This is an unknown side-effect that has occurred from reducing the shipping speed in the Gulf to reduce whale strike. Forest and Bird marine spokesman Anton van Helden said while it was great the speed reduction was having an impact, the Hauraki Gulf was still a noisy place for fish and marine animals. "Very large noises can create immediate detrimental effects to animals by causing deafness and injury, but these persistent noises in the environment are cumulative. "So there's lots of noise sources and new sources of noise going in all the time and the animals are having to deal with it." The study focused on commercial shipping but notes that more than 130,000 recreational boats also use the Hauraki Gulf, with that number expected to rise 40 percent in the next 20 years. The University of Auckland will be carrying out further research to see what impact that has on fish and marine mammal communication.

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The 1999 delivered 248 mtr long and 43 mtr width HILDEGAARD,IMO 9194139 outbound from Rotterdam Photo : Krijn Hamelink (c)

Policy of sinking illegal fishing boats ends: Kalla Indonesian Vice President Jusuf Kalla stated that the policy of sinking foreign fishing boats caught for poaching in Indonesian waters has come to an end, and the time has come to think on how to increase export of fish. To that end, the foreign fishing boats that have been caught can be auctioned or re-used as the country is currently in need of fishing boats, the vice president told the press at his office here on Tuesday. "It is enough (to stop sinking the illegal fishing boats); now we need to purchase the fishing boats and ships. On the other hand, however, many ships are unused. We have informed the Maritime Affairs and Fisheries Minister that we would need more ships as our export of fish has declined. We should not buy the ships using state budget as many ships are unused, such as those in Bitung, Bali, and Tual," Kalla explained. According to Kalla, there is no article in the law that requires the captured ship to be burned. Vessels can be auctioned to enable generation of income for the state. Earlier, Coordinating Minister for Maritime Affairs Luhut Binsar Pandjaitan remarked that in 2018, there will no longer be the sinking of fishing boats because the

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government wants to focus on the efforts to increase fish production In the meantime, Sjarief Widjaja, director general for capture fisheries of the Maritime Affairs and Fisheries Ministry, remarked that a total of 327 foreign fishing boats have been sunken so far for poaching in Indonesian waters. Since the last two years, the ministry had been concentrating on the country`s sovereignty to guard the nation`s fish stock that had been depleted because of illegal fishing activities, he revealed in Cirebon, West Java, in October 2017. Source : Antara

The SUPER SERVANT 4 arriving in Malta Photo : Mario Schembri (c)

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Turkey's canal plan caps freight infrastructure expansion By : Bruce Barnard, Special Correspondent The new canal, 60 miles west of Istanbul, which was first promised by Erdogan ahead of the general election in 2011, would be able to handle about 160 ships per day.

Politics will continue to dominate Turkey’s headlines at home and abroad in 2018, as President Recep Tayyip Erdogan steadily tightens his grip on the country, after the failed coup in 2016 further strains relations with the United States and Europe. Still, despite high-profile politics’ ability to capture international attention, Turkey’s transport sector could also hit the global headlines, albeit briefly, if its former prime minister sticks to his pledge to start work this year on his self-acknowledged “crazy

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project” for a 32-mile canal to divert shipping from the heavily congested, 19-mile Bosphorus Strait that divides Europe and Asia and links the Black Sea with the Sea of Marmara, the outlet to the Mediterranean. Erdogan’s waterway plan, optimistically priced at about $10 billion, "that will outshine the Panama and Suez canals," is seen by some as a politically inspired project; its scheduled completion in 2023 coincides with the centenary of the founding of the Turkish Republic following the collapse of the Ottoman Empire. The “crazy” canal, 60 miles west of Istanbul, which was first promised by Erdogan ahead of the general election in 2011, would be able to handle about 160 ships per day, including tankers up to 300,000 dwt, feature two-way traffic, and not have the locks or sharp turns that congest the Bosphorus Strait. Furthermore, the canal would substantially reduce transit times of the more than 53,000 ships that sail through the Bosphorus Strait every year. But its commercial viability is open to doubt, due to uncertainty about how many companies will be prepared to pay to substantially higher transit fees, as the 1936 Montreux Convention compels Turkey to guarantee free passage through the Bosphorus Strait for merchant ships of all flags.Although the Istanbul waterway remains in doubt, another much-publicized, mega-project dating back to 2011, a third Istanbul airport, to rank among the world’s largest for passengers and cargo, is close to completion. Its first terminal is due to open in the first quarter 2018 — well ahead of the originally scheduled November 2018 open. (This also contrasts with the Berlin Brandenburg airport, which is due to open in October 2020 — nearly a decade later than planned.) The opening of Istanbul’s third airport will be a major boost to the nation’s plans to become a global logistics hub on the crossroads between Europe, Asia, and the Middle East. The new, six-runway airport will be able to handle 5.5 million tonnes of freight and 150 million passengers per year when fully completed. It also will boast a 1.4 million square meter land area and a “cargo city” able to accommodate 29 freighters. Turkey’s current largest airport Istanbul Ataturk is on a roll, with traffic jumping 15.8 percent in the first 10 months of 2017, compared with increases of 4.9 percent at Frankfurt Airport, Europe’s top air cargo hub, and 2.5 percent at second-ranked Paris Charles de Gaulle Airport. The construction of the new airport has been flanked by the rapid and accelerating growth of Turkish Airlines’ cargo traffic, which surged 26.8 percent in the first three quarters of 2017 to 810,489 tonnes, accounting for 11.3 percent of the carrier’s total $8.2 billion revenue during the period. This followed a 38 percent surge in 2016 to 875,000 tonnes, which pushed the airline up four places to 16th in the global freight rankings. Turkish Airlines’ chief cargo officer Turhan Özen has said the carrier is aiming to be one of the world’s top five freight airlines in 2023, an ambitious goal that will be eased by the imminent opening of the new Istanbul airport, which will challenge its Middle East Gulf rivals as the leading Euro-Asia hub and remove the constraints imposed at its current hub at Istanbul Ataturk airport. And although Europe’s leading carriers are steadily shrinking their freighter fleets — Air France-KLM operates six freighters, down from 13 in 2013 and 26 when the French and Dutch airlines merged in 2003 — Turkish Airlines is growing its all-cargo operations. This was underscored by Turkish Airlines’ recent decision to switch an order for two Boeing 777 passenger jets to 777 freighters, which will boost its coverage on long-haul routes, followed by a contract for three more 777Fs in December. Meanwhile, as the new airport and the potential waterway dominate the headlines, Turkey’s shipping, logistics, and port companies are steadily growing their operations at home and abroad. Yildirim, the family-owned industrial and shipping/shipbuilding conglomerate, continues to set the pace, with chief executive Robert Yildirim confident its port arm, Yilport, currently 15th in the world rankings, will jump into the top 10 by 2025 through organic growth and acquisitions. Yildirim, earlier had eyed the sale of its 24 percent stake in French container carrier CMA CGM to fund its planned acquisition of Ports America, a US terminal operator, but the deal never took off and the company plans to hold on to its estimated $3 billion stake; the company paid $600 million to rescue the Marseille-based line seven years ago. Yilport continues to expand capacity across Europe while it waits for terminal prices to drop — which would pave the way for cheaper acquisitions. In December it announced it is doubling capacity at the Port of Gavle on Sweden’s west coast to 600,000 TEU by the fourth quarter 2019. That contrasts with the dire situation at the country’s largest port, the Port of Gothenburg, where traffic has crashed to an all-time low, due to a long-running industrial dispute at APM Terminals container facility and ACL, a 50-year customer that canceled direct calls, due to sliding productivity. Further, the decreasing likelihood of Turkey joining the European Union — the best it can hope for is an “anchor” deal similar to one Ukraine is targeting — has failed to deter the transport sector’s involvement in the 28-nation bloc, with leading companies boosting investments, particularly in ports and rail freight. One example: Ekol Logistics recently opened new branches in Paris and Lyon, as it seeks to increase traffic on its rail freight service between the French capital and the Mediterranean port of Sete, which it serves with a roll on, roll off (ro-ro) service from Turkey. The company also acquired a 65 percent stake in Europa Multipurpose Terminals in Italy’s Port of Trieste, its hub for block train services to Central Europe from where it is running a service to the German Port of Kiel, where trailers are transhipped on ro-ro vessels to Gothenburg. It recently began a service between Budapest and Cologne and is targeting a link between Trieste and Zeebrugge, as it expands its European footprint, which now involves almost 50 weekly services. Meanwhile, Turkey’s Mediterranean presence has been consolidated by UN Ro-Ro’s 215 million euro ($257 million) acquisition of its domestic rival Ulusoy Ro-Ro, which added four ships to the group’s dozen ro-ro vessels that transport trucks to Trieste and Toulon in southern France, enabling them to avoid long lines at the Bulgarian border and bypass congested and underdeveloped roads in the Balkans. UN Ro-Ro, founded by Turkish truckers in 1994, was acquired by KKR in 2007 for 910 million euros and sold seven years later by the US private equity fund for an undisclosed sum — reportedly at a loss — to a joint venture between Actera Group, owner of Pegasus, Turkey’s second largest airline, and investment company

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Esas Holding. Turkey also muscled into Beijing’s One Belt, One Road project in October with the launch of a 515-mile rail link with Azerbaijan and Georgia dubbed the “Middle Corridor” that connects Europe and China and bypasses Russia. And, there is more to come from Turkey’s transport, due to Turkey’s growing economy. Its GDP increased 11.1 percent year on year in the third quarter of 2017 and is expected to post a 7 percent rise for the whole year. But for now all attention is focused on whether Erdogan will press the "Bosphorus button." Source : the Journal of Commerce

The BONANZA EXPRESS outbound from Las Palmas Photo : Alan Soutar (c) Norsafe Enters the Cruise and Passenger Ferry Market Norsafe has recently developed a modern, Partially Enclosed Lifeboat (PELB) providing a secure and protected means of escape for persons on-board passenger vessels. The SOLAS compliant Minima 88 is a compact 8.8m long boat with a width of 4.25m for 150 persons. With its signal coloured canopy, white hull and cool streamlined exterior, this fresh design brings some exciting new features. A spacious cockpit in the middle of the boat provides excellent visibility during embarkation, with a good view for the helmsman. The forward visibility is excellent and a roof hatch in the cockpit provides vertical visibility towards the davits during launching/retrieval The large side doors aid the fast and efficient embarkation of the crew. Seats are arranged on two levels and a mechanical steering nozzle offers optimum manoeuvrability and increased bollard pull. Norsafe has received an order from Xiamen Shipyard in China for a Finland based operator, Viking Line, for six Minima-88 lifeboats with compatible LHD-200 davits. This new build ferry is due to come into service in 2021 on routes across the Baltic Sea between Turku, Finland and Stockholm, Sweden.

Not often seen anymore a cruise Ship with a 2-stroke engine The old lady GRAND CELEBRATION has 2x 7RLB66 2 Stroke Sulzer engines. Still in very good condition These engines where build in Switzerland in the 80s. Above seen the GRAND CELEBRATION in December in St Thomas where she served as a hotel for supporting groups after the Hurricanes. She is now back to cruises again offering 2-day cruises between Bahamas and Florida. Photo : Raoul Shair Ali (c) Distribution : daily to 38.300+ active addresses 13-01-2018 Page 12 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 013

Ships’ Demolition Prices Skyrocket on High Demand If you’re a ship owner looking to offload one of his older vessels, then you’re in for a treat. Shipbrokers left and right are reporting of new highs on the prices offered by scrapyards and cash buyers, leading one of the leading ones, like GMS declare these deals “truly extraordinary and downright baffling”. With fewer owners looking to decommission their older bulk carriers, as a result of the freight market’s rebound, it seems that the demolition market has reacted. In its latest weekly report, shipbroker Clarkson Platou Hellas noted that “we have begun 2018 with the same positive momentum that ended last year as it seems each new sale, especially the larger Dry LDT units, gain more value each time. A mind blowing USD 495/ldt has been seen this week for Capesize bulkcarrier which has certainly kick-started the year and awoken everyone from the festive holidays. The reason for the surge in prices is mainly down to the lack of tonnage currently being witnessed as the Dry and Container charter markets have continued to surge from there depressed state in the first quarter last year. Coupled with steel markets globally and fundamentals such as Iron Ore rallying again to record highs that were last seen in Spring 2017, the market looks set to remain in one of the healthiest places it has seen for recent years. This current trend always brings speculation to the tables from the cash buyers and the sale of the ‘Enterprise’ is certainly being treated in this manner. Whilst price levels have pushed on from 2017, this latest sale may prove to be sending the wrong signals to Owners as many in the industry have, so far anyway, been left baffled by such a price being offered as the domestic rates in the Indian subcontinent have themselves not jumped sufficiently to justify any large positive price correction. The question now is whether the start of the first full week of 2018, tempts more Owners to consider the recycling shores after seeing the surprise rates that have been offered”. GMS added its own perpective on the matter by noting that “the opening week of 2018 brought with it, a healthy collection of fireworks and some truly extraordinary and downright baffling sales, as Cash Buyer speculation ramps even further into overdrive and another potentially bullish quarter lies ahead in wait. As dry bulk freight rates remain firm, the ongoing shortage of bulkers is expected to starve an overheated Pakistani market for tonnage. Consequently, one speculative Cash Buyer tabled an extraordinary price of USD 495/LT LDT for a Capesize bulker this week, in anticipation of a further firming of prices from Gadani. This is undoubtedly an extremely risky tactic to employ as the fixing price is about USD 50/LDT away from where Gadani levels currently stand for dry units. When markets are positive, speculative offerings in excess of USD 10 – 20/LDT are commonplace. However, this price is definitely not reflective of current rates and could eventually come back to haunt the relevant Ship Owner and / or Cash Buyer, closer to physical delivery of the vessel. Although local steel plate prices have enjoyed decent gains over the Christmas and New Year period, how long this trend will last remains to be seen. After all, what goes up eventually comes down! Meanwhile, the attention of several Ship Owners has already perked as prices are now on the verge of breaching the USD 500/LDT mark – the first time anything close to this level has been seen since early 2015. As such, it could be that the number of viable candidates increases during the early part of 2018 (especially those nearing SS / DDs) in an attempt to capture some of these fantastic numbers on show. With Pakistan still closed for tankers, we would urge Owners of wet tonnage to curtail their expectations on rates as the only option for their units remains India or a far more muted Bangladesh, especially for large LDT wet units (Suezmax tankers and VLCCs). Overall, the year has started on a positive note and the prevailing optimism is expected to last at least until the Chinese New Year”. Meanwhile, in a separate report, Allied Shipbroking added that “with scrap prices having remained firm during the Christmas holiday period, activity remained relatively firm with a fair amount of units being sent to the breakers yards. The Indian Sub-Continent has shown ability to be able to sustain the going price figures, while some are even placing belief on further increases in sight, given the improved fundamentals in terms of local steel plate prices and foreign exchange rates. The rest of the ship recycling markets seem to still be lagging behind in terms of offered price levels, widening the gap further, while leaving for little choice for most ship owners which can take the Indian Sub-Continent route. In terms of demo candidates, things are still relatively slow, with the dry bulk segment, which typically provides the biggest bulk of units now lacking due to the large improvement in freight rates. Conditions in the Tanker market have helped push an increased flow from this sector, however with minimal number of overage units available in the this sectors fleet, it is hard to see how this pace could continue on during the next couple of months”, it concluded. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide

Fourth Damen 3307 Patrol Vessel delivered to Homeland Integrated Offshore Services Homeland Integrated Offshore Services Ltd (Homeland) of Lagos, Nigeria, has taken delivery of another Damen 3307 Patrol Vessel for operations in the offshore oil fields in the Gulf of Guinea. This takes the total delivered vessels/Guardians since the first arrived in early 2014 to four. Guardian 4 has joined its three sister ships in providing security services to the oil majors active in Nigeria’s territorial waters, together with additional support services including crew transfers and equipment deliveries Homeland is one of the few Government-approved, private maritime security companies operating in Nigeria with a valid MOU with the Nigerian Navy, and the arrival of the fourth Guardian adds significantly to its ability to meet its goal of providing turnkey security services that include deterrence of and intervention in piracy attacks, so as to make the offshore environment Distribution : daily to 38.300+ active addresses 13-01-2018 Page 13 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 013

safer for the benefit of all legitimate stakeholders. The Damen 3307 Patrol Vessel is a variant on Damen’s best-selling Fast Crew Supplier 3307. It applies all the benefits of the basic FCS 3307 design; a top speed of 30 knots, rapid acceleration and excellent seakeeping, and adds a range of special refinements including an armoured wheelhouse and internal safe haven and is intended to carry up to 16 military personnel and their equipment. Additional equipment specified by Homeland includes a Fast Rescue Craft, FuelTrax electronic fuel monitoring system and a self-cleaning fuel separator. 15 seats for crew transfers have also been fitted. Homeland was founded in 2006 to support international oil companies working in Nigeria’s offshore oil and gas fields by providing a wide range of services both at sea and on shore. 11 years later, it now operates a sizeable fleet that includes fast supply intervention vessels, platform support vessels, anchor handling tug supply ships, security and patrol vessels, and tugs. Led by managing director Louis Ekere, the company works with many of the international oil companies (IOCs) operating actively in the region. For more information regarding Homeland Integrated Offshore Services Ltd and the services that it offers, write to the company at Block 101, Plot 31 Providence Street, Lekki Phase 1, Lagos, Nigeria, telephone +234 1 632 5764 or email [email protected]. Or visit www.hiosl.com.

Renewing oil tankers fleet a ‘must’ for Iran The collision of an Iranian oil tanker with a Chinese freight vessel has been at the top of news headlines in many energy news agencies this week. This is the second incident of this kind involving an Iranian tanker, which begs for a modernization of Iran’s oil tankers fleet Carrying 136,000 tons of gas condensate, the Iranian tanker collided with the Chinese vessel on its way to South Korea on January 7. This is the second incident of this kind involving an Iranian tanker. In August 2016, also an Iranian super tanker collided with a Swiss container vessel in Singapore strait. In Singapore incident luckily no injuries or major pollution were reported, but this time the Iranian vessel’s crew weren’t that lucky; 32 crew members, including 30 Iranians and two Bangladeshis, have gone missing after two vessels collided off China’s east coast. Hearing about two such incidents with a less-than-a-year interval, one can’t help but to wonder what is causing such tragic accidents involving Iranian oil tankers. As OPEC’s third largest producer, Iran is currently exporting 2.6 million barrels per day of oil and gas condensate to the world markets, almost all of which is shipped through sea by vessels under the authority of National Iranian Tanker Company (NITC). The company, which operates the largest tanker fleet in the Middle East and has the world’s largest fleet of super tankers, transports Iranian crude and also acts as an independent entity in contracts with foreign concerns for crude oil transportation based on prevailing international freight rates. It enjoys a fleet of 65 tankers and gas carriers amounting for a total of 15.5 million dwt capacity. Affected by West-imposed sanctions for so long, NITC wrestles with various issues among which the increase in the fleet’s average age and lack of technology significantly stood out. Currently, the average age of the Iranian tanker fleet has been reported over 16 years, which is a clear indicator of how old the fleet is.According to international standards, the maximum age of an oil tanker for staying operational is about 15 to 20 years (if it is of high quality). The National Tanker Company should be considering the fact that in the coming years, part of the fleet would inevitably collapse (hopefully not in another incident) and the company needs a strategic plan to modernize the fleet. Earlier in December 2016, NITC’s Director of Fleet Operations Akbar Jebel Ameli had emphasized the need for modernizing the country’s oil tanker fleet saying that four vessels have been already put out of operation. NITC Managing Director Sirous Kianersi said in June 2016 that NITC is well aware of the country’s oil fleet condition, and the company is moving toward renewing its fleet. “NITC is looking at options to place its first orders for new very large crude carriers (VLCCs) in post-sanction era, as it plans to renew its existing fleet,” he said. According to the official, any new contracts would be to replace its current vessels, rather than adding new deadweight tons (dwt), Shana news agency reported. Since the implementation of the nuclear deal in January 2016, Iran has taken some steps for renewing its shipping fleet, but so far the results have not been impressive. For instance, in December 2016, Islamic Republic of Iran Shipping Lines (IRISL) signed an agreement with South Korea’s Hyundai Heavy Industries Company, Ltd. (HHI), based on which the S. Korean company will build mega-container vessels as well as tankers for carrying petroleum products for Iran. According to IRISL, HHI will deliver the first TEU 14500 mega-container vessel to Iran by March

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2018 and after the first delivery HHI is going to deliver one vessel each month. However, it is not clear whether the deliveries will include oil tankers. Considering the country’s oil fleet condition and NITC’s claims and actions, it seems that Iran needs to speed up its paces toward modernization of the oil tanker fleet, otherwise we will be witnessing yet another Iranian-vessel- involved incident in near future. Source: MNA 'Every second counts' Father and son in BAREFOOT protest to save RNLI lifeboat

VOLUNTEER lifeboatman Huw Williams and his nine-year-old son Steffan made a barefoot protest at the London Boat Show to back a campaign to save an “all-weather” RNLI lifeboat in West Wales. Mr Williams, 43, of Ceredigion Lifeboat Campaign, fears a decision to replace the service with an “inshore” lifeboat will leave a 70-mile “drowning gap” in sea rescue in the Cardigan Bay area. The nearest all-weather lifeboat stations would be Barmouth and Fishguard. Mr Williams said: “Hypothermia is a killer after 30 minutes and that means every second counts. “Inshore lifeboats are good at what they do but they cannot launch in severe weather, meaning a wait of up to 90 minutes for a lifeboat.” Danielle Rush, of the RNLI, said there would be no gap in cover and in 2020 New Quay in Ceredigion will have an “extremely capable” Atlantic class lifeboat. A spokeswoman for the charity said: “The RNLI doesn’t take decisions like this lightly and would certainly not contemplate removing a lifeboat if lives would be put at risk.” The RNLI insist that it will save around £8 million by not having an all-weather lifeboat in New Quay. Source : express

Shipping ministry builds case against Dredging Corporation selloff By Rajat Arora The Cabinet has cleared the proposal and the government invited transaction advisers for the sale, with a January 29 deadline to submit their bids. NEW DELHI: The government may shelve its plan to sell Dredging Corporation of IndiaBSE -5.60 % to private players, after the shipping ministry made a case against privatisation of this company. The ministry is of the view that given the massive projects that the government is undertaking to make inland waterways navigable and build and modernise ports, a state-run company could provide it more cost-effective dredging solutions than a private player. The ministry has proposed that the company be merged with a government port or any other public sector unit under its administrative control. "The importance of Dredging CorporationBSE -5.60 % increased manifold after a dedicated budget of Rs 2,000 crore for inland waterways was earmarked and also because of the increased spending on the Sagarmala project," a top shipping ministry official told ET. "Engaging private companies for dredging is a time-taking and costly affair," the official said. Dredging Corporation with experience in deep-sea dredging could find opportunities in river dredging as well, this official added. The government had already started the process to sell its entire stake — 74.38% at the end of September, according to BSE data. The Cabinet has cleared the proposal and the government invited transaction advisers for the sale, with a January 29 deadline to submit their bids. But the official said the government was also looking at other options. "We're finding out ways that how this company can be absorbed or merged with any of our profitmaking units or ports for better synergy," the official added. Road transport and shipping minister Nitin Gadkari is expected to take up the issue soon with the finance ministry and Niti Aayog. In an earlier interview with ET, Gadkari said that he wasn't supportive of the idea of selling government-owned companies that were making a profit. These companies could do better than now if their management is handled professionally, he had said. The government has budgeted to raise Rs 72,500 crore this fiscal year through disinvestment. Based on its stock price on Wednesday, Dredging Corporation has a market value of Rs 2,450 crore and the sale of its entire stake in the company could fetch the governmentRs

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1,822 crore. Dredging Corporation had posted a net profit of Rs 7.40 crore on revenue of Rs 585.87 crore for fiscal 2016-17. It had recently signed a memorandum of understanding with National Highways Authority of India to provide the latter with sand for its highway construction programme. Source: Indiatimes CASUALTY REPORTING

Russian Navy landing ship YAMAL collided with container ship in Aegean sea Container ship ORCA 2 collided with Russian Navy Landing ship YAMAL at around 1300 UTC Dec 30 in Aegean sea some 8 nm northwest of Rhodes port, Rhodes island. Container ship was en route from Alexandria to Gemlik Turkey Marmara sea, and according to Russian Navy official statement, was overtaking YAMAL, when suddenly veered starboard and collided with YAMAL. ORCA 2 is to be blamed for collision, said Russian Navy. Both ships sustained undisclosed damages. YAMAL was en route from Syria to Sevastopol, Crimea, understood she resumed sailing, while ORCA 2 was taken to Rhodos anchored and remained at anchor until Jan 4. On Jan 4 she resumed voyage, and on Jan 6 arrived at Gemlik. On Jan 10 she was still at Gemlik. There were no news on this accident until Jan 10, when suddenly, Russian Navy made an official statement, published by Russian News Agency TASS.

Mystery of sudden Russian Navy recognition of an accident, which happened almost 2 weeks ago and remained unknown, is solved – Ukrainian media published photos of damaged YAMAL on Jan 9, musing on damages origin. So it was the question of hours or days, before the accident news leak out to the world. Navy Command decided to strike first, and at least partially, save its’ face. Source : Maritime Bulletin

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Destroyer of the Navy of Iran Flew Into a Breakwater in the Caspian Sea

In the harbor near the Iranian city of Bandar-Anzali in the Caspian Sea, the destroyer of the Iranian naval forces “DAMAVAND” crashed into a concrete breakwater, Iranian media reported. According to media sources unconfirmed by the Navy, as a result of the collision, six members of the ship’s crew fell overboard, four managed to be rescued, and the search for the two continues. The incident occurred on Wednesday evening. There are no official data on the injured or damage to the ship. On the photos published by the media, it is clear that the ship, as a result of the accident, tipped heavily to starboard. According to preliminary information, the storm is considered the main cause of the destroyer’s crash: during the accident, the wave height reached four meters. The destroyer, originally named “JAMARAN-2” was launched in March 2012 and became part of the northern flotilla in 2015, becoming the largest Iranian warship in the Caspian. Source: Maritime News of Russia

NAVY NEWS

Two Pakistan Naval Ships recently seen in Port Louis, Mauritius. In the foreground is PNS KHAIBAR previously HMS ARROW - build at Yarrows in 1974 and sold to Pakistan in 1994 - still going strong ! HMS ARROW was involved in the Falklands campaign and had the twin accolade of being the first ship to start the bombardment of Port Stanley airfield, on the 1st May, 1982 and the first to be hit by an Argentine aircraft, sustaining minor damage to the funnel. Amongst other notable moments, she evacuated 225 of the 266 surviving crew members from HMS SHEFFIELD, for which the commanding officer Paul Bootherstone was awarded the Distinguished Service Cross which no doubt reflected the bravery of the whole crew. In the background is PNS NASR, an Auxiliary Oiler Replenishment (AOR) commissioned in 1980 to the People’s Liberation Army Navy (China). This vessel was commissioned into the Pakistan naval service in 1987. Photo : Paul Martin at Britannia Maritime Consultants (c)

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The Navy's next-generation frigate comes with a big price tag By: David B. Larter Lockheed Martin's Steve O'Bryan updates Defense News Weekly host Jeff Martin on the company's work to modernize the Aegis system and to upgrade the Freedom-class littoral combat ship for sale to Saudi Arabia The Navy’s next-generation frigate could end up costing just shy of a billion dollars per hull, the Naval Sea Systems Command program manager said Tuesday. Regan Campbell said the Navy had set an upper limit of $950 million per ship, about half the cost of a Flight IIA Arleigh Burke-class destroyer and nearly double the cost of the littoral combat ship. USNI News was first to report the Navy’s cost estimate. Moving forward on the FFG(X) is among the Navy’s top priorities in 2018. The ship is slated to have between 16 and 32 vertical-launch missile tubes and an over-the-horizon, anti-surface missile capability. The cost estimate surprised some analysts, who thought the number might be lower given previous signals from the Navy. The price tag could also push out some of the high-profile contenders who were interested in the bid. “That seems a little high to me, in the sense that’s about $100 million more than I was expecting,” said Jerry Hendrix, a retired Navy captain and analyst with the Center for a New American Security. “I do think it may be exclusionary, in that some of the designs — Navantia’s frigate or BAE’s Type 26 design — will likely come in at a billion or more.” “Both littoral combat ship designs, the National Security Cutter and Fincantieri’s FREM should be able to meet that,” he added. Both Austal and Lockheed Martin are offering up frigate designs based on their littoral combat ships, while Huntington Ingalls is believed to have offered up a redesigned version of the Coast Guard’s National Security Cutter.Fincantieri is offering up a version of its multi-mission frigate, known by its acronym FREMM (European multi-purpose frigate). Fincantieri is currently partnered with Lockheed on the mono-hulled Freedom-class littoral combat ship. Source : Defense news MRRV 4403 MALAPASCUA VISITED PALAWAN

The Philippine coast guard cutter MRRV 4403 MALAPASCUA leaving the port of Puerto Princesa City with in the background seen the famous Cathedral of the capital of the beautiful island Palawan Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo & hyperlink in text ! The RP MRRV 4403 MALAPASCUA is named after the Lighthouse Malapascua located in Malapascua Island, Cebu and was built at Japan Marine United, Yokohama, Japan and commissioned into the coast guard fleet March 7th 2017 as the third unit of the Parola-class patrol vessels which class is having a length of 44.5 m (146 ft) and beam of 7.5 m (25 ft) and draft of 4 m (4.0 m) the units are powered by 2 × MTU 12V4000M93L 12-cylinder diesel engines, with a total diesel engine output: 3,460 shp (3,460 shp) for a maximum speed of 25 knots (46 km/h), and cruising speed of 15 knots (28 km/h) The operational range of the Parola class vessels is 1,500 nautical miles (2,800 km) The Philippine Coast Guard clarified that the ship is a law enforcement vessel and is designed to conduct environmental and humanitarian missions, as well as maritime security

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operations and patrol missions The ship was designed with a bulletproof navigation bridge, and is equipped with fire monitors, night vision capability, a work boat, and radio direction finder capability.The ship is equipped with communications and radio monitoring equipment from Rohde & Schwarz, specifically the M3SR Series 4400 and Series 4100 software-defined communication radios, and DDF205 radio monitoring equipment. These equipment enhances the ship's reconnaissance, pursuit and communications capabilities The ship left Yokohama, Japan on February 27, 2017, and arrived in the Port of Manila on March 3, 2017.with LCDR Garydale Gimotea being her first commanding officer BRP MALAPASCUA was commissioned during a commissioning ceremony held at Philippine Coast Guard headquarters in Manila on March 7, 2017, French naval contract award could be game- changer for firm By: Pierre Tran Navigation, positioning and imaging firm iXBlue has won a contract from Naval Group to supply navigation systems for five French intermediate frigates, its first deal to equip a new warship for the county’s Navy, iXBlue said. “Responsible for the development of these vessels, Naval Group has signed a contract with iXBlue for the acquisition of Marins inertial navigation systems and Netans data distribution and processing units to equip these new generation frigates,” iXBlue said in a statement. Naval Group and iXBlue declined to give a value for the deal. Naval Group held a competition, which attracted three bidders, a Naval Group spokesman said. Naval Group and iXBlue have collaborated on export contracts, but this is the first domestic deal with the naval systems company. “This contract is the outcome of a longstanding collaboration with Naval Group, with whom we are working on several export programs,” said Thomas Buret, head of iXBlue’s inertial systems and applications division. “However, this the first time that iXBlue systems have been chosen by Naval Group to equip a new-built (sic) major combat vessel for the French Navy.”

The contract was signed in early November.

IXBlue won deals in 2016 to equip the British and German navies with its Marins inertial navigation system, based on fiber-optic gyroscope technology. The Netans system, while seeking to address cybersecurity threats, will plug into the ship’s sensors to acquire, analyze, correlate and distribute data to all onboard systems. Naval Group is due to deliver the first of the five 4,200- ton warships in 2023 under the €3.8 billion (U.S. $4.5 billion) FTI intermediate frigate program. The warship will equip the French Navy, while Naval Group will pitch its export version under the Belh@rra brand name. That name refers to Belharra, a giant wave on the coast of the Basque region, southwest France, and the unconventional typography in the product name indicates the digital technology designed into the warship. Source: defensenews Navy’s cruiser replacement won’t be a cruiser, says surface warfare chief By: David B. Larter The Navy’s director of surface warfare, Rear Adm. Ronald Boxall, says rapid innovation is needed to keep pace with technology. ARLINGTON, Va. — The U.S. Navy’s surface fleet is developing a new class of ship that will replace the cruisers — but it’s not another cruiser. The Navy’s director of surface warfare, Rear Adm. Ronald Boxall, told a crowd at the Surface Navy Association’s annual symposium that his team is building over the next year a capabilities document that will sketch out the next surface combatant, one that integrates new sensors and technologies that will make it relevant into the future. “People are always asking: ‘What’s the next cruiser?’ ” Boxall said. “What I’m telling you is that it might not be a cruiser. What we are looking for is what do we need our surface ships to do at the big level, what do we need to do at the small level and what do we need to do with unmanned because it is a different Navy out there. “And so we have to look at how we optimize our force inside surface warfare and then merge that outside of surface warfare with the other platforms and across all domains.” The hull Boxall described incorporates the surface force’s emphasis on off-board sensors that radiate and target with active sensors, while using passive sensors on the ship to avoid detection. The discussion of the next surface combatant was notable because discussion about the cruiser replacement has been conspicuously absent since the Obama administration canceled the Navy’s CG(X) program early in its tenure. Analysts and observers have criticized the Navy’s seeming lack of a clear plan for the cruisers, some of which have been extended out to 40-year service lives to keep the robust missile defense and anti-air warfare capabilities in the fleet. The need for a future surface combatant has become even more urgent, as it has become clear that the Flight III Arleigh Burke-class destroyer has maxed out that hull form, said Thomas Callender, a retired submariner and analyst with The Heritage Foundation, in a recent interview. “They are way behind the eight ball on this one,” he said. “We’ve done some great things in the Flight III Arleigh Burke [about to enter production], but we’ve kind of reached the technical limits of that design. We can’t continue to pack more power and capability into that design, so we definitely need to move forward with the future surface combatant.” Source: defensenews

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Visakhapatnam – Fire breaks out on Indian Navy Ship INS Shivalik The mighty Indian Navy Ship INS Shivalik reported a fire that broke out on board, at the Visakhapatnam Naval Dockyard. Yesterday, fire broke out on board the mighty Indian Navy Ship INS SHIVALIK while it was docked at Visakhapatnam Naval Dockyard. The stealth frigate was under a state of much alarm as the fire could be extinguished only after six hours. The location of the fire break out was found to be one of the store rooms. As per NEWS18 – “The fire broke out this evening in the stationery materials compartment, while the war ship was anchored for periodic maintenance, they said.” A probe and inquiry by Indian Navy officials has already been put underway as per news reports by Scroll.in. The said ship of Indian Navy INS Shivalik has thankfully reported no loss of life or casualties and no loss or damage to materials.About INS Shivalik – The lead ship of her class of stealth multi-role frigates built for the Indian Navy, INS Shivalik is the first stealth warship built by India. She was built at the Mazgaon Dock Limited in Mumbai. Construction of the vessel began in 2001 and was completed by 2009 and she was commissioned on 29th April 2010. Source: YoVizag SHIPYARD NEWS

UK's major shipbuilders on 'red alert' as they await news of MoD contracts BY : David Barnicoat All of the UK’s major shipbuilders and repairers are on red alert as they await decisions from the Ministry of Defence on several projects running into billions of pounds.The projects include the re-engining of the Type 45 destroyers and HMS Scott, along with the building of the Royal Navy’s Type 31 frigates and the announcement later this year on the FISS (Future in Service Support contract). The A&P group will be hoping for part of the ten-year, £900 million pound FISS contract to refit and repair ships of the Royal Fleet Auxiliary. Gerald Pitts, managing director of the newly formed A&P Defence Division based at the docks, is the man spearheading all of the A&P Group bids. This will be the largest contract in the history of the docks; one that requires in-depth preparation and costings expertise of the highest calibre if A&P is to be successful in winning part of the contract. But A&P Group will be up against some strong contenders which will probably include Babcock, Cammell Laird, BAE Systems, etc. An announcement is expected within the next two weeks on the HMS Scott contract. Meanwhile all the big guns in the shipbuilding industry have their sights on the £ 1.25 billion project to build the Royal Navy’s Type 31 frigates. Babcock International has joined forces with defence supplier Thales, and defence companies Harland and Wolff, BMT and Ferguson Marine, to form Team 31. Industry giant BAE Systems, a major warship builder for several decades, has joined Cammell Laird in putting together a bid. This will see Babcock International and BAE Systems lined up for battle against each other. Sir John Parker’s independent report into naval shipbuilding advises the government to spread the load of shipbuilding and ancillary work to yards and suppliers UK wide when it comes to building and repairing Royal Navy and RFA vessels. In a letter to ministers Sir John wrote: “There is a vibrant UK shipbuilding, marine and defence supply chain which the MoD needs to harness. The MoD should seek to better understand the socio-economic benefit of awarding work to UK shipyards or UK suppliers in non-warship building and all ship outfitting Distribution : daily to 38.300+ active addresses 13-01-2018 Page 20 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 013

procurement decisions.” Whoever wins the Type 31 contract one thing is almost certain – other UK yards will be building modular sections for the frigates. Cammell Laird has said that it will use the yards of its partners A&P Falmouth and A&P Tyne for such modular construction. Source : The Packet

ROYAL IHC LAUNCHED DC ORISANT

At the Royal IHC shipyard in Krimpen the TSHD DC ORISANT was launched for Customer Reimerswaal Dredging from Goes, Zeeland. Photo : Jan van Heteren © Boothbay Harbor Shipyard sold to Andy Tyska and Bristol Marine Andy Tyska, president of Rhode Island-based Bristol Marine, has announced the acquisition of Boothbay Harbor Shipyard. Located at the head of Boothbay Harbor, the shipyard joins Bristol Marine’s two other locations of working waterfront--including boat yards in Bristol, Rhode Island, and Somerset, Massachusetts. A vital part of Maine’s shipbuilding tradition, Boothbay Harbor Shipyard has accommodated a wide range of vessels since its founding in the later 1800s --- including tall ships and super yachts, tugboats and Navy vessels, sailing yachts and work boats. Shipyard operations will continue under the leadership of Eric Graves, and facility improvements will be devised to make the yard’s expertise and craftsmanship more accessible to boat owners and yachts visiting the region. “The acquisition of Boothbay Harbor Shipyard will further increase our capacity and diversify the level of service we can offer along the East Coast through Bristol Marine,” said Tyska. “Under Eric’s leadership, the shipyard has undertaken some of the greatest repair and restoration projects in New England—and I know that Eric, together with the yard’s talented shipwrights and skilled workers, will build on that past success and effect improvements that will make their skills and services more available to today’s boaters.” Boothbay Harbor Shipyard offers a complete range of marine-related repairs and services for all vessel types. The yard’s 700-ton marine railway has braced tall ships, super yachts, tugboats, fishing trawlers, passenger boats, ferries, and Navy and Coast Guard vessels; the 150-ton railway has accommodated sailing yachts, work boats, schooners, and motor vessels. Ongoing projects at the yard include the restoration of the schooner Ernestina Morrissey, the official vessel of the Commonwealth of Massachusetts and a National Historic Landmark with a sparred length of 156 feet, and the 171-foot, three-masted tall ship Friendship of Salem, owned by the U.S. National Park Service. “I am excited about the opportunity to work with Andy and Bristol Marine to define the next period in the long legacy of operations at what we will call ‘The Shipyard in Boothbay Harbor’,” said Vice President Eric Graves. “We have a talented team and have built the reputation as one of the many great and capable yards in Maine that care for and restore vessels of all types.” Tyska founded Bristol Marine in 1998. In addition to providing a customized level of service on boats of all types, the company has also been a preserver of working waterfront and marine-trades jobs, employing nearly 50 skilled tradesmen and tradeswomen at two waterfront locations in Bristol (R.I.) and Somerset (Mass.). The company has also acquired and improved commercial real estate in the Bristol area, much of which has become home to over 30 marine-related businesses that employ over 300 individuals. source : boothbayregister

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Eastern Shipbuilding delivers new dredge to Weeks Marine By Ken Hocke

In late December, Eastern Shipbuilding Group, Panama City, Fla., delivered the 356’x79’6″x27’3″ trailing suction hopper dredge MAGDALEN to Weeks Marine Inc., Cranford, N.J. The design and detailed engineering and the dredging equipment were provided by Dredge Technology Corp. (DTC), part of the Royal IHC Merwede International Group. Initially, the vessel was to be built by BAE Systems Southeast Shipyard, Mobile, Ala., where the keel was laid in 2012. Weeks Marine contracted Eastern in 2015 to finish the dredge. “From the outset of this project, the construction of the MAGDALEN has been an exceptionally challenging and rewarding experience. Fortunately for Weeks, the dubious start gave way to an extraordinarily successful finish, due in large part to the capabilities of Eastern Shipbuilding,” J. Stephen Chatry, senior vice president, Weeks Marine, said in a statement announcing the delivery. “In retrospect, the delivery of the Magdalen has everything to do with the partnership that was forged between Eastern, IHC and Weeks during the build.” The MAGDALEN features two booster pumps, powered at 1,600 kW each and an HD dredge pump, powered at 1,600 kW. There are two jet pumps, powered at 445 kW each. Hopper capacity is 8,550 cu. yards. Main propulsion comes from twin GE 16V250 diesel engines, producing 5,682 hp each. For added maneuverability there is a VFD fixed pitch bowthruster tunnel unit, producing 730 kW of power. Electrical power comes from two 3,400-kW gensets, a GE 6L250, 1,423-kW auxiliary genset and a Caterpillar C18, 425-kW emergency genset. The new dredge’s maneuverability is enhanced by a 730-kW variable frequency drive fixed pitch tunnel bowthruster. (Names of the main generators, pump, and bowthruster manufacturers were not released.)The Magdalen is Lloyd’s classed Maltese Cross 100A1 Hopper Dredge, LMC, UMS registered and USCG certified and U.S. flagged. “This successful project was the result of a close working relationship between Weeks and ESG,” Joey D’Isernia, Eastern’s president said. “The completion of a partially constructed dredge requires clear and open communication by both parties during the bidding phase and the execution phase. We thoroughly enjoyed working with Weeks on this project and look forward to seeing the Magdalen positively impact the Jones Act dredging market.” Weeks Marine is another Eastern repeat client. The new dredge continues the shipyard’s commitment to the U.S. Jones Act maritime industry, Eastern officials said. Source : Workboat ROUTE, PORTS & SERVICES Shipbroker IFCHOR opens up in Dubai Lausanne-based international shipbroking company IFCHOR has opened a new office in Dubai under the name IFCHOR Middle East, aiming to conduct primarily dry business across the GCC region. "Dubai is the hub of the expanding Middle East maritime sector and we are very excited about our first ever office in the region,” said group ceo Manu Ravano IFCHOR Middle East will offer “independent shipping market expertise to charterers, owners and operators in the region, backed up by our global office network,” he added, providing “a full spectrum of services from physical freight broking to freight strategy and risk management, as well as projects consultancy.” The office will be led by Yehia Ghazzawi, who comes from a shipping family and has 15 years’ experience in the industry, first as a shipbroker and after that handling dry bulk freight at agricultural conglomerate ETG Agro. He will manage a team of three to four brokers initially. In a separate move IFCHOR announces that

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George Eliades, formerly Braemar ACM’s head of S&P in China, has joined the group as co-director of Sale & Purchase. He will work in the Greek office, bringing with him “a wealth of experience in the S&P sector, specifically newbuilding contracting with an emphasis on Chinese yards”. Tiziano Paravegna also joins as a senior newbuilding broker who will be based in China, travelling to Europe to meet clients. IFCHOR celebrated its 40th anniversary last year, and currently employs a total workforce of more than140, spread across a network of nine offices worldwide. Source : Seatrade Maritime News

The ferry BLESSED SEA JOURNEY moored in Puerto Princesa City loading for the Island Coron, Coron, officially the Municipality of Coron (Filipino: Bayan ng Coron) is a 1st class municipality in the province of Palawan, Philippines. According to the 2015 census, it has a population of 51,803 people It comprises the eastern half of Busuanga Island, all of Coron Island and about 50 other minor islets stretching as far as Tara Island in the north-east and Canipo Island in the south All these islands are part of the Calamian Archipelago in Northern Palawan that separates the South China Sea from the Sulu Sea. The main population center of the municipality is composed of Poblacion barangays 1 to 6, where the Municipal Building, the Municipal Legislative Building, and the Judicial Hall of the Municipal Circuit Trial Court are located. Its fiesta is held annually on August 28 in honor of Saint Augustine. It is the commercial capital of the Calamian Islands. The municipality is home to the Coron Island Natural Biotic Area, which is listed in the natural category of the UNESCO World Heritage Tentative List. Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo ! Alabama seeks to have first U.S. all-electric vehicle ferry By : Dale K. DuPont Alabama this month is expected to seek bids from shipyards interested in converting the Gee’s Bend Ferry into the first zero- emission, all-electric passenger/vehicle ferry of its type in the U.S. and only the second in the world. The pioneering venture is scheduled to have the 95’x42’x5’ steel vessel back in service this summer. Owned by the state and operated by HMS Ferries, Distribution : daily to 38.300+ active addresses 13-01-2018 Page 23 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 013

the 24-vehicle/149-passenger ferry built in 2004 by Bonner Yacht Works, Elmore, Ala., makes five round-trips daily across the Alabama River between Gee’s Bend and Camden. The $1.8 million project is funded in part with a $1.09 million Environmental Protection Agency (EPA) Diesel Emissions Reduction Act (DERA) grant. The state is kicking in the rest. With the EPA program in mind, HMS suggested the conversion to the state, said Greg Dronkert, president of the Bainbridge Island, Wash.-based company. The ferry was a good candidate for the switch because it has decent wait times between the 20-minute trips and time to recharge overnight. “And the technology is certainly there for this size vessel,” said Dronkert. Operating costs will be about 50% less because fuel will be eliminated and replaced with cheaper electricity for the charging stations at both landings. A modest sized battery bank is likely the most expensive single component of the new electric propulsion system, said state transportation department spokesman Josh Phillips. “With a project grant from the EPA, it is estimated that all the differential costs will be covered and result in immediate savings.” The conversion will remove four 125-hp John Deere JD TO6068DF150 engines. Replacement equipment includes new electric propulsion — four AC 150-hp Baldor IDDRPM281504 motors, in alternate configuration with J-box mounted on top (air cooled). The motors will turn new Walter RO61 gears with a 3:1 reduction ratio, with vertically offset shafts and no reversing gear. Power storage will be a pair of Spear battery banks with 135-kWh capacity each. For fire protection, each battery space will have a 3M Novec 1230 bottle of gaseous fire suppressant clean agent. The engine rooms will retain their existing carbon dioxide fire suppression system. And the horn will be converted from pneumatic to electric — a Kahlenberg model KB20. “Multiple yards are capable of doing this work, both locally and regionally,” Dronkert said. The 112’5”x34’x8’ MARISSA MAE NICOLE — one of two vessels in the state’s Mobile Bay Ferry service also operated by HMS — will cover the Gee’s Bend route while that ferry is in the yard. The world’s first zero-emission ferry, the AMPERE operated by Norway’s 80-vessel Norled AS fleet, entered service in February 2015. “Fuel costs are cut by almost 80 percent, which is why this is a major game-changer in the Norwegian ferry industry,” deputy CEO Lars Jacob Engelsen said via e-mail. “The ferry has lithium-ion batteries. At each landing there is a nine-minute top-up charging. In addition there is a longer period of charging each night,” he said. “Our next project is turning commuter-vessels in cities green, addressing both environmental and congestion challenges.” Source : Workboat

The Port Towage Amsterdam operated tugs POLLUX and MARS assisting the bulker RELIABLE into the Ijmuiden locks Photo : Peter Maanders Port Towage Amsterdam © Ireland hopes to export 100,000 more livestock in 2018 By Oscar Rousseau

Irish livestock exports increased by 30% last year - and farmers want year-on-year growth Irish livestock exports increased by 30% last year - and farmers want year-on-year growth The Irish Farmers Association (IFA) has challenged government to ensure industry has the infrastructure in place to export an extra 100,000 live animals this year. IFA national livestock chairman Angus Woods said Ireland needed to target an additional 100,000 head of live exports for 2018. He called on Ireland’s agriculture minister Michael Creed to ensure the country’s live animal exporters had access to full ferry facilities during the peak weeks when calves, cattle and lambs are sold. Speaking at a livestock export seminar hosted by Bord Bía, Creed said continued market access was “absolutely critical”, adding: “It must be of the highest priority to minister Creed that the new arrangements can deal with our live exports and shipping requirements during this peak export period. “Minister Creed, who is supportive of the live trade, needs to put all the necessary resources in place to facilitate a live trade of an additional 100,000 head of live animals.” IFA said it would meet with senior officials from Ireland’s Department of Agriculture to discuss ferry and access issues that have reportedly raised concern amongst the country’s livestock exporters. The concern is in part attributed to the fact that Stena Line – one of the world’s biggest ferry operators that carries Irish cattle all over the world – will service its current vessel in February and March. While Stena is set to replace this ship with another vessel on a temporary basis, IFA wants the Irish government to provide assurances that the shipping arrangements will not

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affect what could be a strong year for business. Irish exports of live animals increased by 30% to 187,870 head last year, according to the IFA. Calf sales were particularly strong after the government cut charges on calf exports from €4.80 to €1.20 per head. Markets of interest for Irish live exports include Spain, Turkey and a string of countries in North Africa. The Ministry of Agriculture could not be reached for comment at the time of writing. Source : Globalmeat

E.R. PUSAN arriving Hamburg, assisted by tugs FAIRPLAY IX (bow tug) and PETER (stern tug). Photo : Hans Schaefer ©

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The SUZANNE-D offshore Curacao Photo : Hermann Hazenberg © Freezing Orders in Hong Kong Freezing Orders have developed into an important weapon in a claimant’s armoury, especially when pursuing a defendant which does not own a vessel or vessels that might be susceptible to arrest. Over the years, the English Courts (and those of other common law jurisdictions) have developed a set of basic requirements for the granting of a Freezing Order. If these can

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be fulfilled the Court will order that the defendant’s assets (usually funds in a bank account) be frozen up to a set amount. This can even extend to assets held outside of the jurisdiction (a so-called “Worldwide Freezing Order”).In many cases, the most difficult criterion for a claimant to fulfil to obtain a Freezing Order, is that requiring demonstration of a real risk of the defendant’s assets being dissipated. This aspect was examined in a recent judgment handed down in the Hong Kong Court of First Instance. Crete Maritime Corporation (“Crete”) had commenced London arbitration against Emirates Shipping Line (“Emirates”), claiming US$265,149.43, plus interest and costs, for breach of a time charter due to unpaid hire and early termination. Emirates had counter-claimed for underperformance of the vessel, which led to the early termination. The Court had already granted a Mareva Injunction (the historical term for a Freezing Order, still used in Hong Kong, and named after the claimants in the 1975 English case where such an order was first made) against Emirates’ Hong Kong assets at an ex parte hearing (i.e. where only the claimants had attended and made submissions), but Emirates, once notified of the injunction, subsequently challenged it on the grounds that there existed no real risk of dissipation of assets The judge noted that Crete’s case on the dissipation aspect rested entirely on the allegation that Emirates was “an entity of unacceptably low commercial morality”, a phrase coined in an earlier Hong Kong case (Honsaico Trading Ltd v Hong Yiah Seng Co Ltd [1990] 1 HKLR 235). Claimants seeking Freezing Orders often face difficulty obtaining direct evidence of a risk of dissipation, so often inferential evidence needs to be put forward and this can be achieved by demonstrating the defendant is an entity of low commercial morality. In that regard one may consider a spectrum of general corporate conduct, from clear cases of fraud to sharp commercial practice. Where fraudulent conduct can be shown that would tend towards the inference of a real risk of dissipation, whereas sharp practices, whilst undesirable, would not in isolation give rise to such an inference. Crete tried to support its case that Emirates demonstrated unacceptably low commercial morality by asserting that:

1. Emirates had no proper ground for refusing to make hire instalments; 2. The underperformance dispute was entirely unmeritorious and a poor excuse not to honour the charter terms; and 3. The ultimate early redelivery was based on this “poor excuse”.

Unsurprisingly, the judge did not find these assertions came close to demonstrating the necessary low commercial morality. He said that even looking at Crete’s case in the best possible light, one could only say that Emirates was trying to get out of a bargain through untenable excuses and while “Regrettably, such commercial behaviour is not uncommon … to say that a party with that behaviour should have his assets frozen because there is a real risk of dissipation is not supported by common sense.” Furthermore, when one looked at evidence submitted by Emirates it seemed that there was a genuine belief that the vessel had underperformed. This, combined with the fact that Emirates is a substantial international company with a number of offices, 250 staff and an annual turnover of about US$280 million, led the judge to conclude that “the suggestion [it] would dissipate its assets to evade an award of US$0.5 million [was] untenable.” He therefore discharged the injunction and awarded Emirates its costs.

The judgment also helpfully outlines further factors to be considered when looking at the risk of dissipation of assets. These derive from the judgment in Eastman Chemical Ltd v Heyro Chemical Co Ltd (No 2) [2012] 3 HKLRD 307:

A. The Court should not be too ready to infer a real risk of dissipation from the defendant’s conduct or commercial morality B. There must be “solid evidence” of the risk of dissipation and the standard of proof is relatively high C. The fact that a defendant may be short of money to pay its debt is not itself a good reason for a Freezing Order, as the purpose of the Order is not to put the claimant in a better position than other creditors D. Merely fearing that there will no assets against which to enforce a judgment or award is insufficient. The dissipation must be shown to be with an intention to defeat the claimant’s claim, or be otherwise “improper” E. The fact that the defendant might not have been forthcoming with information of its financial position is irrelevant F. A failure by the defendant to give assurances of retention of assets to settle a debt, when the claimant has no legal right to such assurances, is also irrelevant G. The court will not make an order if there are no identifiable assets to be frozen H. The test is, however, an objective one and there is no need for the claimant to prove a subjective intention on the part of the defendant to dissipate assets to defeat the claim.

This case provides a good illustration of the fact that there is no automatic right to a Freezing Order simply by identifying assets of the defendant and asserting an arguable claim (which in many jurisdictions is all that is needed to arrest a vessel). Whilst Freezing Orders can be an effective means of obtaining security, many applicants will be unable to surmount the hurdle of having to demonstrate to the court that there is a real risk of dissipation of assets by the defendant. Source: Steamship Mutual ALSO INTERESTED IN THIS FREE MARITIME NEWSCLIPPINGS ? CLICK HERE AND REGISTER FOR FREE !

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The JUPITER EXPRESS outbound from Dunedin Photo : Ross Walker © THHE-Yinson FPSO deal halted pending court ruling The Court of Appeal has allowed the application by Globalmariner Offshore Services Sdn Bhd (GMOS) to stay the proposed novation of the leasing for Layang FPSO facilities made between TH Heavy Engineering Bhd (THHE) and JX Nippon Oil & Gas Exploration (Malaysia) Ltd to Yinson Energy Sdn Bhd, an associate of Yinson Holdings Bhd, to appeal the deal. THHE and Yinson told Bursa Malaysia that the court has further directed and/or ordered that GMOS' appeal be heard by February 2018. The court has also fixed the appeal for further case management on January 30 to amongst others, fix a hearing date for the appeal. The appeal was filed subsequent to the High Court's dismissal of GMOS' application to intervene in the High Court proceedings on December 21, 2017, when it granted THHE leave to enter into the proposed novation of the contract dated November 27, 2014. Yinson’s share price fell 9 sen or 2.2% to close at RM4.06, while THHE declined half a sen or 4.2% to 11.5 sen. Source : The Sun Daily

The MSC DIEGO arriving in Las Palmas – Photo : Alan Soutar (c) Crowley’s Liner Services Teams Announce Organizational Changes To improve operational efficiency and service within its international shipping and logistics businesses, Crowley Maritime Corp.’s liner services teams announced several organizational changes today impacting the Caribbean and Central America markets. Sal Menoyo has been promoted to vice president, vessel operations, international services, reporting to Steve Collar, senior vice president and general manager, international services. Menoyo now has responsibility for developing the vessel service strategies, chartering and operations, terminal coordination and safety programs for involved vessels and stevedoring operations across the company’s international shipping markets. Menoyo will relocate from Port Everglades to Jacksonville, Fla., later this year. Menoyo most recently served as vice president, operations, Caribbean services. He joined Crowley in San Juan, Puerto Rico, in 1995 as a senior port captain. In 2000, he transferred to Crowley’s liner services team and held successive roles

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of increasing responsibility across several locations, including Puerto Rico, the U.S. Virgin Islands, Port Everglades and Panama. He has a bachelor's degree in marine transportation from the Maritime College at Fort Schuyler, State University of New York. He is also a certified facility security officer. Andrew Davis has been promoted to vice president, equipment and maintenance, jointly reporting to Collar and John Hourihan, senior vice president and general manager, Puerto Rico services. In this new role, Davis will develop an equipment and maintenance strategy for the liner and logistics business units, and will provide oversight of the equipment fleet, repairs and maintenance required, positioning and cost containment plans. Davis remains based in Jacksonville. Davis most recently served as general manager, corporate equipment. He joined Crowley in 2005 as a dispatcher, and quickly worked his way up to senior dispatcher, then was promoted several times from pricing analyst to pricing director in just a few years. Davis has bachelor’s and master’s degrees in business administration from the University of Florida and University of North Florida, respectively. Enrique Figueroa has been promoted to senior director, operations, Caribbean services, reporting to Menoyo. In this role, he has responsibility for the company’s feeder operations and U.S. Virgin Islands terminals, in support of Crowley’s Caribbean liner services. This position will also play a critical role in the ongoing integration of the company’s Caribbean services with Puerto Rico facilities, including the Isla Grande Terminal in San Juan, as a new hub. The company is completing a major investment in the terminal, including a new pier; three new specialized gantry cranes; expanded capacity for handling refrigerated containers; new containers and container handling equipment; and a modern, new terminal operating system that is enhancing truck turn times to benefit customers. Figueroa remains based in San Juan. Most recently, Figueroa served Crowley as the director of human resources and labor relations, Puerto Rico, a position he has held since 2011. He first joined the company in 1992 as a yard supervisor before being promoted several times to the position of manager, materials and office services, in 2006. Replacing Figueroa as the director of human resources and labor relations in Puerto Rico is long-time employee Samantha Bermúdez Díaz, who most recently served as director, equipment control and freight services. For the role, she remains based in San Juan, and now jointly reports to Rudy Leming, vice president, labor relations, and Tiffanny King, director, human resources. Bermúdez Díaz joined Crowley in 1998 as a senior account executive for the liner services team. She holds a master’s degree in human resources from Universidad Metropolitana (UMET) in San Juan. Jennifer Cruz replaces Bermúdez Díaz as director, equipment control and freight services. She now reports to Jose Nazario, senior director, finance, Puerto Rico liner services, and remains based in San Juan. Cruz joined Crowley in 2011 in an entry-level position for the company’s Caribbean logistics team in Guaynabo, Puerto Rico. In less than a year, she was reassigned to the sales team where she gained roles of increasing responsibility, including supervision for the company’s terminal operating system (TOS) implementation project in 2017. Most recently, she served Crowley as supervisor, equipment control. Cruz has a bachelor’s degree in business administration from the Universidad de Puerto Rico recinto Rio Piedras, and a master’s degree in advertising from the Universidad Sagrado Corazón, in Puerto Rico. Renzo Roman has been promoted to director, terminal operations, with responsibility for all stevedoring and yard operations at Crowley’s Puerto Rico terminal, reporting to Nazario. Roman joined Crowley in 2016 as director, cargo operations, bringing to the company more than 30 years of shipping industry experience, including in-depth knowledge of lift-on/lift off (Lo/Lo) cargo operations. He holds a political science degree from the University of Puerto Rico and remains based in San Juan.

HAL’s ZUIDERDAM moored in Willemstad – Curacao Photo : Hermann Hazenberg © Click HERE for the LIVE STREAM WEBCAM in Hoek van Holland Berghaven

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Qinhuangdao container throughput surges 9pc to 1.2m TEU in 2017 QINHUANGDAO Port Co announced that its facilities handled a total of 380.6 million tonnes of cargo in 2017, an increase of 22 per cent over 2016. In a statement, the company said the biggest rise was at its main Qinhuangdao Port, which rose 32 per cent to 237.7 million tonnes, comprising not only the biggest increase but also the largest portion of the Bohai Rim region- focussed port company's throughput. One of the main drivers in the throughput surge was containerised traffic which grew by a fifth in tonnage terms to 15.9 million tonnes or 9 per cent in TEU terms to 1.21 million TEU, the Seatrade Maritime News of Colchester, UK, reported. In terms of cargo types, dry bulk cargo made good gains and made up the bulk of cargo, rising 22 per cent to 352.5 million tonnes and accounting for 93 per cent of overall throughput. Coal throughput rose 32 per cent to 233.4 million tonnes and metal ore throughput rose 6 per cent to 119.1 million tonnes. Oil and liquefied chemicals was the only category that saw a decline, falling 5 per cent to 3.2 million tonnes. Meanwhile general and other cargoes throughput soared 42 per cent from 6.4 million tonnes to 9.1 million tonnes. Source : Schednet …. PHOTO OF THE DAY …..

Beautiful photo of the CRYSTAL SYMPHONY in Cape Town Photo : Ian Shiffman (c)

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