DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2021– 083

Number 083 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Wednesday 24-03-2021 News reports received from readers and Internet News articles copied from various news sites & Social Media

The 1998 Meyer Werft Papenburg built 146 mtr long Indonesian Pelni ferry KELUD outbound from Sekupang Port - Batam heading for Belawan-Medan at Sumatera. Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo & hyperlink in text to view and/or download the photo(s) !

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The Damen Shipyards group built BRUTUS passing the Baanhoekbridge Photo : Arie Boer ©

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John Angelicoussis suffers heart attack, daughter takes over as interim CEO By : Sam Chambers

John Angelicoussis, 72, Greece’s largest shipowner, suffered a heart attack on Saturday and is in a serious condition at a hospital in Athens. Maria Angelicoussis, who has assumed the role of acting CEO of the Angelicoussis Group, said : “We understand the interest in my father’s condition. We will provide an update when we can and as appropriate, but in the meantime we kindly request that the privacy of my father and his family are respected at this most worrying time.” Angelicoussis joined his father’s company in 1973 and has since grown it to become the largest shipowner in Greece in tonnage terms with a fleet of more than 130 vessels including tankers, dry bulk carriers and gas carriers.

The MARAN GAS HYDRA one of the units of the Angelicoussis Group Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo & hyperlink in text to view and/or download the photo(s) ! Construction Company Starts New Container Line for Seaway Ports The Gesina Schepers will be Doornekamp Lines' first vessel (Doornekamp Lines) BY HARRY VALENTINE

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A family-owned construction company based in Odessa, Ontario plans to introduce twice-weekly ship transportation service between Eastern Canada’s Port of Halifax and ports located along the Upper St. Lawrence River and Lower Great Lakes. The newly-founded Doornekamp Lines intends to carry containers, project freight and breakbulk cargo. The introduction of larger container ships on the trans-North Atlantic service between the Port of Newark and European/Western Asian ports provides opportunities for container transshipment and ship interlining at Eastern Canada’s Port of Halifax. Development of new container transfer technology enhances future business prospects for future container transshipment at Halifax that has the potential to evolve into a companion port for the Ports of Newark and of Boston. There is identical sailing distance between Europe and Port of Newark irrespective of whether or not a ship briefly stops at Halifax for container transshipment. The new super-size container ships are too big to sail into the Ports of Boston and Portland where there is also insufficient market demand to warrant using the big ships. There is economic merit in sailing a single large ship across the North Atlantic while carrying containers destined for multiple ports that include Newark, New York City, Boston and Portland, with container transshipment occurring at Halifax. However, transshipment at Halifax opens the door to include containers for other destinations including orts located along the Upper St. Lawrence River (Seaway) and around Lakes Ontario and Erie. Small Ship Precedent While container ships in excess of 12,000 TEU sail across the North Atlantic, Halifax south terminal is being upgraded to provide service to larger container ships. Using container transfer technology increases the volume of container transshipment to multiple interlining ships. However, a comparatively diminutive container ship of less than 1,000 TEU capacity has feasibly sailed across the North Atlantic and Lower Great Lakes between the Ports of Antwerp and Cleveland. The high cost of container railway transportation between Newark and Cleveland offsets the savings from sailing a large ship to Newark, making the small ship cost-competitive. That ship provides the basis to develop a business plan involving a comparable size of ship to sail a seasonal interline service between Halifax and inland waterway ports located upstream of the Port of Montreal. Doornekamp Lines has developed such a business plan. Competitiveness Doornekamp Lines has negotiated a partnership agreement with the French ocean carrier CMA CGM, which sails into Halifax and Newark. They plan to carry interlined containers and other freight between Halifax and ports located along the St. Lawrence Seaway and Lower Great Lakes. However, Canadian “cabotage” regulations will determine the competitiveness of the proposed interlined ship service against railway transportation. One interpretation of Canadian regulations could actually allow Doornekamp Lines to fly a European flag from Halifax while sailing to Canadian Seaway ports, thereby saving the higher expense of flying the Canadian flag. Ships stopping at Halifax typically carry three to five times the number of containers than ships that sail to Montreal and incur much lower per container transportation costs sailing from European and Western Asian ports. The Doornekamp Lines interlined service has the potential to extend the overall competitive container transportation rates between Asian/European ports of origin and destination ports located along the Seaway and Lower Great Lakes. Their service would suit customers who are willing to delay container delivery in exchange for substantial savings in overall per container transportation rates. Regulation Transportation regulation could restrict the interlining ship sailing from Halifax to serve only the American ports of Ogdensburg, New York and Cleveland, Ohio. Canadian bound containers destined for retail related distribution warehouses located across Eastern Ontario would be offloaded at Ogdensburg and carried by truck to their final destinations, despite the Port of Johnstown, Ontario being located directly across the river from Ogdensburg. A tug barge would carry containers from Ogdensburg across the international border to any of the ports of Toronto, Oshawa or Hamilton, with final destinations for containers spread across the greater metropolitan Toronto region. An interpretation of Canadian transportation regulation will determine whether an interline ship sailing from Halifax would serve only American inland waterway ports or whether the ship will also serve Canadian Seaway and Lower Great Lakes ports. Ship vs railway cost Prior to the reconstruction of the Panama Canal to transit larger container ships, an American transportation research group compared the cost of moving a full ship load of containers from the Port of Long Beach CA and the inland waterway Port of Memphis. Despite an older generation Panamax ship having to sail 3-times the distance via the Panama Canal compared to the more direct railway journey, the ship interlined with a tug-barge flotilla incurred savings in per container transportation costs over a fleet of railway trains traveling over a much shorter and more direct route. The higher transportation cost per container aboard trans-continental trains prompted the reconstruction of the Panama Canal to transit larger container ships, which would sail between Asian ports and east coast American ports, providing lower per container transportation cost upon arrival at their eastern destinations. Larger ships will sail between some Asian ports

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and east coast American ports via a soon to be expanded twin-channel Suez Canal, with future potential to displace Panamax ships that sail to the same ports via the Panama Canal, extending time-in-transit duration in exchange for reduced per container transportation costs. Asian containers to Seaway ports Containers destined for Eastern Canada arrive at Pacific maritime ports followed by costly trans-continental railway transportation service. Customers located around the Lower Great Lakes and Seaway may reduce container transportation costs by scheduling container delivery during the Seaway shipping season. Maritime transportation will provide lower costs carrying their containers via the Suez Canal from Asian ports to Seaway and Lower Great Lakes ports. A container ship of under 1,000 TEU feasibly sailing between the Ports of Antwerp and Cleveland (metro population two million) suggests potentially feasible interlined sailing to a metropolitan population of six million located in and around Toronto. Over-zealous regulation and not market forces would likely prevent Doornekamp Lines from extending their proposed interlined ship transportation service from Halifax to Toronto. The Toronto region offers a substantial market for lower priority containers shipped on extended delivery schedules at lower per container transportation rates. Several large distribution warehouses are located east of Toronto near Seaway ports.It is a forgone conclusion that the railways and truck companies would negotiate to carry the winter minimum of container traffic throughout the year. The railways would continue to carry the higher-priority containers from Asian ports across Canada, leaving maritime to carry the lower priority containers and a portion of the seasonal peak in container traffic that occurs during the latter months of the year, prior to the annual seasonal closure of the Seaway. During transit, the ships fulfill the role of mobile floating warehouses for the distribution warehouses, which can schedule arrival of low and high priority containers. Conclusions The successful precedent of a diminutive container ship feasibly sailing between the Ports of Antwerp, Belgium and Cleveland provides a basis to develop an interlining ship transportation service to sail between the container transshipment Port of Halifax and the Lower Great Lakes. The ship will interline with ocean going super-size ships operated by the CMA CGM Group on the trans-North Atlantic service to the Port of Newark, from ports of origin located around Europe and extending into Asia. There is potential for a seasonal interlining service to be feasible, with regulation determining which inland ports it will serve. Source : MAREX

Malta-flagged, 2010 built, , CMA CGM MUSSET', 6.570 TEU, 83.264 DWT, outbound Antwerp, destination Bremerhaven, passing Kruse Veer. Photo : Alexander Hoogstrate (c)

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Harvey Gulf Subsea Solutions Awarded Contract With US Navy

The HARVEY DEEP SEA moored in Port Fourchon,Louisiana photo : C-Dag © CLICK at the photo ! Harvey Gulf Subsea Solutions announced that it has been awarded a contract with the United States Navy for the HARVEY DEEP SEA with a value of 4 million dollars. Under the agreement Harvey Gulf Subsea Solutions will provide utilize the Harvey Deep Sea to provide ROV Support, personnel and work in conjunction with US Navy personnel is support of a special operations project in the US Gulf Of Mexico.Harvey Gulf Subsea Solutions is a wholly owned subsidiary of Harvey Gulf International Marine. Its inception began in June of 2020 with the aim of providing our clients a total package for turnkey solutions for all their subsea requirements. Services include Inspection, Maintenance and Repair, Hydrate Remediation, Well Stimulation, Commissioning, Decommissioning and installation. The company was founded on the same commitment to safety and quality execution that has made Harvey Gulf International Marine peerless among other operators in the Gulf of Mexico and Worldwide HARVEY GULF INTERNATIONAL MARINE founded in 1949, is a privately owned and operated marine transportation company that specializes in providing fast supply vessels, offshore supply and multi-purpose support vessels for deepwater operations.

The ARGO B anchored off Gibraltar Photo : Francis Ferro © COSCO investment in Piraeus port an example of cooperation with mutual benefits: former Greek PM China’s COSCO Shipping investment in Piraeus, Greece’s largest port, in recent years is a successful example of cooperation with mutual benefits, former Greek Prime Minister George Papandreou told Xinhua in a recent written interview.COSCO Shipping acquired the majority of Piraeus Port Authority S.A. (PPA) shares in 2016 after an international tender, while the Chinese company’s subsidiary, Piraeus Container Terminal S.A. (PCT), has managed the port’s container

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terminal since 2009.The image of Piraeus has improved with impressive results posted in recent years, as work for the port’s upgrade and expansion continues. Since 2019 it is the top port in the Mediterranean Sea and one of the fastest- growing container terminals in the world. Greeks and Chinese continue to work hard together to realize the vision to transform Piraeus into a key transit hub and logistics center for the growing trade between Asia and Europe, also in the context of the Belt and Road Initiative. China and Greece have widened their cooperation in recent years in many sectors, Papandreou noted.“It is important first of all to follow through on the existing joint initiatives regarding economy, trade, tourism and of course culture that plays a big role in our relations as we share the wisdom of two ancient civilizations,” he said, asked about the prospects of bilateral cooperation towards common development and prosperity “Dialogue between different civilizations is very important for mutual understanding,” Papandreou stressed. Moreover, the COVID-19 pandemic has created many hurdles, but possibly new opportunities arise for cooperation in areas of health and wellness, such as the use of our traditional knowledge in medicine, he added.“We hope that next year we will be able to host a large number of Chinese visitors in Greece,” the former PM told Xinhua. Source: Xinhua

The SLOMAN HERAKLES navigating the Westerschelde Photo : Chris Rombouts ©

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First vessel call at HHLA PLT Italy

The ULUSOY-14 Photo : Wim Kosten – www.maritimephoto.com (c) On 20 March 2021, the roro freighter ULUSOY-14 docked at the HHLA PLT Italy terminal in Trieste, according to HHLA's release. This is the first commercial vessel call at the new multi-function terminal majority-owned by Hamburger Hafen und Logistik AG (HHLA) since the beginning of the year.The M/S ULUSOY-14 is a RoRo ferry of the shipping company Ulusoy Sealines, based in Turkey with a longstanding experience in servicing the Mediterranean, represented in Italy by the General Agent Samer & Co. Shipping. The vessel operates in regular liner service between Cesme, located west of Izmir in Turkey, and the Adriatic seaport of Trieste. In future, Ulusoy Sealines will call at the HHLA PLT Italy terminal every Saturday to discharge and load trucks, trailers and swap body containers.The ship has a length of 208 metres and a capacity of 4,100 lane metres. A new 35-metre-wide ramp specially built for RoRo handling is available at HHLA PLT Italy able to handle the newest generation of RoRo ships deployed in the Mediterranean.source : portnews

Ever wondered how a marine traffic jam is going to look like? We will soon find out. The 219070 Ton/ 20388 TEU EVER GIVEN hard aground in the Suez Canal since yesterday. Every tug boat in and near the canal scrambled to get it afloat again. Hope the tiny excavator trying to dig out the bow is not a reflection of the level of desperation of authorities to get the Suez Canal unplugged. Sad sight. (photo courtesy of crew Maersk Denver)

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Conquering The Seabed: MV Lone Successfully Converts Into Pipelaying Vessel For Nigerian Madu / Anyala Surf 1 Offshore Campaign Oil was discovered in Nigeria in 1956, with production starting just a few years later. Since then, with some exceptions due to economic circumstances, the Nigerian oil industry has grown constantly to become a global giant. Nowadays, Nigeria is Africa’s main oil producer: With 18 operating pipelines and an average daily production of over two million barrels in 2019, Nigeria ranks 11th among the largest oil producers worldwide. With its latest job in Nigeria, MV LONE not only took a huge step in supporting the Nigerian oil industry but most notably got to demonstrate the diverse opportunities that SAL can facilitate within the offshore market. The innovative thinking of SAL’s engineering experts made it possible to use every centimeter on the deck of MV LONE to transform the heavy lift vessel into a well-equipped pipelaying vessel for an important Nigerian offshore campaign.

Although the Madu / Anyala Surf 1 campaign was not SAL’s first offshore job in the waters of Nigeria, it certainly was a one-of-a-kind project: “It leaves us with great pride that we succeeded in transforming our heavy lift vessel MV LONE into a pipelaying vessel. This gave us the opportunity to get involved in our first lay project of flexible flowlines and umbilical’s,” said SAL’s Head of Project Management Holger Krenz. For SAL, the project scope included special purpose vessel (SPS) mobilization, the loading of a carousel and two reels, the spooling of flexible flowlines and umbilical’s, the loading of a midwater arch, as well as the mobilization of a lay system for the J-lay installation. It also included the installation of the midwater arch on the seabed as well as the placement of the above-mentioned flexible flowlines and umbilical’s in the J-lay method. The mobilization of MV LONE took place in Rotterdam (NL), Hartlepool (UK), Rosyth (UK), and Lagos (NGA) over a total of 57 days. In Rotterdam, the weather deck was reinforced with underdeck stanchions to accommodate the carousel, which weighed 1,450 t, as well as the pipelay tower and temporary living quarters with space for an additional 78 people. Two spooled reels were also added. In Rosyth, umbilicals from three reels were directly spooled to the carousel. After sailing to Hartlepool for another transpooling of umbilicals to the carousel, the midwater arch, two rigid risers, and four pieces of 25 m pin piles were loaded in Rosyth. The last stop for the mobilization of MV LONE was in Lagos, where two ROVs and other equipment were added to the vessel. “It took thorough planning to mobilize MV LONE according to the project requirements and make sure we were able to fulfill the project scope without having to return to port to pick up further equipment,” explained Sebastian Wenzel, Senior Project Engineer at SAL Engineering. “It was quite an engineering challenge,” he continued, “but in the end, we succeeded in transforming our vessel MV Lone into a proper pipelaying vessel. All despite the fact that the beginning of the corona crisis made it quite difficult for all involved parties to get their staff where needed. The deployment of a 21 m- tall subsea structure, the so-called midwater arch (21.4 x 19.7 x 14.4 m, 130 t), was carried out using MV Lone’s Fly-Jib.

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“To fulfill all project requirements, it was crucial to enlarge MV Lone’s lifting height and outreach. Luckily, we were able to meet the clients’ demands with our Fly-Jib and safely installed the midwater arch on the seabed,” said Sebastian Wenzel. Following the installation of the midwater arch, four risers (51 x 3 m, up to 30.5 t each) were lifted, stored underwater, and later installed by another vessel. “In my opinion, the most exciting part of this project was the lay operation of about 26 km of flexible flowlines and umbilicals. We not only did this in DP mode, using the J-lay method, and near a drilling rig, but also at a tremendous speed of up to 760 m per hour – almost as fast as a proper pipelaying vessel,” explained Holger Krenz with pure excitement. “With a total of 100 people on board, and despite the challenges the COVID-19 pandemic confronted us with, I am thankful for the amazing opportunity this project presented us at SAL,” he continued. “Without the great teamwork of all parties involved and the collaborative efforts of everyone, it would not have been such a successful story to tell.”The offshore work for the Surf 1 campaign took 30 days and marked a significant step in the development of the Anyala and Madu fields. We at the Project Logistics Alliance are proud to have SAL Heavy Lift on board as heavy-lift and project cargo-partner.

The Anyala and Madu fields are in the shallow waters of the Niger Delta, approximately 40 km offshore the Bayelsa State in Nigeria. They are estimated to contain combined reserves of 193 million barrels of oil and 0.637 trillion cubic feet of gas. Both fields are planned to be developed with four conductor-supported platforms (CSP) and a total of 20 wells. The offshore field development project is planned in two phases: Phase one includes the installation of two CSP, as well as the drilling of oil wells as well as oil and gas wells. The produced oil will be transported to a spread-moored floating, production, storage, and offloading (FPSO) vessel. Phase two covers the installation of the remaining CSP as well as a gas processing facility and additional oil and gas wells. Interconnecting pipelines will be installed to transport produced gas to the main CSP.

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US manufacturers demand Biden to deploy tougher China strategy US manufacturers have urged President Joe Biden to "rapidly develop and publicly release" a new strategy that strengthens the American economy's ability to compete with China, reports Bloomberg. Accusing China of promoting "discriminatory industrial policies, forcing technology transfer and intellectual property theft, the National Association of Manufacturers (NAM) called on the Biden administration in a letter to come up with a fresh approach. "The new strategy must include all available tools, including targeted bilateral engagement, assertive US leadership in global institutions and close, coordinated engagement with allies and partners," said NAM, which counts 14,000 companies in every industrial sector. "Strategic use of legislative and enforcement tools will be critical to pressure China to change its economic behavior and to level the playing field," the NAM letter said.The manufacturers group acknowledged that any new strategy must recognise that China is a "necessary partner" in the post-pandemic world even as it challenges American interests and fiercely competes with the US economically. Source : Schednet

Shoalbuster SISKIN seen on the river "Oude Maas" underway to her homeport Zwijndrecht for the first time in 9 years! After working in the Arabian gulf for 8 years she set sail back to Europe in 2019. After a project of 1,5 year on the River Elbe it is time for some well deserved maintenance to prepare for her next assignment. Photo : Herman Senior © China bans Taiwanese pineapples, Taipei sees move as Beijing pressure CHINA has banned Taiwanese pineapple, citing the risk of "harmful creatures" that could affect its own crops, a move Taipei sees as bogus and made to pressure the island that Beijing sees as its province, reports BBC News.Taiwan's Council of Agriculture said Taiwan produces 420,000 tonnes of pineapple annually, and exports 10 per cent, with almost all of it

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going to China. In response, Taiwan's leaders sought out new customers overseas, and asked locals to eat what Chinese consumers no longer could.Beijing's decision has been accompanied by incursions on People¡¯s Liberation Army warplanes into Taiwan airspace, according to the BBC report. "Taiwanese pineapples are stronger than fighter jets. Geopolitical pressures cannot squeeze their deliciousness," declared Taiwanese Vice President Lai Ching-te in a tweet.Without mainland sales, Taiwanese growers face a possible glut of pineapples, and with it a danger that prices might fall.

2011 built PEAK BORDEAUX arrived from Lutelandet in the port of Den Helder. On board two Liebherr pedestal cranes that were decommissioned by PIONEERING SPIRIT from YME platform. The BOS 4200 and BOS 2600 cranes will be fully overhauled and re-certified by Rusch Cranes and sold upon completion. Photo top : Rob Tompot ©

The PEAK BORDEAUX discharging the cranes in Den Helder Photo : Geert Woord ©

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Denmark To Seek Agreements for West Africa Anti- Piracy Mission By William Clowes Denmark’s government will negotiate agreements with its West African counterparts following a decision to send a naval vessel to the Gulf of Guinea to aid the fight against piracyThe defense ministry in Copenhagen said March 16 it will deploy a frigate to patrol international waters in the gulf, the most dangerous for seafarers worldwide, for an initial five months starting in November. The warship will provide escorts to civilian shipping and carry out rescue operations following pirate attacks.The government plans to “put forward a suggestion for a parliamentary decision regarding a military contribution for the fight against piracy in the Gulf of Guinea” within several months, a defense ministry spokesman said by email. It will also “seek to negotiate necessary agreements, including on possible transfer and prosecution of apprehended pirates, with relevant governments in the region,” he said.The gulf, an expanse of the Atlantic Ocean stretching from Senegal to Angola, accounts for almost all maritime kidnappings in recent years. Of the 135 crew abducted at sea globally in 2020, 95% were taken in the region, according to the International Maritime Bureau. Hostages are usually taken to Nigeria, where ransoms are arranged.Copenhagen-based A.P. Moller-Maersk A/S, the world’s biggest shipping company, and industry groups have been calling for a more assertive international response to kidnappings in the gulf.The frigate’s mandate is expected to follow the United Nations Convention on the Law of the Sea’s “legal framework for the repression of piracy,” the defense ministry spokesman said. The treaty allows military vessels to conduct anti-piracy operations anywhere at sea except the territorial waters of individual states.

DOC Cable Solutions BV has received and executed a contract from a prominent windfarm grid operator, involving transport long-term storage of both export and inter-array spare cables for park redundancy purposes at our deepwater, direct-to-sea cable storage yard in Vlissingen

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VLCCs: Market Firms Up Slightly Over the Past Week VLCC : Rates have firmed slightly in the Atlantic and remain unmoved in the Middle East. For the 280,000mt Middle East to US Gulf trip (routing via the Cape/Cape), rates again continue to be assessed at the WS18-18.5 level. And for voyages of 270,000mt to China, rates remain in the region of about WS28.5 (showing a TCE of minus $5.5k/day). In the Atlantic, rates for 260,000mt West Africa to China saw an improvement of 0.7 points to WS31 (a TCE of about $110/day round-trip) and 270,000mt from US Gulf to China saw rates climb $250k to just shy of $4.4m, showing a TCE of about $6k/day on a round trip basis. Suezmax : In the 135,000mt Black Sea/Med market, rates have risen 2.5 points to WS77.5-78 ($8,700/day TCE) with owners here benefitting from a tightening Mediterranean Aframax market, enabling Suezmaxes to cover some Aframax cargoes. The 130,000mt Nigeria/UK Continent market saw a similar gain to WS67 (about $8.8k/day TCE). However, Glencore have been reported this morning to have covered at WS65 if their cargo is Europe-bound. The market for 140,000mt Basrah/Med increased by about 1.5 points to WS20.

The ENEOS GLORY transiting the Singapore Strait in the Westbound lane Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo & hyperlink in text to view and/or download the photo(s) ! Aframax : In the Mediterranean, charterers remain under pressure from owners where the market for 80,000mt Ceyhan/Lavera has climbed a further 19 points to mid WS130s (basis a round voyage, about $23.2k/day TCE). In Northern Europe, 80,000mt Cross-North Sea rates pushed on a further four points to WS120 (a TCE of about $16.3k/day), although it is reported this morning that Trafigura have covered a Tees/UKCont voyage at WS115. Rates for 100,000mt Baltic/UK Continent have improved another 12 points to WS125 ($32.5k/day TCE).On the other side of the Atlantic, the recent pressure that owners have been able to apply has been relieved and rates for 70,000mt Caribbean/US Gulf have fallen 17 points to low WS150s (a TCE of about 22k/day) while in the 70,000mt US Gulf/UK Continent market rates shed 11 points to WS110.

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The GREAT PRINCESS navigating the Singapore Strait Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo & hyperlink in text to view and/or download the photo(s) ! Clean: It has been a more positive week for Owners of LR tonnage where the 75,000mt Middle East Gulf/Japan trade saw rates nudge up from WS91.25 at the start of the week to sit now at WS95. It was a similar story on the LR1s, with rates for 55,000mt to Japan increasing – albeit by a larger margin of 10 points to around WS 121.75. However, the market here is date sensitive and a 1 April load cargo was reported covered at WS 115. That said, the tonnage list here is looking tight with much of it controlled by just a few owners and brokers feel that if volumes of enquiry are maintained there is potential for further firming. The 35,000mt AG/East Africa trade has continued to firm, gaining almost six points to just shy of WS192.5. For owners plying the 37,000mt Cont/USAC trade there has been a lot of volatility, with the market starting the week at around WS 170. Owners felt more confident and were even offering at WS 200 region. However, a number of ships failed and other cargoes went on handysize tonnage and the optimism faded. A cargo from Sines went on subjects at WS170 but failed and was then refixed at WS150, which is where the market now appears to have settled. In the 38,000mt backhaul trade from US Gulf to UKContinent there was negligible movement with rates holding in the low WS70s. It was a similar story for runs to Brazil where the market was maintained at close to WS112.5. The market for Continent to West Africa mirrored the weakening trend in the Cont/USAC market, and rates here eased 20 plus points to WS160 level. There was little excitement in the 30,000mt cross-Mediterranean trade with the market here ticking over at WS120. Source: The Baltic Briefing

The BAO LUCKY navigating the Westerschelde inbound for Antwerp Photo : Henk de Winde ©

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The PANDA inbound for Zwijndrecht passing Maassluis Photo : Cees Kloppenburg Maritme Photo Maassluis © CLICK at the photo !

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Big Ships Snag Unusual Cargoes as Dry Bulk Market Tightens By Krystal Chia and Ann Ko (Bloomberg) — Shipments of timber and grain are being loaded onto a class of ship normally reserved for other cargo as strong demand to move commodities causes dislocations to the supply of vessels. Logs from Uruguay and grain from Brazil are set to be loaded giant Capesize ships this month or next, according to shipping data from S&P Global Platts. The vessels are normally used to transport coal and iron ore — the industry’s two main cargoes. By contrast, timber typically gets moved on smaller vessels, according to Genco Shipping & Trading Ltd. Chief Executive John Wobensmith. “It just shows you how tight the overall dry-bulk market is, and it’s only going to get tighter,” Wobensmith said in an interview Thursday. Elevated freight rates are “not something that is for the next three months, this has got legs going well in to 2022 because of the low supply situation.” Capesize rates averaged about $18,000 a day so far this year, a jump of almost 40% from last year’s average, Wobensmith said. They are poised to rise further, helped by strong coal import volumes in India and Vietnam, and rising grain and iron ore exports from Brazil, he said. New York-listed Genco owns 41 vessels, according to its website. The firm’s shares have more than doubled in the past year.Capesizes are normally used for iron ore and coal, cargoes that will represent about 2.7 billion tons of seaborne trade this year — by far the biggest source of demand for non-oil commodity freighters, data from Clarkson Research Services Ltd. show. In normal times, more niche cargoes like logs tend to get delivered on smaller vessels like Panamaxes, the largest to navigate the Panama Canal. But costs for those carriers have surged to the point where they’re more expensive than Capesizes. New orders for bulk ships make up 6.8% of the total fleet’s deadweight tonnage, near the lowest in data extending back to 2005, according to IHS Markit data on Bloomberg. There’s reluctance to buy new ships because of changing environmental regulations and uncertainty over what will emerge as the dominant clean fuel, said Wobensmith. Genco believes ammonia will be used by the industry in the future, he added.The supply of dry-bulk ships was already under pressure as Covid-19 restrictions on seafarers and port workers slowed cargo deliveries, according to Gerry Craggs, managing director at Stemcor S.E.A. Pte Ltd. Government stimulus to pump-up Covid-19 ravaged economies is also boosting demand for raw materials, he said.“We’re in the phase of fiscal stimuli virtually everywhere in the world,” Craggs said in an interview Friday. “It’s driving up demand for virtually everything, and we’re seeing that effect in the steel sector and in commodities sectors.”Dry bulk has started 2021 on a “high note,” Bloomberg Intelligence analyst Lee Klaskow said in a report last week. “China and an expected global economic recovery have set up one the strongest opening quarters for dry-bulk demand in a decade.” Source : Bloomberg –With assistance from Kevin Varley and Alaric Nightingale.

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The charming couple ISA and ODIN. Like a match made in heaven. Photo : Dirk van Uitert

‘Revitalized’ ZIM Posts Biggest Yearly Profit By Mike Wackett (The Loadstar) – Israeli ocean carrier Zim has posted its first annual profit for three years – and the biggest in its 75-year history – recording a net income of $524m for 2020 and claiming it is a “revitalised company”.Zim carried an-above industry par 0.7% more containers last year than in 2019, at 2,841,000 teu, and revenue jumped 21%, compared with the previous year, to $4bn, for an ebitda of $1.04bn, up from $399m in 2019.Its average freight rate was also up, by 21%, to $1,229 per teu, compared with liner peers CMA CGM’s $1,154 and Maersk’s $1,000. The carrier’s profitability improved dramatically in the final quarter of last year, bringing a net profit of $368m as its average rate per teu spiked to $1,518. Zim recorded its last annual profit, a modest $11.4m, back in 2017, but overall, between 2016 and 2019, racked up cumulative losses of $284m.It traces its turnaround back to the signing, in September 2018, of a strategic cooperation agreement with the 2M Alliance on the Asia-US east coast tradelane. It was expanded in March 2019 to cover the Asia-US west coast and Asia-Mediterranean routes, and again in August 2019 to Asia-US Gulf. Zim president and CEO Eli Glickman said the shipping line was “a revitalised company with new strengths, an invigorated spirit and a promising outlook for operating amid the new realities of shipping”. He added: “Our all-time record results in 2020, and the significant

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milestones we have achieved year-to-date 2021, represent a truly momentous time for Zim.” Nevertheless, despite the very positive result for 2020 and the strong start to this year, Zim’s US SEC filing highlights the longer-term industry risks as well as the specific risks for the carrier from its tonnage strategy and its lack of formal membership to a vessel-sharing alliance. The 10th-ranked global carrier, with a fleet capacity of 422,000 teu, charters all but two of its 96 vessels, compared with an industry average of 56%, according to Alphaliner data. “The majority of charters are less than a year, which makes us more sensitive to fluctuations in the charter market,” said Zim, and it cautioned investors that its tonnage strategy “could cause our costs to increase quickly compared with competitors with longer-term charters or owned vessels”. Moreover, Zim also warned it may have difficulty replacing vessels where charters expire. “There can be no assurance that we will replace short-term leases with long-term leases or that the terms of any such long-term lease will be favourable to us,” it said. Indeed, the charter market is red hot. Zim recently fixed a three-year time charter for the 5,071 teu post-panamax Seadream at $35,500 a day, compared with $10,300 paid previously by a rival carrier. Longer-term, Zim has agreed 12- year charters with non-operating containership owner Seaspan for ten 15,000 teu LNG-fuelled vessels, which will commence delivery in the first half of 2023.In June, Zim will begin negotiations for a renewal of its partnership with 2M partners Maersk and MSC, which is set to terminate on 1 April next year.Zim went public on the New York Stock Exchange on 29 January, with an IPO price of $15 per share. After initially collapsing to $11, the stock has recovered strongly and is currently at around $28. Source : The Loadstar Baltic Dry Index Rises to Over 1-Year High

The Liberian flagged bulk carrier MANDARIN SINGAPORE is at her waiting berth in Manchester (Wa-USA) till she gets orders to move to her loading place in Seattle (Wa-USA). Her imo nr is 9569968, her sdwt 56,724 t. and was built in 2011. Photo: Aart van Essen ©

The Baltic Exchange’s main sea freight index tracking rates for ships ferrying dry bulk commodities scaled an over one- year peak on Monday, propelled by higher rates across vessel segments, with panamax rates touching an over 10-year high. * The Baltic dry index, which tracks rates for capesize, panamax and supramax vessels, rose 38 points, or 1.7%, to 2,319, its highest since September 2019. * The capesize index advanced 38 points, or 1.6%, to 2,382. * ?Average daily earnings for capesizes, which typically transport 150,000-tonne cargoes such as coal and steel-making ingredient iron ore, rose $314 to $19,751. * Markets eyed the possibility of further production cuts in the top steel-producing city of Tangshan in China, which accounts for more than half of the world’s steel output. * Earlier this month, China vowed to go after violators of air quality rules in its steel industry. * The panamax index advanced 83 points, or 2.8%, to 3,058, its highest since August 2010.

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* Average daily earnings for panamaxes, which usually carry coal or grain cargoes of about 60,000 tonnes to 70,00 tonnes, rose $747 to $27,520. * The supramax index rose 11 points to 2,133, its highest since at least April 2017, according to Refinitiv Eikon data. Source : Reuters (Reporting by Anjishnu Mondal in Bengaluru; Editing by Krishna Chandra Eluri)

NORMAND JARL departing Nigg Energy Park outbound Inner Sound Pentland Firth with one of the PROJECT STROMA Subsea Turbine`s Photo : David Meek (c) Mega ships burn high sulphur fuel in newbuilds with scrubbers TWENTY-FIVE per cent of bunker sales in February were of high sulphur fuel oil (HSFO), a share that has only risen since January 2020, when no more than 17 per cent of sales of that could be supplied to ships with scrubbers installed, according to Baltic and International Maritime Council (BIMCO).Total bunker sale volumes grew by five per cent in 2020 and have continued to climb in the first two months of 2021, up 2.7 per cent year on year, which indicates the shipping industry's ability to deliver all the way through the Covid crisis, reports New York's Marine Link. From the start, the debate was all about the bunker price spread and therefore the choice between HSFO and investing in a scrubber or using LSFO to comply with the new sulphur regulation. "The lowest price spread can be found on the US west coast while the largest spread can be found in the Middle East. In between, you have US$118 per tonne as the most common spread. That's the price spread you will find in Singapore," said BIMCO analyst Peter Sand.Before the sulphur regulation came into force, the much-watched MGO (marine gasoil)-HSFO spread hovered around $200 per tonne, but it was clear that a new and lower spread would settle one point. As the 'new standard' LSFO (low sulphur fuel oil) now established, the pricing of the product also seems to have arrived at the next level. Fifteen months have passed since the implementation date for the

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IMO global sulphur cap. During that time, the number of scrubbers installed on the world fleet has nearly doubled: From 2,011 ships on January 1, 2020 to 3,935 by March 1, 2021. Today, 15.9 per cent of all containerships (28.7 per cent in TEU), 11.4 per cent of all dry bulkers (22.7 per cent in dwt), 24.5 per cent of all crude oil tankers (29.9 per cent in dwt) and 4.2 per cent of all oil product tankers (13.4 per cent in dwt) are now fitted with a scrubber to remove the sulphur oxides from the exhaust gasses. "There is a clear tendency that it is the large ships that burn most bunkers which have been preferred for scrubber installations. But it goes for all: as voyage costs are lowered, earnings are higher," Mr Sand said. "As the bunker price spread now seems to have found a steady level slightly above $100 per tonne, shipowners and investors are increasingly likely to order new ships with a scrubber preinstalled when compared to the sub-$100 spread of last year." Source : Schednet Brittany Ferries plots recovery course, after worst year in decades Brittany Ferries has published some of the most disappointing figures in its history, following its AGM in St Pol de Leon, France, according to the company's release. In a year dominated by the Covid crisis and amid on-going Brexit concerns, 2020 passenger numbers fell to less than a third of normal levels. Freight fared slightly better, with figures down by 20 percent. Company turnover halved, as lockdown measures and restrictions on travel in all markets forced passengers to stay at home. Despite a dreadful 2020, the company is already plotting a course towards a brighter future. It has embarked on a robust five-year recovery plan to bridge the immediate crisis and prepare for a return to normal service. It has also commissioned independent analysis of the passenger market by London-based consultancy LEK. Their findings suggest that passenger volumes are expected to have recovered to 2019 levels by 2022. Freight volumes are also expected to improve. Thanks to its five-year recovery plan – and with ongoing support from banks and French government – Brittany Ferries says it can therefore look beyond the current storm with optimism. “In the last few years Brittany Ferries faced a double strike, firstly as a consequence of Brexit challenges and then as a result of Covid,” said Jean Marc Roué, company president. “On Brexit, the unfavourable Sterling-Euro exchange rate hit our bottom line. The value of Sterling plummeted directly after the 2016 vote and, since then, the company lost €115 million in potential income as the majority of revenue is generated in Sterling and costs come in Euros. Brexit concerns also affected demand. Three potential dates for the UK’s departure from the EU in 2019 created uncertainty and anxiety in the marketplace and passenger numbers fell by 5%. Despite these challenges, we remained profitable. Last year, Brittany Ferries carried 752,102 passengers. That was less than a third of the total it would carry in a normal year. By comparison, in 2019 it carried 2,498,354 passengers across all routes. Around 85 percent of passengers are British. In 2019, the uncertainty of three potential Brexit deadlines created concern among passengers which hit demand for travel. Total passenger traffic fell by 5 percent in 2019 to 2,498,354. However, this dip was dwarfed by the 70% crash in passenger volumes last year, caused by government restrictions that prohibited international travel. Around 80 percent of company income is generated through passenger traffic: the effect that travel restrictions had on turnover was therefore devastating. In 2020 the company turned €202.4 million, compared with €469m in 2019, a 57% decline. Brittany Ferries largely returned to its roots as a freight-only operation towards the end of last year. in total it carried 160,377 units in 2020, down around 20 percent on the previous year’s tally of 201,554. Market distortions were caused by stockpiling at the end of the Brexit transition period and amid concerns about new border controls and import/export processes. The Covid crisis also impacted freight volumes, albeit not as significantly as it did for passenger traffic. Recovery plan: Energy transition is one of the four pillars of an internal recovery plan that will deliver Brittany Ferries from the current crisis. The five-year plan spans the period in which the company is expected to pay back loans that have helped carry it through the bleakest summer and winter in decades. Greener vessels are essential for the company’s future, both from the perspective of anticipated regulatory requirements and the expectations of its customers. Two further E-Flexer class vessels will join sister-ship Galicia in 2022 and 2023. Salamanca and Santoña will be powered by liquefied natural gas (LNG) and the infrastructure to support LNG bunkering will begin construction in Bilbao this year in preparation for their arrival. In 1967 a farmer from Finistère in Brittany, Alexis Gourvennec, succeeded in bringing together a variety of organisations from the region to embark on an ambitious project: the aim was to open up the region, to improve its infrastructure and to enrich its people by turning to traditional partners such as Ireland and the UK. In 1972 BAI (Brittany-England-Ireland) was born. The first cross-Channel link was inaugurated in January 1973, when a converted Israeli tank-carrier called Kerisnel left the port of Roscoff for Plymouth carrying trucks loaded with Breton vegetables such as cauliflowers and artichokes. The story therefore begins on 2 January 1973, 24 hours after Great Britain’s entry into the Common Market

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(EEC). From these humble beginnings however Brittany Ferries as the company was re-named quickly opened up to passenger transport, then became a tour operator. Today, Brittany Ferries has established itself as the national leader in French maritime transport: an atypical leader, under private ownership, still owned by a Breton agricultural cooperative. Eighty five percent of the company’s passengers are British.

Yang Ming holds naming ceremony for YM Constancy

Yang Ming Marine Transport Corp. (Yang Ming) held a naming ceremony for its 2,800 TEU class full container vessel, YM CONSTANCY, at CSBC’s Kaohsiung shipyard on March 19th, according to the company's release. YM CONSTANCY is the eighth in a series of ten 2,800 TEU full container vessels built at CSBC shipyard. It has a nominal capacity of 2,940 TEU and is equipped with 353 plugs for reefer containers. With a length of 209.75 meters, a width of 32.8 meters and a draft of 11.2 meters, YM Constancy is designed to cruise at a speed up to 21 knots. The newbuilding adopts the Sea Sword Bow design to significantly save energy and optimize hydrodynamic performances. The application of its electronic controlled fuel injection engine with low-load tuning Exhaust Gas Bypass (EGB) fuel control system will greatly enhance the new ship’s energy efficiency. Furthermore, the installation of scrubbers will help Yang Ming to fulfill its promise to reduce emissions of NOx and SOx, ensure environmental sustainability and obtain operational efficiency. In addition to the environmental advantages, YM CONSTANCY is also certified with Bureau Veritas’ SMARTSHIP notation, which indicates that the ship is equipped with an integrated computer-based system for the controlling and

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monitoring of the automated installations of periodically unattended machinery spaces. Its monitoring devices also allow reduced scope of tail shaft survey. In order to strengthen its overall competitiveness and improve operational cost, Yang Ming has accelerated its vessel optimization plan. Since 2020, Yang Ming has taken delivery a total of seven 2,800 TEU self-owned vessels and four 11,000 TEU chartered- in vessels. The remaining two 2,800 TEU self-owned vessels and ten 11,000 TEU chartered-in newbuildings will be delivered in the near future. These newly built ships can empower Yang Ming’s fleet management and pave the path to achieve a digital and intelligent future. YM CONSTANCY will be deployed on Yang Ming’s intra-Asia service, JTS, from April 1st. With the addition of the new vessel, its energy-saving technologies coupled with current steady market demand will help optimize Yang Ming’s intra- Asia service network. The port rotation of JTS is Nagoya – Tokyo - Chiba - Yokohama - Keelung - Kaohsiung - Hong Kong - Shekou - Port Kelang - Singapore - Manila South Port - Kaohsiung - Hong Kong - Shekou - Xiamen – Nagoya. Source : portnews

The CMA CGM RIVOLI inbound for Rotterdam-Maasvlakte Photo : Dirk Nootenboom © Shipping companies in ‘impossible position’ as proof of seafarer vaccinations poses legal minefield The International Chamber of Shipping (ICS) has warned that lack of access to vaccinations for seafarers is placing shipping in a ‘legal minefield’, while leaving global supply chains vulnerable. A legal document due to be circulated to the global shipping community later this week by ICS highlights concerns that vaccinations could soon become a compulsory requirement for work at sea because of reports that some states are insisting all crew be vaccinated as a pre-condition of entering their ports.

However, reports estimate that developing nations will not achieve mass immunisation until 2024, with some 90% of people in 67 low-income countries standing little chance of vaccination in 2021. ICS calculates that 900,000 of the world’s seafarers (well over half the global workforce) are from developing nations. This is creating a ‘perfect storm’ for shipowners, who may be forced to cancel voyages if crew members are not vaccinated. They would risk legal, financial and reputational damage by sailing with unvaccinated crews, who could be denied entry to ports.

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Delays into ports caused by unvaccinated crew would open up legal liabilities and costs for owners, which would not be recoverable from charterers. Furthermore, while owners would be able to address the need for seafarer vaccines in new contracts, owners attempting to change existing contracts or asking crew to receive a specific vaccine requested by a port could open themselves up to legal liabilities.The uncertainty comes at a crucial moment in the ongoing role of shipping in the global supply chain during the Covid-19 pandemic. Shipping is expected to overtake aviation in the race to deliver vaccines around the world in the second half of 2021, in a distribution drive that is estimated to take four years. Shipping is also a vital method of transportation for accompanying personal protective equipment (PPE), whose estimated total volume will be 6-7 times that of the vaccine and refrigeration systems. Seafarers are among the most internationalised workers in the world, crossing international borders multiple times during a contracted period, with up to 30 nationalities on board at any one time. ICS’s legal document noted that it is likely that a Covid-19 vaccination: ‘Will be required by most if not all states and therefore [it] would reasonably be considered to be a “necessary” vaccination.’ ICS secretary-general Guy Platten said: “Shipping companies are in an impossible position. They are stuck between a rock and a hard place, with little or no access to vaccines for their workforce, particularly from developing countries. “We’re already seeing reports of states requiring proof of COVID-19 vaccination for seafarers. If our workers can’t pass through international borders, this will undoubtedly cause delays and disruptions in the supply chain. For a sector expected to help drive the global vaccination effort, this is totally unacceptable.” “This is a key issue for shipping but could also have a significant impact across many sectors as international business recovers.” Bud Darr, Executive Vice President, Maritime Policy and Government Affairs at MSC Group, added:“While we haven’t seen it yet, we’re definitely concerned that the lack of vaccinations will become an obstacle to the free movement of seafarers this year. “Seafarers have already given us so much. Navigating quarantines, the suspension of flights routes and health restrictions that have kept them away from their family and friends. All to keep the world supplied with essential goods. “The shipping industry needs to find creative solutions to the problem. In the short term this means getting seafarers vaccinations in their countries where there are established programmes and sufficient supplies of vaccines. In the long term it’s about exploring the idea of public-private partnerships. There may even be the opportunity, when the initial surge of need is met for national allocation, for manufacturers to provide vaccinations directly to shipowners to allocate/administer to these key workers.”The International Chamber of Shipping is currently exploring all avenues to find a solution. This includes the implementation of vaccinations hubs across key international ports, as suggested by the Cypriot government. If a solution to provide direct access of vaccines to seafarers is not found, shipowners fear a return to the crew change crisis of 2020 that saw 400,000 seafarers stranded on board ships across the world due to travel restrictions and international lockdowns. Guy Platten concluded:“Many think we’re in a vaccination sprint. The reality is we’re at the start of an ultra-marathon, and seafarers will be key in getting across the finish line. We need to keep them safe and for governments to play their part by ensuring that vaccines for seafarers have been approved by WHO for emergency use. There are currently more than 50 vaccines each at different stages of testing and approval and only some of these have been recognised by WHO as suitable for emergency use. Yet some states are imposing vaccines for seafarers that are not on the WHO list of vaccines for Emergency Use. If we’re to maintain internationalised workforces, this needs to change immediately.” Source: International Chamber of Shipping Islands growth deal for Shetland, Orkney and the Western Isles Lerwick Port Authority says it has welcomed the UK/Scottish Governments' £100 million Islands Deal for Shetland, Orkney and Western Isles.Captain Calum Grains, Lerwick Port Authority Chief Executive, said: “Signing of the Deal is a major step forward, with huge potential for the three island groups, all-the-more so during the rebuilding from the Covid-19 pandemic.Funding from Shetland’s share of the deal means we can now progress our game-changing Ultra-Deep-Water Quay project on the sound footing of Government financial support and with the support of our partners.” Source : Portnews

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St. Lawrence Seaway Opens for 2021 Shipping Season By : Mike Schuler The St. Lawrence Seaway opened for its 63d navigation season on Monday.

The Canada Steamship Lines bulk carrier MV BAIE St. PAUL became the first ship of the year to pass through the St. Lambert Lock on Monday, officially kicking off shipping on the key binational waterway connecting the Great Lakes with the Atlantic Ocean.U.S. Secretary of Transportation Pete Buttigieg was on hand to attend a virtual opening ceremony along with Canadian Transport Minister Omar Alghabra and others. “Moving goods by water through the Seaway ensures trade is flowing freely between the U.S. and Canada while also reducing emissions,” commented Secretary Buttigieg. “After 62 years of operation, the binational Seaway System remains a model of international cooperation and partnership and showcases how we can work together to address the challenges of climate change.”A ship transiting the St. Lawrence Seaway’s 15 locks from Montreal to Lake Erie will cross the border between U.S. and Canada 27 times. The waterway is operated jointly by the U.S. Great Lakes St. Lawrence Seaway Development Corporation, a federal agency within the U.S. Department of Transportation, and Canada’s The St. Lawrence Seaway Management Corporation, a not-for-profit corporation that operates the canal on behalf of the Canadian government. “Commercial navigation on the Great Lakes St. Lawrence Seaway System is an economic foundation of the U.S. and Canadian economies,” said Great Lakes St. Lawrence Seaway Development Corporation’s Deputy Administrator Craig H. Middlebrook. “More than 237,000 jobs and $35 billion in economic activity in the U.S. and Canada are annually supported by movement of various cargoes on the Great Lakes St. Lawrence Seaway System.”In 2020, some 38 million tonnes of cargo transited the St. Lawrence Seaway, which was about to equal to the 2019.“The St. Lawrence Seaway has been a cornerstone of Canada’s economic success for more than 60 years, through the creation of thousands of middle- class jobs, and the generation of more than $9 billion in Canadian economic activity,” said the Canadian Transport Minister Alghabra. “This valuable partnership and trade route will play a vital role in our efforts to building back better through strong economic recovery.” The Soo Locks in Sault Ste Marie, Michigan are scheduled to open at noon on March 24, 2021, marking the official start of the Great Lakes shipping season in the United States. Source : gCaptain

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NAVY NEWS THAI NAVAL GROUP PASSED SINGAPORE STRAIT

Last Sunday 4 Thai navy ships enroute from Satahip Naval base to Phuket passed with a speed of 15,5 knots the Singapore Strait, the group consisted out of the Frigates 422 TAKSIN , followed by the 442 SUKOTHAI , which units were highlighted in yesterdays newsletter and today we have a look at the other 2 units, the third unit passing the strait was was the Flagship of the Thai Navy the 911 CHAKRI NARUEBET and the 552 PRACHUAP KHIRI KHAN closed the row, HTMS CHAKRI NARUEBET (CVH-911) (meaning 'Sovereign of the Chakri Dynasty', the Thai monarchy's ruling family) is Thailand's first and only aircraft carrier, although the RTN refers to her as an "Offshore Patrol Helicopter Carrier". Based on the Spanish Navy's Príncipe de Asturias design and constructed by Spanish shipbuilder Bazán, Chakri Naruebet was ordered in 1992, laid down in 1994, launched in 1996, and commissioned into the RTN in 1997. The ship is the smallest functioning aircraft carrier in the world. The aircraft carrier was designed to operate an air group of V/STOL fighter aircraft and helicopters, and is fitted with an aircraft ski-jump. Initial intentions were to operate a mixed air group of ex-Spanish AV-8S Matador Harrier V/STOL aircraft and Sikorsky SH-60 Seahawk helicopters. However, by 1999 it was reported that only one Matador was operational due to parts, training, and fiscal limitations, although three Matadors were spotted on the ship during a show of force after the 29 January 2003 Phnom Penh riots in Cambodia. Her entire Harrier V/STOL jet fleet was removed from service in 2006 Although CHAKRI NARUEBET was intended for patrols and force projection in Thai waters, a lack of funding brought on by the 1997 Asian Financial Crisis meant the carrier has spent most of her career docked at the Sattahip naval base.CHAKRI NARUEBET has been deployed on several disaster relief operations, including in the aftermath of the 2004 Indian Ocean earthquake and tsunami, and in response to separate flooding incidents in late-2010 and early-2011. Other than disaster relief, the carrier's few other departures from port are for a single training day per month, and transportation of the Royal Family of Thailand, leading to claims by some naval commentators that the ship is merely an oversized royal yacht.The original plan was to acquire a 7,800-ton vessel from Bremer Vulcan, but the Thai government cancelled this contract on 22 July 1991. A new contract for a larger warship to be constructed at Bazán's shipyard in Ferrol, Spain was signed by the Thai and Spanish governments on 27 March 1992. The proposed vessel was based on the design of the Spanish Navy aircraft carrier PRINCIPE DE ASTURIAS, which in turn was based on the United States Navy's Sea Control Ship concept. The design is formally referred to by the RTN as an "Offshore Patrol Helicopter Carrier".

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CHAKRI NARUEBET while still operating with Harriers was the smallest aircraft carrier with a fixed wing air group in operation in the world. She displaces 11,486 tons at full load. The carrier is 164.1 metres (538 ft) long between perpendiculars, and 182.65 metres (599.2 ft) overall] She is 22.5 metres (74 ft) wide at the waterline, with a maximum beam of 30.5 metres (100 ft), and a draught of 6.12 metres (20.1 ft). The warship has a ship's company of 62 officers, 393 sailors, and 146 aircrew Up to 675 additional personnel can be transported, usually from the Royal Thai Marine Corps. CHAKRI NARUEBET is propelled by a combined diesel or gas (CODOG) system. Each of the two, five-bladed propellers is connected to a Bazán-MTU 16V1163 TB83 diesel engine (providing 5,600 brake horsepower (4,200 kW), used for cruising speed), and a General Electric LM2500 gas turbine (providing 22,125 shaft horsepower (16,499 kW), used to reach top speed for short periods). CHAKRI NARUEBET has a maximum speed of 25.5 knots (47.2 km/h; 29.3 mph), although she can only reach 17.2 knots (31.9 km/h; 19.8 mph) with the diesels alone. She has a maximum range of 10,000 nautical miles (19,000 km; 12,000 mi) with a constant speed of 12 knots (22 km/h; 14 mph), and 7,150 nautical miles (13,240 km; 8,230 mi) at 16.5 knots (30.6 km/h; 19.0 mph). Armament and aircraft

HTMS CHAKRI NARUEBET moored at Sattahip Naval Base CHAKRI NARUEBET is fitted with two 0.5-inch machine guns, and three Matra Sadral sextuple surface-to-air missile launchers firing Mistral missiles. The missile launchers were installed in 2001. The vessel is also fitted for but not with an 8-cell Mark 41 Vertical launch system for Sea Sparrow missiles, and four Phalanx close-in weapon systems. The carrier reportedly doesn't have a functioning anti-aircraft defense system installed. The carrier was designed to operate an air group of up to six AV-8S Matador V/STOL aircraft, plus four to six S-70B Seahawk helicopters. CHAKRI NARUEBET is also capable of carrying up to fourteen additional helicopters; a mix of Sikorsky Sea King, Sikorsky S-76, and CH-47 Chinook. There is only enough hangar space for ten aircraft. The Matador was a first generation export version of the Hawker Siddeley Harrier, acquired secondhand from the Spanish Navy in 1997. The nine Spanish aircraft (seven standard version plus two TAV-8S trainer aircraft) were refurbished by Construcciones Aeronáuticas SA firm before delivery. By 1999, only one aircraft was operational, and the RTN was looking for other first-generation Harriers to cannibalize for spares.In 2003, the navy attempted to acquire several second- generation, ex-Royal Navy Sea Harrier FA2 aircraft from British Aerospace, but the deal did not go ahead. The inoperative Matadors were finally eliminated from service lists in 2006. Thailand was the last remaining government using first generation Harrier airframes.

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The flight deck measures 174.6 by 27.5 metres (573 by 90 ft). A 12° ski-jump assists V/STOL aircraft to take off.There are two aircraft lifts, each capable of lifting 20 tons. Sensors and countermeasures The sensor suite of CHAKRI NARUEBET consists of a Hughes SPS-52C air search radar operating on the E/F band, and two Kelvin-Hughes 1007 navigational radars. There are provisions to install an SPS-64 surface search radar and a hull- mounted sonar, but neither has been fitted as of 2008 Fire control facilities are also yet to be fitted. The carrier is equipped with four SRBOC decoy launchers, and an SLQ-25 towed decoy. In April 2012 Saab won a contract to upgrade CHAKRI NARUEBET 's command and control systems. This will include fitting a 9LV Mk4 command and control system to the ship as well as a Sea Giraffe AMB radar and improved datalinks. Work on the Thai carrier commenced in October 1993, although it was not until 12 July 1994 that the hull was laid down. CHAKRI NARUEBET was launched on 20 January 1996 by Queen Sirikit. Sea trials were conducted from October 1996 to January 1997, the latter part of which was in coordination with the Spanish Navy. This was followed by aviation trials at Rota, Spain. The carrier was handed over on 27 March 1997, when she was commissioned into the RTN. She arrived in Phuket on 4 August 1997 following a 42-day voyage from Spain, and formally entered service on 10 August.CHAKRI NARUEBET cost US$336 million to build. CHAKRI NARUEBET is the first aircraft carrier to be operated by a Southeast Asian nation. She is assigned to the Third Naval Area Command, and her intended duties include operational support of the RTN's amphibious warfare forces, patrols and force projection around Thailand's coastline and economic exclusion zone, disaster relief and humanitarian missions, and search-and-rescue (SAR) operations. However, at the time the carrier entered service, the 1997 Asian Financial Crisis prevented the necessary funding to operate the ship from being available. Consequently, CHAKRI NARUEBET was usually only operational for a single day per month for training, with the rest of the time spent alongside as a "part-time tourist attraction". The struggles continued for years, but today it is increasingly common to see her participate in maritime exercise or joint forces exercise – including PASSEX, CARAT, Guardian Sea and Cobra Gold. She was also sent for a fleet review such as 2017 International Maritime Review in Singapore.Naval commentators usually consider CHAKRI NARUEBET to be less an aircraft carrier and more the world's largest and most expensive royal yacht, while the Thai media have nicknamed the ship "Thai-tanic", and consider her to be a white elephant. Between 4 and 7 November 1997, CHAKRI NARUEBET participated in disaster relief operations following the passage of Tropical Storm Linda across the Gulf of Thailand and the Kra Isthmus The carrier's main task was to search for and assist any fishing vessels affected by the storm. Flooding in the Songkhla Province resulted in the carrier's mobilisation in late November 2000. CHAKRI NARUEBET was anchored at an island marina off Songkhla, and used as a base for helicopters and small boats transporting food, supplies, and wounded. In January 2003 after the burning of Royal Thai

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Embassy in Cambodia, she was sent for her only "show of force" type mission to date—as an "insurance" policy for the Pochentong-1 evacuation plan.

Following an undersea earthquake in the Indian Ocean, tsunamis struck multiple regions around the Indian Ocean, including the Andaman Sea coast of Thailand. The personnel of CHAKRI NARUEBET were part of a 760-strong response by the Thai military to the disaster. This task force was involved in search-and-rescue around Phuket and the Phi Phi Islands, treatment of wounded and handling of dead, and repair work to schools and government facilities. During the August 2005 filming of Rescue Dawn, a dramatized biographical film of US Navy pilot Dieter Dengler and his capture during the Vietnam War, the flight deck of CHAKRI NARUEBET was used to represent the carrier USS RANGER In November 2010, the ship was involved in flood relief operations following the 2010 Thai floods; anchored off Songkhla Province, relief supplies and food were airlifted to people in the region, while hospital patients were evacuated by the ship's helicopters. CHAKRI NARUEBET was sent to Ko Tao in late-March during the 2011 Southern Thailand floods, as the heavy storms causing the flooding had isolated the island, requiring the evacuation of tourists and local citizens. On January 11, 2021, the RTN reported two sailors from the CHAKRI NARUEBET were confirmed positive with COVID-19 after visiting Pah Daeng beer house in Sattahip district.

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The CHAKRI NARUEBET was followed by the OPV 552 PRACHUAP KHIRI KHAN which is a modified River-class offshore patrol vessel, and was built by Mahidol Adulyadej Naval Dockyard in Sattahip, with design and technology transfer support from BAE Systems Surface Ships. The ship was launched in the presence of HRH Princess Maha Chakri Sirindhorn, second daughter of King Bhumibol Adulyadej on 2 August 2019.

Displacement : 2,000 t (2,000 long tons; 2,200 short tons) Length : 90.5 m (296 ft 11 in) Beam : 13.5 m (44 ft 3 in) Propulsion : 2 × MAN 16V28/33D diesel engines, 14,700kW/10,950HP, 2 shafts 2 × controllable-pitch propellers Speed : 25 kn (46 km/h) Range : 5,500 nmi (10,200 km) Endurance : 35 days Sensors and processing systems: Thales Variant surveillance radar

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Thales Lirod Mk2 fire control radar Armament: 1 × Oto Melara 76 mm gun 2 × 30mm MSI guns 2 × Machine guns Aircraft carried : One H145M helicopter Aviation facilities: 20 meter flight deck Photo’s : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo’s & hyperlinks in text to view and/or download the photo(s) ! SHIPYARD NEWS

Daewoo shipyard's rotor sail technology wins certification from classification society A rotor sail system developed by Daewoo Shipbuilding & Marine Engineering, a major shipbuilder in South Korea, has won certification from DNV, an international accredited registrar and classification society based in Norway. As the first domestic company to produce a rotor sail system, the shipbuilder vowed to gain an upper hand in global shipbuilding orders. When wind meets the spinning rotor sail, the airflow accelerates on one side and decelerates on the opposite side. The change in the speed of airflow results in a pressure difference, which creates a lift force. When wind conditions are favorable, rotor sails allow engines to be throttled back, saving fuel and reducing emissions while providing the power needed to maintain speed and voyage time.Daewoo Shipbuilding & Marine Engineering (DSME) said on March 22 that its rotor sail has won "Approval in Principle" from DNV. "We will focus on developing eco-friendly ship technology that can be applied to ships immediately to respond to intensifying global environmental regulations," said DSME's research center head Choi Dong-kyu.The International Maritime Organization (IMO), a U.N. maritime safety agency, has adopted mandatory energy-efficiency measures to reduce greenhouse gas emissions from ships. South Korean shipbuilders work hard to develop smart ship technologies as tightened regulations will increase the preference for digital solutions that support efficient navigation. Source : Aju Business Daily £20 million fund to propel green shipbuilding launched UK Government invests £20 million to develop innovative zero emission vessels and clean port infrastructure. competition launched to develop innovations for a greener shipping future, including zero-emission vessels and clean port infrastructuremaritime investment will drive economic growth and ensure the UK builds back greener from the coronavirus (COVID-19) pandemiccomes as studies announced to support the recreational craft and offshore wind vessel sectors to transition to net-zero Hydrogen-powered vessels and e-charge points at ports could soon become a common sight on our seas and in our coastal towns, thanks to a £20 million competition launched today (22 March 2021) to make innovative green maritime ideas a reality.

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The fund will be used to support the development of prototype vessels and port infrastructure that could then be rolled out widely – propelling the sector towards net-zero, as the UK prepares to host the COP26 climate change summit in November. The government is encouraging scientists and academics to collaborate with UK shipping, ports and shipbuilders to enter ambitious proposals into the competition: - driving economic growth - revitalising coastal communities - creating 1000s of jobs -positioning the country as a leader in the field The trials will enable companies to test the new technologies, with a view to them being developed commercially if proven to be successful, helping us build back greener from the pandemic. Transport Secretary Grant Shapps said: We have a proud shipbuilding history and, together with industry, I am determined to build on that as we look to develop the innovations of the future and meet our net-zero target. We are revolutionising maritime technology and, from electric boats to hydrogen ports, we will change the way this country sails forever, and bring jobs and prosperity to the UK. Today’s competition launch comes as the government prepares to publish its transformational Transport Decarbonisation Plan, which sets out how all modes of transport – sea, rail, road and aviation – can make the switch to net zero. Maritime Minister Robert Courts said: This is a turning point for the UK’s maritime sector. It’s an opportunity for businesses to develop the technologies of the future, not only protecting our environment but driving economic growth. I urge this country’s best thinkers to put their green ideas forward and help us deliver a better, cleaner maritime sector.The Maritime Minister confirmed the news ahead of the launch of 2 government-funded studies focused on achieving net-zero in both the recreational craft sector and offshore wind sectors. Developed in partnership with the Carbon Trust, the new study on recreational craft, which will be published in late spring, will set out how we can overcome the barriers to the supply of, and demand for, zero-carbon recreational craft. It will make a series of recommendations to governments and industry, including using alternative fuels. Leisure boats and sports vessels are vital to the UK economy, worth almost £1.6 billion in annual exports and employing 40,000 people across the UK.This follows the Prime Minister’s ten-point plan, which positions the UK at the forefront of shipbuilding and maritime technology to help push forward low carbon travel.Tom Delay, chief executive of the Carbon Trust, said: The maritime sector must decarbonise by 2050. Large numbers of people both enjoy and are employed by the recreational craft industry, and there are opportunities for leadership in decarbonisation technologies. The recreational craft sector encompasses a wide range of vessel types, and there are unique challenges that need to be overcome. A combination of targeted innovation support, cross-industry collaboration and regulatory and financial intervention will be needed to accelerate the development and uptake of low carbon technologies. A separate study is being developed on the offshore wind sector, produced in partnership with the Offshore Renewable Energy (ORE) Catapult and Workboat Association. It will bring a coalition of industry partners together to break down the barriers to moving all operational and maintenance vessels working in the North Sea offshore wind sector to zero emissions by 2025. Andrew Jamieson, ORE Catapult chief executive, said, This report will make clear that the North Sea’s offshore wind and maritime industries, made up of wind farm, vessel and port operators, are united in their determination to decarbonise their operations.We are confident that the UK supply chain has the knowledge, endeavour and innovation to support this ambition while creating jobs and growth in coastal communities and providing a springboard for the UK to lead the clean maritime industry of the future. Source : Gov-UK Unionized Workers Posing Risks to Shipbuilders By Jung Min-hee Unionized workers of Daewoo Shipbuilding & Marine Engineering are against the company's sale to Hyundai Heavy Industries.Unionized Hyundai Heavy Industries workers staged a four-hour strike in the afternoon of March 19 in their headquarters in Ulsan City, this year’s first strike in the shipbuilding industry of South Korea. The strike resulted from the failed collective bargaining and wage negotiations for 2019 and 2020. The workers and employers reached a tentative agreement on Feb. 3, but 58 percent of the unionized workers voted against it. According to the company, the strike is unlikely to lead to any serious production setback. However, employers’ concerns are rising with the industry showing some signs of recovery after a long recession. Daewoo Shipbuilding & Marine Engineering, Samsung Heavy Industries and Korea Shipbuilding & Offshore Engineering, which is an intermediate holding company of Hyundai Heavy Industries Group, are planning to win US$30.4 billion of contracts this year and their current achievement is US$8.59 billion. In other words, they achieved more than 28 percent of their goal for this year in less than a quarter.Daewoo Shipbuilding & Marine Engineering is also facing adverse situations. In this company, unionized workers

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are dead set against its sale to Hyundai Heavy Industries. “We will never stop our demonstrations until the Korea Fair Trade Commission disapproves the sale,” the workers said, adding, “The disposal process is completely unfair and the two-year process must be canceled completely.” Source : businesskorea. ROUTE, PORTS & SERVICES

Jump in US containerized imports from Asia to extend port congestion: Demand for Chinese imports likely to put pressure on container rates Containerized imports to the US from Asia jumped by 28.6 percent year over year in February 2021 according to the latest data from PIERS by IHS Markit. This is the seventh consecutive monthly double-digit rise with over 1,347000 TEU (twenty-foot equivalent unit) arriving in the US from Asia. Month on month containerized imports dropped 16.7 percent from January following an import surge before factories in Asia closed for the Lunar New Year holidays. “The unprecedented growth in containerized imports looks set to continue with early March data showed a strongly rebound as Chinese factories re-opened following the Lunar New Year break. We expect the US imports from Asia to continue on this growth path into the summer as lockdowns ease across America and shipments show no sign of slowing down.” said Brendan Neary associate director PIERS by IHS Markit Total US containerized imports in February increased to 23 percent compared to the same time last year, according to PIERS by IHS Markit. China remains the largest source of US containerized imports, representing around 43 percent of total US imports and 64 percent of US imports from Asia. The continued import growth is likely to intensify congestion at the US ports which had suffered worsening delays due to high volumes, COVID restrictions and labor disputes. “The unabated demand for Chinese products, further fueled by the $1.8 trillion stimulus plan, is pushing US ports to the max, spelling continued shipment delays, and tying up equipment, which puts upward pressure on already record container rates.” said Mark Szakonyi, executive editor The Journal of Commerce by IHS Markit The ports of Los Angeles and Long Beach account for half of US imports from Asia. IHS Markit port performance data showed that both ports saw in-port time for ships with workloads of more than 6,000 container moves rise from about 100 hours in H2 2019 to more than 125 hours at Long Beach and 146 hours at Los Angeles in the same period in 2020. The time is calculated from arrival at port limits to departure from berth, excluding waiting time outside the port limits. Source: IHS Markit PLEASE MAINTAIN YOUR MAILBOX, DUE TO NEW POLICY OF THE PROVIDER, YOUR ADDRESS WILL BE “DEACTIVATED” AUTOMATICALLY IF THE MAIL IS BOUNCED BACK TO OUR SERVER If this happens to you please send me a mail at [email protected] to reactivate your address again You can also read the latest newsletter daily online via the link : http://newsletter.maasmondmaritime.com/ShippingNewsPdf/magazine.pdf

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…. PHOTO OF THE DAY …..

St Marine Support Damen build multicat 3013 NERO enroute hardinxveld. Photo : Arie Boer ©

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