DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 165
Number 165 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Thursday 14-06-2018 News reports received from readers and Internet News articles copied from various news sites.
The JOHANNA SCHEPERS arriving in Santa Cruz Photo : Wouter van der Veen ©
Tomorrow is too late, Yesterday is over NOW, Is exactly the right moment !
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EVENTS, INCIDENTS & OPERATIONS
Peggys Point Lighthouse also known as Peggys Cove Lighthouse is an active lighthouse and an iconic Canadian image. Located within Peggys Cove, Nova Scotia, it is one of the busiest tourist
attractions in the province and is a prime attraction on the Lighthouse Trail scenic drive. The lighthouse marks the eastern entrance of St. Margarets Bay and is officially known as the Peggys Point Lighthouse. The classic red-and-white lighthouse is still operated by the Canadian Coast Guard, and is situated on an extensive granite outcrop at Peggys Point, immediately south of the village and its cove. This lighthouse is one of the most-photographed structures in Atlantic Canada and one of the most recognizable lighthouses in the world. Right : Newsclippings editor Piet with newsclippings contributor, Rene Serrao from Portuguese Cove at Peggys Point Light house
Visitors may explore the granite outcrop on Peggys Point around the lighthouse; despite numerous signs warning of unpredictable surf
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(including one on a bronze plaque on the lighthouse itself), several visitors each year are swept off the rocks by waves, sometimes drowning The first lighthouse at Peggys Cove was built in 1868 and was a wooden house with a beacon on the roof. At sundown the keeper lit a kerosene oil lamp magnified by a catoptric reflector (a silver-plated mirror) creating the red beacon light marking the eastern entrance to St. Margarets Bay. That lighthouse was replaced by the current structure, an octagonal lighthouse which was built in 1914. It is made of reinforced concrete but retains the eight-sided shape of earlier generations of wooden light towers. It stands almost 15 metres (49 ft) high. The old wooden lighthouse became the keeper’s dwelling and remained near to the current lighthouse until it was damaged by Hurricane Edna in 1954 and was removed. The lighthouse was automated in 1958. Since then, the red light was changed to white light, then to a green light in the late 1970s. Finally to conform to world standards the light was changed to red in 2007.The lighthouse used to contain a small Canada Post office in the lower level during the summer months serving as the village post office where visitors could send postcards and letters. Each piece of mail received a special cancellation mark in the shape of the lighthouse. However Canada Post closed the lighthouse post office in November 2009 citing mold growth as a safety hazard. The lighthouse at Peggys Cove was declared surplus by the Canadian Coast Guard in June 2010, along with almost all lighthouses in Canada. Photo’s : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo & hyperlink in text !
The KRVE 4 & KRVE 5 enroute their next assignement in the port of Rotterdam Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo!
KRVE’s core activity is the mooring and unmooring of sea-going vessels: in all weathers, at various mooring locations, 24/7 throughout the year. We sail to the ship in question in a mooring boat. Once there, we work together with the ship’s crew to collect the ropes. Next, we sail back to shore where fellow boatmen attach the ropes to the mooring construction. This is partially done manually and partially using the winch truck, a vehicle developed especially by us which is equipped with a winch to bring in the ropes. The boatmen have a wide range of tools at their disposal, many of which have been developed in-house.A four-shift system is used according to an agreed-upon schedule. When the workload exceeds the number of available boatmen, the team which is at home on standby is called in. This makes the KRVE highly flexible and ensures that sufficient boatmen are available at all times.
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Hamburg and Rotterdam lead the way in call for data sharing among ports By Gavin van Marle Two of Europe’s largest container gateways, Rotterdam and Hamburg, today revealed that they have been involved in ‘unprecedented levels of collaboration’. Joyce Bliek, director of digital business solutions at Rotterdam, told delegates at the TOC Container Supply Chain event in Rotterdam: “In the last couple of months Hamburg and Rotterdam have shared port call data to try to optimise port calls of the shipping lines in the North Europe area. “We are now at the stage of connecting systems, even though we are two competing ports. We needed to change the mindset.” It is understood the initiative was based on a request from Maersk Line that the two ports sharing vessel movement and other port data could help the carrier improve the running of its vessels between the two ports – many of its major strings feature a call at both. “We were pushed but were happy to oblige, and it has proved to be a really fruitful combination between ports and a major customer,” Ms Bliek added. Both Rotterdam and Hamburg already had vessel optimisation programmes underway. Hamburg recently developed a new passage plan programme to advise vessels the best speed, course and approach to take from the mouth of Elbe to its facilities, and which was developed as a response to the difficulties of serving the largest box ship sizes. Meanwhile, Rotterdam, as detailed in The Loadstar’s new Ports and technology LongRead, recently went live with its Pronto system, which combines a range of data sources on one platform, allowing shipping companies, agents, terminal operators and other service providers to exchange information relating to their port calls. It has been shown to reduce vessel waiting times in the port by as much as 20%. Linking those two systems up and making the data available to vessel operators has been the key plank of the recent collaboration between the two.
The DELPHIS BOTHNIA moored in Rotterdam Photo : Rotterdam pilot Maurice Jacobs © Initial trials found that a 18,000teu vessel moving between Rotterdam and Hamburg could save 20-30 tonnes of bunker fuel per voyage, while other benefits include much better organisation of port labour gangs and greater awareness of shipment availability to other port stakeholders. And Gerald Hirt, managing director of Hamburg Vessels Coordination Centre, said it would now look to bring other ports into an emerging network. “This is not a closed shop – we would like to invite other ports to join us.” In a keynote speech at the event, chief operating officer of APM Terminals Keith Svendson called for far greater collaboration in the terminal industry to address the lack of data standardisation. “This industry is not customer-driven; it is a business-to-business procurement model and to change this we need collaboration between customer, partners and equipment suppliers. “In my opinion, the terminal operators really have to step up and help move the discussion forward because we really have to work on standards as an industry, so we don’t increase the complexity of the system just for the sake of it,” he said. Source: The Loadstar
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The MARYLIN M inbound for Maassluis Photo : Nico Ouwehand © MISC shuttle tanker deal with Petrobras worth $645m MISC belatedly provided more details about its 10-year long term charter contract with Petrobras signed in May, revealing that the deal was worth $645m MISC’s tanker unit AET Tanker Holdings was awarded the contract to own and operate four specialist DP2 Suezmax shuttle tankers for Petrobras for operations in international and Brazilian waters, on May 25. The firm charter will commence in 2020. MISc has recently said it sees good potential in floating production, storage and offloading (FPSO) vessels and shuttle tankers and is planning $4bn in capex over the next five years. AET already operates two shuttle tankers for Petrobras under an earlier contract. Source : Seatrade Maritime News BEIS publishes new search-able schedule of North Sea oil and gas decommissioning projects under consideration Three of the four Brent platforms are shutdown having reached the end of their economic life. BEIS is considering Shell's plea for an exception to the OSPAR convention of 'full jacket removal'.
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This is the latest table of draft decommissioning programmes under consideration for approval by BEIS. Click here to view: https://tinyurl.com/y8bo6v3w
Meanwhile, Neptune Energy Group – the new North Sea oil and gas player formed by the buy-out of ENGIE assets earlier this year - has appointed David Hemmings as vice-president of business development. He joins Rothschild & Co where he most recently held the position of managing director in the energy and power team, with a focus on the oil and gas sector Aberdeen oil and gas consultancy Xodus Group has appointed Peter Tipler as its renewables director to help drive growth across the sector Having been with Xodus for almost 10 years, Tipler has worked across several roles in the company’s renewable energy, environment and decommissioning divisions. He said: “We have a long history of working in the renewables sector. Our view is that offshore renewable energy is a fundamental part of the global future energy mix. We aren’t waiting for it to happen, we are making it happen. Source : Scottish Energy news
The YM ENLIGHTENMENT outbound from Antwerp Photo : Willem Kruit ©
Juneau needs to plan now for 2019 tourism growth It’s time for Juneau to make plans for 1.31 million visitors in 2019 and beyond, a massive 20 percent growth from 2017. The Mendenhall Glacier Visitor’s Center (MGVC) has been proactively undergoing a major planning effort which includes how to better accommodate its 512,190 visitors. One option includes a circulator bus or train that would take visitors from a new parking lot the last mile to the MGVC. The circulator would limit the noise and air pollution at the MGVC and improve the overall visitor and local experience. The congestion problem is on South Franklin Street too, so why not work together toward one solution that solves congestion on both ends? What steps is the City and Borough of Juneau taking to accommodate those visitors on sidewalks, streets and what are the projected impact of those pedestrians, vehicles and vessels downtown? A major planning effort should not only include transportation but the overall downtown experience for visitors and residents alike. Modernize mass transit to accommodate a 20 percent increase in passengers, improve air quality, and decrease greenhouse gases. All four cruise ship docks and the lightering craft dock are accessed via South Franklin. In addition to coaches and buses serving the docks, Thane residents, local businesses and Alaska Marine Lines
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use South Franklin to access the rock dump area. Department of Transportation’s limited 2017 traffic data shows, Aug. 1, a typical five-ship Tuesday with an estimated 16,917 passengers and crew, 7,566 counted vehicles on South Franklin. A 20 percent rise in 2019 over 2017 could generate 9,079 vehicles daily on South Franklin and potential delays.
HAL’s VOLENDAM executes a turn to moor port-side-to ahead of CRYSTAL SERENITY on a damp summer day in Juneau. Photo : Jim Plosay Alaska Department of Environmental Conservation ©
There are approximately five dozen of the 20-plus-year-old vintage motor coaches, plus dozens of other old retrofitted school buses that ply South Franklin on their way out to the valley. They emit particulate matter, soot and nitrogen oxide that pose severe cardiovascular health risks. Not only would modern mass transit improve our local air quality, but it would be a step in the right direction to the Paris Climate Accords that the Assembly approved. Funded by head taxes, a light rail or similar coming from downtown could run straight to the MGVC and other popular tourist destinations like Auke Bay. Spur lines could serve valley commuters year-round. Like the Alaska Railroad, cruise lines like Holland America or Princess could sponsor light rail cars specifically for their guests, a potential public-private partnership. A 20 percent increase in pedestrians will further put the squeeze on traffic. Is South Franklin safe for more pedestrians? The narrowest sidewalks on South Franklin are under five feet wide. These pinch points and other photo stops like the bear chair cause people jams that often cause the pedestrians to step into the street often without looking for traffic. Commercial drivers are used to this jaywalking, but it is a dangerous situation at best and will only get more difficult. Should the curbsides on South Franklin be cordoned like Marine Park so people are chained off from dangerously stepping into traffic? Plug in more ships to improve the air quality. The air quality downtown can be noxious if the winds are blowing smoke from the cruise ships stacks toward town. Shore power should be extended to the two new CBJ docks and cruise lines should be required to plug in. Electrical substations could be paid with head tax fees or similar. CBJ and AEL&P could incentivize the private AJ dock to do the same. Most Princess ships plug into surplus shore power at the private Franklin dock and completely shut off their engines while docked eliminating emissions. Now is the time to plan for the wave of increased visitors that is upon us. The irony is not lost that so many tourists come from around the world at the cost of an incredible carbon footprint to see our shrinking Mendenhall Glacier. The city should complement MGVC’s efforts with sustainable reforms downtown. In the June 5 Juneau Empire, CBJ’s Port Director Carl Uchytil said in regard to visitor increases, “Hopefully it will just be business as usual.” Hoping is not enough. Alaska is marketed for its wildlife, pristine wilderness, and clean air and water. As the capital city, we should be showcasing that standard in town too with clean, efficient and more sustainable tourism. Source: juneauempire.
The SOMBEKE moored in Las Palmas Photo : John Strachan Chief Engineer Simar Esperança ©
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The LIVING STONE moored at Damen Shiprepair in Rotterdam Photo : Bram Belder © Nor Linesnieuwe klant voor Titan LNG op City Terminal Rotterdam
Rederij Nor Lines zet voor haar nieuwe tweewekelijkse lijndienst van de SCA terminal in Rotterdam naar de Noorse kust twee LNG (vloeibaar aardgas) aangedreven multipurpose schepen in: de MV Kvitnos en de MV Kvitbjorn. De schepen Distribution : daily to 39.700+ active addresses 14-06-2018 Page 8 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 165
bunkeren – net als de Wes Amelie - bij Titan LNG op de City Terminal aan de Prins Willem Alexanderhaven (havennummer 2790). De LNG wordt met een truck geleverd. HavenbedrijfRotterdam en Titan LNG hebben de locatie tijdelijk ingericht om LNG aangedreven zeeschepen te laten bunkeren zolang er nog onvoldoende LNG bunkerschepen zijn. Deze bunkerlocatie zal voor marktpartijen beschikbaar blijven totdat RST start met de bouw van de uitbreiding naar de City Terminal. Het Havenbedrijf werkt hard aan de energietransitie in de Rotterdamse haven en stimuleert de overgang van stookolie naar LNG als brandstof voor de scheepvaart. Nor Lines is een volledige dochter van de van origine IJslandse rederij Samskip. De veertiendaagse lijndienst voert langs veertien Noorse havens als Trondheim, Tromso en Bergen. De MV Kvitnos en MV Kvitbjorn hebben een capaciteit van 1500 Lane ‘RoRo’meters; 122 TEU containers, 1500 ton gekoeldruim en een zware lading kraan met 80 tons heavy lift capaciteit. Titan LNG (http://titan-lng.com/titan-lng/ .) levert al geruime tijd bunkers op de City Terminal. Het bedrijf specialiseert zich in verkoop en distributie van LNG aan de scheepvaart en industrie. Titan wil ship-to-shipgaan bunkeren, om dit mogelijk te maken is de FlexFueler001 in aanbouw. Het schip komt eind 2018 in de vaart. HERING PARTY – GANGWAYS OF BRIDGES2000 The hering never tasted any better!
The well known European tug operator KOTUG SMIT, another SMIT in the port of Rotterdam is the diving company SMIT also very strong in what they do. BRIDGES2000 was asked by the latter to assure the safety of everyone coming on board the beautiful and fully equiped party pontoon of KOTUG SMIT. Tasting the new hering is worth a grand party. Every year many businessmen and contacts meet up. This time in the Waalhaven in Rotterdam at the premisses of DUIK- EN BERGINGSBEDRIJF W. SMIT BV. A happening with many smiling faces. The gangways of BRIDGES2000 paved the way to the 2 new tugs of KOTUG SMIT build at the Damen Shipyards group. These tugs were moored on the outside of the party pontoon. Safety is very important. BRIDGES2000 – ALL KINDS OF SOLUTIONS & FOR SAFE ACCESSIBILITY Call us on +31(0)108201770 when ever you us.
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The GENUINE ACE passing the Panama Cabal Photo : Stefan Nonboe - Risk Intelligence ©
The SANDVIKEN anchored off Gibraltar for bunkers Photo : Francis Ferro © SAL Heavy Lift repeats success by signing Horns Rev 3 shipments Distribution : daily to 39.700+ active addresses 14-06-2018 Page 10 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 165
Hamburg, 13 June 2018 – SAL Heavy Lift repeats success by signing contract for shipment of a total of 49 transition pieces for the Horns Rev 3 Offshore Wind Farm. The contract has been signed with GeoSea NV, and underlines SAL’s performance and significant track record in the technical heavy lift transport market for complex offshore wind projects.
Once again, SAL Heavy Lift is proud to announce another success in the offshore wind project market, by signing the contract for transporting 49 transition pieces (TPs) for the Horns Rev 3 project. The assignment compiles transportation of TPs from fabrication yards in Aalborg, Denmark and Vlissingen, Netherlands to the project port of Esbjerg in Denmark. SAL’s ability to meet a very demanding project schedule made the decisive factor for GeoSea. Within a very short time, SAL must prepare a full HSSE and Quality plan, create the technical design and finalize the engineering work, execute procurement as well as fabrication of five TP grillages and one lifting tool and get the vessel ready to load the first units. Philip Stackmann, Project Manager – SAL, explains; “We are proud that GeoSea placed their trust in us for this time-critical project. Looking at a tight time schedule, we draw on past experience and expertise to ensure a safe and successful project. With our ready-made designs for TP grillages and TP lifting tools, which can be modified to the specific needs of our clients, it was possible to meet the demanding requirements of our client.” GeoSea NV awarded SAL the job, following the contracting of the ongoing Hornsea Project One offshore wind farm project which SAL also undertake for the Belgian marine engineering house. Justin Archard, Corporate Director – Commercial, states; “Being trusted as business partner for such an important project by GeoSea (DEME Group), shows that SAL is a state of the art technical heavy lift carrier, and adds to our successful track record in this business segment. I am proud that GeoSea chose to contract SAL again.” This project follows an already extensive list of similar projects that SAL Heavy Lift has executed for construction companies within the offshore wind industry. Starting with the transportation of 68 transition pieces (TPs) to the Veja Mate offshore wind farm in the summer of 2016, following a long engagement transporting 87 monopiles (MPs) and TPs for the Walney Extension offshore wind farm into mid-2017, up to the recent transport of 174 MPs and 68 TPs for Hornsea Project One shows a significant track record in this business segment. Now SAL’s MV Lone will conduct the TP transport for Horns Rev 3. Each of the 49 TP’s measures 32,27m in height, has a dimension of 7,12m and has a unit weight of 530t. The project will start early July and run for a period of approximately
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65 days. SAL Heavy Lift, a member of the Harren & Partner Group, is one of the world’s leading carriers specialized in sea transport of heavy lift and project cargo. The company was founded in 1980 as “Schiffahrtskontor Altes Land GmbH & Co. KG” and belongs to Harren & Partner Group since 2017. The modern fleet of heavy lift vessels offers highly flexible options to customers. The vessels of SAL Heavy Lift boast an impressive travel speed of 20 knots, up to 3500 square metres of unobstructed main deck space and combined crane capacities ranging from 550 to 2000 tons: amongst the world's highest lifting capacity in the heavy lift sector. As a leading global company in the heavy lift and project cargo segment, the company meets the highest standards with regard to quality, technical innovation and health, safety and environment.
The MAERSK HAMBURG departing the SCCT in Port Saïd Photo : Gert van der Veer ©
The RIO BLANCO inbound for the Algciras container terminal Photo : Francis Ferro © SMARTer ships are the future of shipping There is no turning back says CEO
SMART ships will continue to be the driving force for the new decade as technology puts the control and management of shipping onto a new level and there is no stopping this and nor should there be, according to Panos Kirnidis, CEO of Palau International Ship Registry (PISR).vThe registry has been developing its own unique technologies for its fleet and this is one of the reasons it was called the fastest growing registry in the world in 2017. Panos Kirnidis believes there is still some reticence to accept technology by some registries. “There is no escaping technology in shipping and we believe it is essential that everything we do with shipping comes from technology. We have taken a strong position in supporting
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increasing use of technology and blending this to work with people in the shipping world. Paper chats and certificates have long gone and everyone needs to adopt a smarter and more accessible way of working because there are real benefits to be gained.” PISR has been at the forefront of an IT drive and Panos Kirnidis recognises the threats of cyber- security as an even stronger reason to adopt robust and reliable IT systems. “Rather than shy away from technology and become fearful of increasing hacking and related cyber-crimes, the shipping world need to work together to demonstrate that we have the solutions. Technology is much more than just security for ships: it’s also about operational excellence both for shipping operations and the way in which seafarers behave in everyday work situations. We must not forget that the role of the human in shipping is still very much a part of the world. “We have a Deficiency Prevention System (DPS) operating through a dedicated department monitoring all Palau ships so they can reduce deficiency and casualty rates. I want to see more technology adopted to ensure the maritime sector remains safety and environmentally compliant. We are not in an age of full autonomous operation – and even when that arrives we will still need seafarers in one capacity or another – but we are on the cusp of sailing into an IT shipping world that will benefit us all and we must grab these opportunities now.
The CARNIVAL FANTASY moored in Alabama Photo : Tm de Klerk © Perfectly prepared for upcoming offshore challenges
Boom extension of a BOS 45000 at the Seafox 5 Modification including maintenance and boom extension only took three months
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Two Liebherr offshore cranes on board of the SEAFOX 5 (BOS 45000 with a safe working load of 1,200 tonnes at 78 metres and BOS 4200 with a lifting capacity of 50 tonnes) Liebherr-MCCtec Rostock GmbH, Liebherr Maritime Benelux B.V. together with Damen and Seafox BV have modified one of Liebherr’s biggest offshore cranes in the field. The assembly of the BOS 45000 took place in December last year. With a maximum lifting capacity of 1,200 tonnes the BOS 45000 is the biggest crane of the board offshore crane series. The structure of the slewing bearing crane is based on an A-frame design to achieve optimal stability and reliability. The lattice boom construction enables higher outreaches. One of these large sized rope luffing type cranes is operating on board of the Seafox 5. The self-propelled DP2 jack-up vessel, owned by Seafox BV has been modified recently.The modification contains a boom extension of almost 20 metres, thus the crane has an optimised outreach of 96 metres in excess. 800 tonnes can be handled at the maximum outreach. With this change the crane is able to install higher wind turbines.“The market for wind turbines made the decision to enlarge the boom. It becamenecessary because of the height of the towers from wind turbines which is continuously increasing. Without this extension we could not execute our current and future projects in the North Sea”, says Alexander Eijgenraam, Rigmanager of SEAFOX 5. “Depending on the future market we also might look into more possibilities for our crane”, he continues. Back in 2012 when the crane has been assembled the first time in Singapore the 18 metres long intermediate boom section was also part of the contract. However, due to the order situation of Seafox at that time, the crane was delivered with a shortened boom.The current modification was not only a reaction on the changing market where wind turbines are getting taller. It also underlines the vessel owner’s strategy to be flexible in the offshore business and qualifies the 151 metres long and 50 metres wide vessel for a recent customer inquiry. The contract, which started in February 2018 and is now halfway completed, includes the installation of 66 six-megawatt wind turbines at Merkur, a wind farm in the German North Sea. With the modified boom length the vessel is ready to install the next generation of larger wind turbines with mast heights of up to 78 metres However the idea behind this additional intermediate section was to adapt the boom length rapidly and efficiently with a minimum effort. This allows Seafox to either shorten or extend the boom depending on specific project requirements. The adjustment for the upcoming project has been solved by providing a temporary solution. A benchmark for maritime services The planning of this project took a lot of time. Liebherr and Seafox held dialogues for nine months before the realisation started. Both companies jointly developed a cost effective solution. The centrepiece of the approach is a hoisting gear that was especiallyinvented to meet the project related needs of the customer. After dismantling the intermediate and head section in November 2017 the boom lengthhad been adapted at DAMEN Verolme Rotterdam shipyard. As part of the work preparation for installing the extended boom the pivot piece was hoisted via bolt flanges. To estimate the maximum forces a study had been launched by Liebherr. According to the results of this study static analysis and simulations were made. Afterwards a basic concept of the hoisting gear was developed. Because of the need to be precise, the interaction between the mounting team, including Liebherr service engineers and the used support floating crane was very sophisticating. “Fitting in the lengthening of the boom next to the maintenance area of the pivot section of the boom, the exchange of all outside hoses, the weather conditions and the coordination of all parties working on the crane were major challenges during this project. But due to the outstanding effort of Liebherr, EuroRope, de Gier, Damen Verolme, FluiConnecto as well as Seafox and their cooperation, this project has become a success,” summarizes Mr Evert Kistemaker, Seafox project engineer and coordinator. “The execution of the service and the support made by Liebherr has been very satisfactory and valuable,” he adds. After 12 hours, the assembly of the boom had been done and the crane was ready for its upcoming tasks.
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Spotted in Santa Cruz the Ultra deepwater drillships ENSCO DS-3 and ENSCO DS-5 of ENSCO plc.The DS-3 is built in 2010 and the DS-5 in 2011 at Samsung Heavy Industries in Geoje – South Korea , both drill ships are having a length of 229 mtr and wdth of 42 mtr and a capable to drill in waterdepths upto 3000 mtr and 12 km drilling depth Photo : Wouter van der Veen © FUELSAVE INTRODUCES FUEL CONSUMPTION AND EMISSIONS ABATEMENT GAME-CHANGER FUELSAVE GmbH, a German energy efficiency start up for fuel and emissions reduction, has launched a ground-breaking technology capable of optimising the fuel consumption efficiency of all marine diesel engines. The technology, proven in both in-the-field and laboratory tests, is offered with a contractually guaranteed 10% saving on overall fuel costs. The technology also significantly reduces CO2, NOx, and Particulate Matter (PM) emissions, through a cleaner and cooler combustion process. FS MARINE+, a patented engine efficiency enhancement system uses an onboard hydrogen synthgas generator to inject a gas and liquid water/methanol solution into an engine’s combustion chamber to significantly improve efficiency. According to Marc Sima, the company’s co-founder and President, FS MARINE+ can be applied to almost all types of two- and four-stroke engines, although those running on HFO, MGO or MDO benefit from the greatest efficiency gains and, consequently, the highest savings and best return on investment (RoI). Efficiency gains were confirmed during land-based tests carried out by FTVR, the same independent test laboratory at the University of Rostock, Germany used by engine builders to assess their engines’ emissions behaviour. Even though the test engine operated only one cylinder, the FS MARINE+ system was shown to reduce fuel consumption by up to 11.8%, NOx by up to 36% and Filter Smoke Number (FSN) by 40%. The solution was also shown to reduce the engine’s air intake manifold temperature by 50°C, without detriment to engine operation and performance. Similar efficiency gains were achieved during pilot trials on the four-stroke onboard a 160m long heavy-lift crane vessel, one of the largest in Europe. During the 30-month trials, overseen and verified by the shipowner, independent third parties, authorities and engine service companies, the introduction of FUELSAVE’s enhancement resulted in significant reductions in fuel consumption and emissions. Engine wear and tear was also found to have been significantly reduced, compared to those engines that operated without the FS MARINE+ solution. This was due to a cleaner combustion, cleaner cylinder heads, greater cylinder lubrication efficiency and substantially fewer carbon deposits, all of which had a beneficial impact on engine maintenance. The vessel’s chief engineer and the engine service company also noted that FUELSAVE system led to smoother engine operation with reduced levels of engine vibration. “Results from these trials have verified the performance of FS MARINE+,” said Sima. “Through independent analysis and reports from engine service and maintenance companies, as well as from a university testing institute, we are confident in introducing the product to the maritime market. “FS MARINE+ has the potential to reduce fuel costs and emissions considerably. This is why we offer a contractual guarantee of a 10% reduction in fuel consumption. Our pricing model provides a return on investment of just three years within a five-year standard warranty Distribution : daily to 39.700+ active addresses 14-06-2018 Page 15 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 165
period, extendable for 15 years to further maximize the RoI.” The technology, approved by DNV GL, can be retrofitted to any vessel, runs completely autonomously and without the need for any special training. It allows operators of older tonnage to achieve IMO Tier I and Tier II compliance and can be used on IMO Tier III engines for even greater fuel efficiencies. This is because the emissions are controlled through the exhaust after-treatment system of a Tier III compliant vessel. FUELSAVE plans to roll out further systems over the next two years, by which time the company hopes FS MARINE+ will be fully recognised in the market and approved by all the main marine engine builders. “We aim to establish FS MARINE+ as the industry standard for fuel efficiency across the maritime industry, not only capable of protecting the environment but increasing the profitability of ship operators,” said Sima. FUELSAVE has already been approached by shipyards and engine manufacturers interested in validating the technology and incorporating the FS MARINE+ solution in their engine products so that their customers can gain a competitive advantage.
The SHINE ON entering the Aqua Clara Locks Photo : Stefan Nonboe - Risk Intelligence © ICTSI takes delivery of 3 cranes for its Manila terminal MANILA's International Container Terminal (MICT), a part of International Container Terminal Services Inc (ICTSI) portfolio of global ports, has received three new cranes to enable it to handle ships of up to 14,000 TEU. The delivery comprises a pair of neo-panamax quay cranes and a post-panamax quay crane manufactured by Shanghai Zhenhua Heavy Industry Co (ZPMC). The quay cranes are part of ICTSI's US$80 million capital equipment programme for MICT. The pair of neopanamax cranes and the post-panamax crane will be positioned at berths six and five, respectively. "We are now ready for the era of super-sized ships. With the arrival of the neopanamax cranes, MICT is ready to address the pressing demand and volume increase by servicing larger vessels," said ICTSI global corporate chief Christian Gonzalez, reported Manila’s Business Mirror. Upon full commissioning, MICT customers can expect quayside productivity gains, translating to shorter port stays. "The new cranes, along with other planned improvements at the MICT, will further boost the port's already efficient turnaround times. This will bring economic benefits for the entire Philippine supply chain," Mr Gonzalez said With the new acquisitions, the MICT now has a total of 16 quay cranes, the largest fleet in the country.In December 2016 MICT reached its first year-to-date two million TEU move, triggering a multibillion peso capacity improvement commitment with the Philippine Ports Authority in line with the growing consolidation trend among major shipping lines and the advent of mega ships"By investing in state-of-the-art infrastructure and equipment, we are strengthening MICT's position as one of the best-equipped and most technologically advanced terminals serving the intra- Asia trade," said Mr Gonzales. In 2019 the terminal will take delivery of two more quay cranes. ICTSI has several other projects in the pipeline for its Philippine operations, including the revival of the rail link between MICT and the Laguna Gateway Inland Container Terminal in Calamba. The Cavite Gateway Terminal, the country's first dedicated container barge terminal located in Tanza, Cavite, is scheduled to begin operations by the third week of June. Source : Schednet
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The ORIANA inbound for Gibraltar for a scheduled visit Photo : Francis Ferro © Six armed robberies on ships in Asia reported in May THERE was a total of eight reported incidents of armed robbery against ships in Asia, two of which were attempted incidents in May, similar to the number of incidents reported the month before, according to the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAPP). Of the eight incidents reported in May, two incidents occurred on board ships while underway at sea and six incidents on board ships at anchor. Of the six actual incidents, one was a CAT 2 incident, one was a CAT 3 incident and four were CAT 4 incidents. There was no CAT 1 incident and the majority of incidents were CAT 4, or petty theft cases, reported ReCAPP. No piracy incident was reported, and no reports were received of crew being abducted in the Sulu-Celebes Seas. Also, no ship was hijacked for the theft of oil cargo. Source : Schednet LOCATIONS MENTIONED IN THE NEWSLETTER ARE HYPERLINKED TO GOOGLE-MAPS FOR YOUR EASY
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The SILVER SPIRIT leaving Oslo Photo : Philip Scott (c) DP Galyna back into wind There she will go straight on to contact to support the maintenance of a large German windfarm. Chevalier Floatels wants to thank their crew for making this fast turnaround possible. After completing an inspection and maintenance campaign for an oil and gas company in the Dutch sector of the North Sea, DP GALYNA won another assignment. Within 2 hours of contract notification DP GALYNA sailed to Bremerhaven were the vessel is expected to arrive on the 13th.
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Photo : Flying Focus Aerial Photography www.flyingfocus.nl © In every project the experience and service mindedness of the crew has been praised and Chevalier is proud to have such personnel on board. Chevalier Floatels would also like to thank this new charterer the company for the opportunity to demonstrate the vessels capabilities to them. Sister vessel DP GEZINA has now come available in the Netherlands and looking for charter opportunities. DP GEZINA and DP GALYNA are offshore support vessels with Ampelmann integrated Ampelmann gangway. The vessels have 38 cabins with 50 beds for client occupancy. They have low air draft to ensure the safety of the customer turbines.
The dredger ARCO ADUR arriving off Terneuzen for scrapping at the Van Heyghen Recycling in Ghent and being towed by the MULTRATUG 17 and the MULTRATUG 1 photo : Ted Ingham (c) Konecranes wins crane orders from Savannah, Hutchison THE Georgia Ports Authority and Hutchison Ports have ordered container handling equipment from Konecranes.
The Georgia Ports Authority (GPA) is purchasing 10 rubber-tired gantry (RTG) cranes for the port of Savannah. This will bring the fleet at the port's Garden City Terminal to 156 Konecranes RTGs. The order comes as the port of Savannah had a record April in which 356,700 TEU were handled, up 7.1 per cent over April 2017. According to GPA executive director Griff Lynch, in the current fiscal year the port of Savannah is expected to handle a record four million TEU. The
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Konecranes RTGs will handle containers in three new container rows that will increase annual capacity at the port by 150,000 TEU. Capable of running on electricity with cable-reel readiness, the cranes will have a lifting capacity of 50 tons and stack one-over-five containers high and six plus one containers wide, leaving one lane alongside the stacks for trucks. The cranes will be delivered in two batches of five in the first and second quarters of 2019. For Hutchison Ports BEST container terminal in the Port of Barcelona, Konecranes will deliver six automated rail mounted gantry (ARMG) cranes. The delivery, which will be made by container blocks with two cranes per block, is scheduled for the first half of 2019.BEST container terminal already operates 48 Konecranes ARMGs at the large automated container yard and two RMGs at the rail front. The cranes currently on order are identical to those already working, stacking FEUs one-over-five high and nine wide. The arrival of the new cranes will be the final stage of the second phase of the semi-automated terminal's expansion which began in 2014. The expansion has seen the number of automated container storage blocks increase from 24 to 27. Hutchison Ports BEST CEO Guillermo Belcastro stated: "This investment will result in a significant increase in operational and storage capacity at the terminal and will contribute to our continuous improvement of service levels both in maritime and land operations."
The BOKALIFT 1 outbound from Vlissingen loaded with 2 jackets for installation Photo : Henk Nagelhout © Lake Erie harbors getting federal funding for dredging
The freighter FRASERBORG sits docked to be loaded with aggregate materials in the port of Lorain in September. The vessel is owned by Royal Wagenborg, an international shipping company with a fleet of 173 vessels. It is 154.6 meters, or about 507 feet, in length, and 17.2 meters, or about 56 feet, wide.
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Federal funding will help keep Ohio’s shipping channels deep enough for freight. Appropriations Act passed by Congress in March. The federal appropriation includes money for Lorain, Huron, Cleveland, Toledo and Ashtabula. Cleveland Harbor will receive $7.8 million for dredging and repairs to the harbor’s damaged breakwater Lorain Harbor will get $2.5 million, Ashtabula Harbor $1.35 million and Huron Harbor $1.25 million, for dredging. Toledo Harbor will receive an additional $20,000 for sediment analysis. “Keeping our navigational channels open for business is critical to jobs in Northern Ohio and to the thousands of Ohioans who rely on Great Lakes shipping every day,” Kaptur said. “Each of the ports designated for funding increases demonstrated a critical navigational, environmental, or infrastructure need. “These additional federal investments will help our local communities to meet the demand for easily accessible port facilities with safe, navigable access,” she said. Source : NewsHerald
The GRANDEUR OF THE SEAS arriving at the Halifax – Nova Scotia Cruise terminal yesterday morning Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo & hyperlink in text !
Filtrex filters for 2 Very Large Gas Carriers
Zebraport and Filtrex announce the order of a complete fuel filter package to Hanjin Heavy Industries in the Philippines. The automatic self-cleaning filters will be fitted on the 2 VLGC’s for Exmar-Belgium ordered last December. The environment-friendly newbuildings are 80,000m3 gas carriers to transport LPG. Both vessels are for delivery within the third quarter of 2020. Zebraport is developing the business for technical companies in various industries from several countries. They are bringing together supply and demand from their home base in the industrial Brabant area, the Netherlands. Zebraport acts as an intermediary or agent for manufacturers and spare parts suppliers. Filtrex, with its headquarters and the state of the art manufacturing facilities in Milano, Italy provides filtration solutions and technical
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services to many industries such as hydrocarbon, chemical, environment protection,power generation, water treatment, Navy and marine transport. Amongst others, the company delivered already thousands of filters all over the world, like duplex& simplex filters, self-cleaning back washing filters, self-cleaning lamellar filters, rotative filters, coalesce filters and related spare parts. Filtrex is certified for ISO 9001 – ISO 14001 / TüV-AD-HP0 / ASME-U/ NATO AQAP-110
SA AMANDLA bringing in the disabled bulk carrier KIRAN AFRICA into Cape Town Photo : Glenn Käsner (c) Zeiljacht stuurloos door staaldraad in schroef en roer Dinsdagmiddag 12 juni, aan het eind van de middag, zijn de KNRM reddingboten Bernardine en ’t Span uitgevaren voor een vaartuig in problemen ten Noorden van vogeleiland De Kreupel. Een zeiljacht had een staaldraad in de schroef gekregen en was daardoor onbestuurbaar geworden. De bemanning van reddingboot Bernardine trof in de nabijheid van de opgegeven positie een bruin zeiljacht aan waarvan de opvarenden wijzen in de richting een wit klein zeilschip. Terplaatse gekomen bij het betreffende zeiljacht bleek dat het een staaldraad in de schroef had gekregen, maar dat de bemanning die zelf weer had kunnen verwijderen. Daardoor kon jacht weer zelfstandig varen. Het roer was hierbij wel zwaar beschadigd geraakt en bleek grotendeels afgebroken.Reddingboot ’t Span werd door de Kustwacht bedankt en ging retour Andijk terwijl reddingboot Bernardine stand-by mee met het jacht mee vaart richting Stavoren, waar het jacht later afgemeerd werd.In Stavoren bleek dat vanaf het incidentschip 6 parachutefakkels afgestoken zijn en 4 handstakellichten. Echter heeft niemand dit waargenomen en op gereageerd.
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Hierbij heeft de betreffende opvarende beide handen verbrand en die gekoeld in een puts water. Door te toeteren en te roepen is de aandacht getrokken van een passerend vaartuig, die vervolgens de Kustwacht heeft aangeroepen en de KNRM gealarmeerd heeft.
LADY ASTRID of Wijnne Barends passing Trollhättan (Sweden) over the narrow Göta älv, heading to Göteborg Photo: Wouter Valkenburg © Canada’s marine shipping industry hiring hundreds of Canadians for stable, good-paying jobs
The tugs ATLANTIC FIR, ATLANTIC OAK & ATLANTIC LARCH moored at the Woodside terminal Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo & hyperlink in text ! The Seafarers’ Training Institute, in partnership with the Seafarers International Union (SIU) of Canada, Algoma Central Corporation, Canadian Steamship Lines (CSL) and Groupe Desgangés have launched a national hiring initiative aimed at recruiting, training and retaining youth for Canada’s growing merchant marine. The initiative is the first of its kind and scale in the Canadian shipping industry, and positions filled will address an ongoing labour shortage and impending crisis in one of Canada’s fastest growing industries. Joining Canada’s seafarers is more than a job, it’s a career of Stability, Adventure and Pride. “The Seafarers’ Training Institute campaign will inform Canadian youth as well as experienced workers about the good-paying job opportunities in Canada’s marine industry,” says Vince Giannopoulos, SIU member and campaign spokesperson. “I started as a seafarer when I was 21 years old, and it was the best decision I ever made. I Distribution : daily to 39.700+ active addresses 14-06-2018 Page 22 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 165
was making more than $60,000 a year right out of high school.” In addition to stable employment, recruits can benefit from a paid education, skills upgrading and free room and board through the SIU’s Unlicensed Apprenticeship Program. The SIU of Canada has an immediate need to recruit 300 new seafarers as well as an ongoing need to fill positions of an aging workforce. SIU members are hired to work for companies like Canada Steamship Lines, Algoma Central Corporation and Groupe Desgagnés on vessels in the Great Lakes, and on the East and West Coasts. The SIU of Canada represents the majority of unlicensed sailors in Canada. Within the next five years, almost 20% of SIU members will retire, meanwhile Canada’s marine shipping industry is projected to increase significantly over the coming years. At the national level, the Canadian commercial marine shipping industry directly contributes $3 billion to GDP. The hiring initiative through the Seafarers’ Training Institute will serve to provide Canadian youth and experienced workers with secure, good- paying jobs while ensuring Canada’s shipping industry continues to prosper. “The economic importance of Canada’s marine shipping industry cannot be understated. We need to fill jobs so we can continue to deliver important cargo across our country,” says James Given, President of the Seafarers’ Training Institute. “Canada is a great trading nation, and joining our country’s merchant marine is a not just a smart career move, it’s a strategic one.”The recruitment initiative is complimented by a campaign microsite where interested applicants can learn more about the benefits of a career at sea. Source: Seafarers’ Training Institute
Bulker SHANDONG DING SHENG is leaving Rotterdam Europoort on her way to Narvik (NO) Photo : Patrick Deenik © CASUALTY REPORTING
Message to readers: All banners are inter-active and click through to advertiser web sites Fishing vessel runs aground coral reef near Male' atoll Distribution : daily to 39.700+ active addresses 14-06-2018 Page 23 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 165
A boat travelling from capital city Male’ to Dhaalu atoll Meedhoo island had run aground a patch of coral reef Six had been onboard at the time of the incident, including two Maldivians and four expatriates. Following the incident, officers of Maldives National Defense Force (MNDF) had been active in the area where the fishing vessel had run aground According to an official of the MNDF, the boat had run aground a patch of coral reef 1.5 nautical miles southward of Male’ atoll Ithaafushi and was reported at around 04:15 a.m to MNDF Coastguard Maritime Rescue Coordination Center. MNDF had dispatched divers of the coastguard squadron to the scene immediately. Speaking to RaajjeMV, MNDF media officer Captain Ibrahim Azim said that the vessel was damaged, and the owner of the vessel had sent in another boat to the area to clear the goods on “Galaxy”. Six had been onboard at the time of the incident, including two Maldivians and four expatriates. No injuries were reported. Source: raajje NAVY NEWS
The 430 HARRY DEWOLF under construction at Irving Halifax shipyard Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo ! The Harry DeWolf-class offshore patrol vessel is a Government of Canada procurement project for the Royal Canadian Navy (RCN) that is part of the National Shipbuilding Procurement Strategy. The class was previously referred to as Arctic Offshore Patrol Ship (AOPS). In July 2007 the federal government announced plans for acquiring six to eight icebreaking warships for the RCN.The vessels had been speculated to be modelled on the Norwegian Svalbard class and as of 2007 were projected to cost CA$3.5 billion to construct with a total project procurement budgeted to cost $4.3 billion in order to cover maintenance over the 25-year lifespan of the vessels. The lead ship of the class was announced as HARRY DEWOLF in September 2014, and four additional ships were named in January 2015. Construction of the ships HARRY DEWOLF and MARGARET BROOKE started in September 2015 and September 2016 at Halifax Shipyards, respectively. HARRY DEWOLF and MARGARET BROOKE were planned to be delivered in 2018. MAX BERNAYS began
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construction in December 2017 and WILLIAM HALL was planned to begin in 2017, with MAX BERNAYS to be delivered by late 2019, and WILLIAM HALL by early 2020.FREDERICK ROLETTE and ROBERT HAMPTON GRAY, are planned to be in service by 2021 and 2022, respectively. BothHARRY DEWOLF and MARGARET BROOKE are planned to be retired from service and decommissioned by 204 In first, Netanyahu gives testimony in submarines probe Prime minister not a suspect in Case 3000 on purchase of naval vessels; a number of his close confidants could face charges By RAOUL WOOTLIFF Prime Minister Benjamin Netanyahu gave testimony to police Tuesday in a massive corruption investigation surrounding the purchase of submarines and naval vessels from a German shipbuilder. Investigators questioned the prime minister at his official residence in Jerusalem for five hours over the so-called Case 3000, in which the premier is not a suspect. It was the first time the prime minister was questioned about the case. Case 3000 involves suspicions that state officials were paid bribes to influence a decision to purchase four patrol boats and three Dolphin-class submarines costing a total of 2 billion euros from German shipbuilder ThyssenKrupp, despite opposition to the deal by the Defense Ministry. Police said in a statement that Netanyahu “gave testimony over a period of several hours” in the probe. “The investigation is being conducted under the supervision and oversight of the state prosecutor and with the approval of the attorney general,” the statement continued. “Beyond that, we cannot elaborate on additional details from ongoing investigations.” A spokesperson for the Netanyahu family said the prime minister “detailed all the professional considerations which guided his decision-making in the matter of the submarines and naval vessels, and their importance to the security of the country.” “The prime minister welcomed the opportunity to clarify the complete picture and to finally put an end to the false claims that have been made against him by politicians and others,” the spokesperson said. A number of Netanyahu’s close confidants have been arrested as part of the case. Police are reportedly set to recommend indicting five suspects in the case, including Netanyahu’s former adviser and confidant Yitzchak Molcho and his personal lawyer and cousin David Shimron. Police suspect that Molcho tried to push the submarine deal during his diplomatic trips abroad, while Shimron, Molcho’s legal partner, sought to promote the interests of the German shipbuilders within Israel. Shimron has been questioned several times as part of the investigation by the Lahav 433 anti-corruption unit. In addition to his work with Netanyahu, he served as a lawyer for Miki Ganor, who was ThyssenKrupp’s local representative and who turned state’s witness in July. Shimron is considered a key suspect in the case. Netanyahu was expected to be questioned as a suspect Tuesday in a separate corruption case involving the country’s telecom giant, Bezeq. Two Netanyahu confidants have been arrested on suspicion of promoting regulation worth hundreds of millions of dollars to the telecom company. In return, Bezeq’s subsidiary news site, Walla, allegedly provided positive Netanyahu coverage. The confidants have turned state witnesses. But police later said investigators had questioned Netanyahu only over the submarine affair. As investigators arrived at Netanyahu’s residence on Tuesday, some 20 protesters gathered outside, calling on the prime minister to step down amid the investigations. Netanyahu has faced investigators nine times since the beginning of 2017 in connection with three cases in which he is a suspect. Case 4000, the high-profile graft probe relating to the national phone company Bezeq, recently acquired new evidence from a key state’s witness reportedly implicating Netanyahu in an illicit quid pro quo deal. The probe involves suspicions that Netanyahu, who has also served as communications minister for several years over his past two terms, advanced regulatory decisions benefiting Bezeq controlling shareholder Shaul Elovitch in exchange for flattering coverage of the Netanyahus from the Elovitch-owned Walla news site. The state prosecution is currently considering whether to indict the prime minister in two other corruption probes, Case 1000 and Case 2000, after police in February recommended putting Netanyahu on trial in both. In Case 1000 — in which Netanyahu and his wife are suspected of receiving illicit gifts from billionaire benefactors — Netanyahu family spokesperson-turned state’s witness Nir Hefetz reportedly provided investigators with names of additional patrons of the couple, seemingly strengthening the case that the alleged behavior was part of a pattern. In Case 2000 — which involves a suspected illicit quid pro quo deal between Netanyahu and Yedioth Ahronoth newspaper publisher Arnon Mozes — Hefetz was said to have provided names of additional figures involved in the conversations between the two. In April, Channel 10 reported that prosecutors are likely to recommend charging Netanyahu with breach of trust in Case 1000, but may not pursue more serious bribery charges. Prosecutors have yet to formulate an opinion on Case 2000. The prime minister’s wife Sara and son Yair have both been questioned in the cases as well. The Netanyahus have denied any wrongdoing. Source: Times of Israel staff, AP contributed to this report.
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SHIPYARD NEWS
Turkish shipyard builds 47 ships for Norwegian company A shipyard located in Turkey’s Marmara region has built its 47th ship for the Norwegian company Havyard Group, the head of the shipyard said on June 12. The 47th ship, battery-powered, 115 meters long and a with a 180-car capacity ferryboat, is named Fyord1, Cemre Shipyard chair Orhan Gülcek said at the launching ceremony in the northwestern province of Yalova. “We broke a record in Turkey by producing the most ships for a single company,” said Gülcek. The ship is the Norwegian company’s first ferryboat design, he added. Cemre Shipyard, established in 1996, builds ships at its 70,000-meter-square plant in Yalova. The Havyard Group is active in ship design, shipbuilding technology, fish handling, and power systems.Turkey’s ship and yacht sector’s exports were $354.4 million in the first five months of the year and $1.33 billion in 2017, according to Turkish Exporters’ Assembly (TİM) data. Source: hurriyetdailynews
If deal rejected, Irving shipyard vote could lead to strike ANDREA GUNN OTTAWA BUREAU Unionized workers at Irving’s Halifax Shipyard are voting on a tentative agreement that, if rejected, could lead to a strike.
The tentative four-year agreement was reached between the employer and the Unifor Marine Workers Federation Local 1 bargaining committee several weeks ago and presented to workers Sunday at a membership meeting. The Chronicle Herald has obtained a copy of a flyer containing agreement highlights that were dispersed to members. According to the document, the tentative agreement includes a 1.5 per cent annual wage increase for each of the four years — including on overtime and retroactive to the expiry of the previous agreement; a one per cent increase on RRSP contributions from the company, up to a total of five per cent on all earnings including overtime; increased paramedical benefits; and
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improved vacation (workers can access more weeks earlier in their career). It also promises new language on domestic violence, harassment and LGBTQ+ workers in the collective agreement, a full-time, paid union representative in the shipyard, and that all grievances will be dealt with within 90 days of ratification What’s not included in the agreement is sick days. A union source told The Herald that shipyard workers get no paid sick days, while managers do. Workers will have until the end of the day Wednesday to vote on whether or not to ratify the agreement. If they reject it, a 48-hour strike notice will be served. Another union source said they weren’t sure what the outcome of the vote would be. The tentative agreement has some positives, said the source, who added because of the amount of grievances and discipline going on at the yard, “it’s not a happy workplace right now.” A third source said that based on talk around the yard, they expect the agreement to be rejected. “One of the biggest issues was the wage increase. Nova Scotia has been behind in the wages for qualified tradespeople in this country for a while and if this tentative agreement were to go thorough it will put us even further behind, it won’t even help us against the cost of living.” That same source said some union members were putting up their own flyers around the shipyard in response to the ones distributed on Sunday highlighting some of the less favourable language written into the agreement. The source added that those were being removed by supervisors. “Foreign worker and subcontractors language has no teeth. Nothing about having to prove need,” read one point in the flyer. “Nightshift is now four weeks instead of two,” read another. The union’s previous collective agreement expired on Dec. 31. The two sides met for four days in November before the company requested a provincial conciliator. In early December, the unionized workers voted overwhelmingly in support of a strike mandate. In late January, amid bargaining, workers staged a brief walkout over overtime pension payment concerns, which were resolved. Irving Shipbuilding is the prime contractor for the combat portion of the federal government’s National Shipbuilding Strategy, responsible for building billions of dollars in vessels for the navy over the next 15 years. Unifor Marine Workers Federation Local 1 represents about 800 shipyard workers in various trades source: thechronicleherald. Shipyard & Offshore Shipowners Cruise & Ferries Yachting Cantiere Navale Vittoria, a Veneto-based shipyard that specialises in the design and construction of military, paramilitary, work and commercial vessels, delivered the tugboat C.869 to the Skikda port company in Algeria. The transfer of the unit, which was ordered by the Algerian Ministry of Transport in December 2016 for a value of €7 million, took place with the transfer of deliveries between a representative of the Victoria Shipyard and a delegation from the Algerian Port Company. After its launch at the end of last year, and the period of onsite training for personnel, the tug will begin to perform towing and escort functions on Algeria’s coasts and in its ports in the service of the Entreprise Portuelle de Skikda. The newly built unit from Vittoria, with an overall length of 26m, a width of 10m, a draft of 3.80m and a displacement of approximately 500 tonnes fully loaded, has a fixed point pulling capacity (ballard pull) of 42 tonnes thanks to a pair of ASD azimuth thrusters powered by two semi-fast diesel engines that are capable of producing a total power of over 3300 horsepower and a maximum speed of 12.5 knots. Source: Meditelegraph
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ROUTE, PORTS & SERVICES
NAVIGATOR JORF anchored off Las Palmas. Photo : Stena Drillmax Bridge team © Washington ports go for 57 feet Northwest Seaport Alliance deepening channels, improving terminals to handle bigger ships. BY CHRIS DUPIN As the Northwest Seaport Alliance (NWSA) nears the third anniversary of its formation, the agency is moving forward with improvements so that both the Port of Seattle and Port of Tacoma are able to handle the bigger ships now plying the transpacific trade lanes John Wolfe, the chief executive officer of NWSA, said the two ports already are seeing calls from ships with carrying capacity of between 10,000 TEU to 14,000 TEU. Last week Army Corps of Engineers Commanding General Lt. Gen. Todd T. Semonite signed a Chief of Engineers Report for what is known as the Seattle Harbor Navigation Improvement Project, a plan to deepen the channels leading to the container terminals in the Port of Seattle to 57 feet. The project will deepen Seattle East Waterway where Terminals 46 (operated by Total Terminals International) and Terminals 30 and 18 (operated by SSA) are located. It also would deepen the West Waterway where Terminal 5(T-5) is located. “We have a heavy agriculture export market here in the Pacific Northwest, so our vessels oftentimes on the outbound leg are weighted out and draw heavy draft. So having even deeper harbors than what we already have, which on average is about 51 feet, into the future is going to be a strategic advantage for us, said Wolfe. “We are looking forward to deepening both Seattle and Tacoma harbor … so draft never becomes an issue.” He noted that when NWSA was formed, the agency identified terminals in both Seattle and Tacoma that would handle the largest vessels to call Puget Sound. In Seattle, it chose Terminal 5, which is currently not being used for container handling, and in Tacoma it has been upgrading the Husky Terminal.Waterways leading to Seattle’s container terminals near where the Duwamish Waterway empties into Elliott Bay currently range in depth from 34 to 51 feet below mean lower low water. Brian Nelson, the Corps project manager, said, “Some of these shallower spots present navigational and safety challenges. Authorizing deepening the channels removes these challenges and ensures the port can accommodate future generations of container ships.” The deeper water will give container carriers greater flexibility since ships will not have to wait for high tides to Distribution : daily to 39.700+ active addresses 14-06-2018 Page 28 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 165
arrive or depart from terminals. Tides in Elliot Bay can vary by 12 feet Courtney Gregoire, the president of the Port of Seattle Commission, said, “This project will make the Port of Seattle the deepest container port in the nation.” The cost of deepening the waterways is estimated at about $60 million, with about $31 million coming from the port and $29 million coming from the federal government. Congress would have to appropriate funds for the project. Bari Bookout, director of marketing and business services, said it is estimated the deepening project would take place over two years. Work has to be done from about July to February so as not to interfere with the migration of salmon in the Duwamish, which leads to the Green River Overhauling Terminal 5 will be much more costly, requiring capital investment of about $600 million, but Wolfe says the port hopes to begin construction in about a year. The renovation will be a public-private partnership with NWSA and a private partner each contributing about $300 million. “We’ve been talking to multiple parties,” he said, adding, “I’m not at liberty to share more detail at this time.” NWSA’s fund will be used for things such as rebuilding the wharf and strengthening it so it is able to withstand the weight of the super post-Panamax cranes and upgrading the power supply and storm water system at the terminal. It is expected the private-sector partner will purchase container cranes and yard equipment for the facility. NWSA also is about to undertake a similar study to deepen the channel to the Port of Tacoma from 51 to 57 feet. Wolfe noted that the port is in the process of completing major improvements to the Husky Terminal in the Port of Tacoma that will make it able to handle bigger ships. In March, the port took delivery of four new super post-Panamax cranes that were delivered to Husky. Husky currently is operated by International Terminal Services, a subsidiary of “K” Line, but Wolfe said the port’s understanding is that terminal operations will be handed off to Ocean Network Express (ONE), the container shipping joint venture that “K” Line formed with Japan’s MOL and NYK. Wolfe said Seattle and Tacoma have lost market share in recent years. Like other West Coast gateways, they have been affected by the opening of the Panama Canal and shipper discontent with the congestion that developed during the protracted and acrimonious labor negotiations between employers and the International Longshore and Warehouse Union in 2014-15. However, Wolfe said relations between the union and employers have stabilized since then, culminating in last year’s decision by the ILWU and Pacific Maritime Association to extend their contract through 2022. NWSA continues to feel competitive pressure from the British Columbia ports of Vancouver and Prince Rupert, especially for “intact” intermodal in which containers are discharged and moved by rail to destinations in the upper Midwest and Ohio Valley, traditionally key inland markets for Seattle and Tacoma “Although we’ve seen growth in our local cargo and regional cargo, it hasn’t offset the loss of that market share that I described to Canada,” Wolfe said. He said the port has lost a couple of “first-in” port calls to Canadian ports Washington State ports have been disadvantaged by the exchange rate, Wolfe said, as well as the U.S. Harbor Maintenance Tax, an ad valorem tax on the value of imported goods that can add $60 to more than $200 to the cost of moving cargo through a U.S. gateway. “That’s real money,” said Wolfe. Cargo flowing through Canadian ports do not have to pay that tax, even though the cargo may cross the border into the United States. He said NWSA is part of a coalition trying to get some of the funds collected by the Harbor Maintenance Tax directed to donor ports such as Seattle and Tacoma, which do not require large amounts of money to maintain their channels but which could use those funds for other projects. Another factor is the lower cost of moving cargo over Canadian railroads. Wolfe said NWSA is partnering with the Union Pacific and BNSF “to see how we can partner to attract some of that cargo back through our gateway through different pricing strategies.” Another strategy that NWSA has focused on is making sure it has infrastructure available that is attractive to transloaders. By transferring inbound cargo from ocean containers into 53-foot domestic containers when it arrives on the West Coast, shippers can both reduce inbound transport costs and postpone decisions about where to ship merchandise. For example, if an item is selling well in Florida but is a bust in New York, a company can redirect more of its goods to a distribution center in the Southeast rather than Pennsylvania. “We have many warehouse distribution transload facilities being built or that have been built in the last several years in and around the port terminals,” said Wolfe. They’re in close proximity to the terminals which helps with the drayage costs. We’ve tried to build upon that business model and encouraging more of those types of facilities in an around the port gateway. But it has also been challenge since the marine terminals in the port were built 20 years ago with the assumption that about 70 percent on inbound containers would be intact intermodal cargo bound that could be easily transloaded onto trains at on-dock intermodal yards. So the fact that more containers are being trucked to off-dock facilities has resulted in extra gate traffic at the port’s container terminals. “We’re trying to re-engineer aspects of our infrastructure to respond to that business change,” he said. The port has taken ideas being tried at other ports, such as the used of “peel piles” for shippers moving large numbers of containers and is encouraging some of its terminals to look at possible use of appointment systems to reduce congestion. Source : American Shipper ESPO congratulates Port of Dunkerque for obtaining EcoPorts’ environmental standard (PERS) ESPO congratulates Port of Dunkerque (France) for obtaining for the first time EcoPorts’ environmental management standard (PERS). Isabelle Ryckbost, ESPO’s Secretary General, handed over the PERS certificate to Stéphane Raison, CEO
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of Port Dunkerque, during a special ceremony which took place at the port. “I welcome the PERS certification of Port of Dunkerque which has become the ninth port certified with PERS from France. The Port of Dunkerque is clearly a port that puts environmental sustainability on the forefront. We hope that the PERS certification gives the people in the port working on a daily basis on environmental performance the well-deserved pat on the back. The PERS certification process allows us to know more about and share the good practices of the Port of Dunkerque in terms of dredging and recycling of sediments, the the biodiversity conservation in the port’s green and blue infrastructure, circular economy, adapting to climate change and improving the quality of the air. This in itself brings a lot of added value to the Ecoports network.” says ESPO’s Secretary General, Isabelle Ryckbost. Being PERS certified requires amongst others that the port increases transparency by making its environmental report publicly available. It also implies that the port is effectively monitoring the environmental challenges and is implementing an improved environmental management. PERS helps ports to comply with legislation and meet customer expectations. Additionally, ports’ environmental performance is increasingly taken into account ("factored-in") in calculations of the premium by major insurance companies; standards such as PERS are recognized as components of a sustainable approach. “EcoPorts has become the main platform where European ports of different size, governance and business models are able to exchange good practices and effectively encourage each other to improve their environmental performance. It is equally essential that EcoPorts’ environmental standard (PERS) is being increasingly recognised as one of the main quality standards of the port sector” says the EcoPorts coordinator, Sotiris Raptis. One third of the 94 EcoPorts members have now acquired PERS, which is the only port specific environmental management standard. Compliance with the PERS standard is independently assessed by Lloyd’s Register and the certificate has a validity of 2 years. PERS is revised after the 2-year period to make sure that the port continues to meet the requirements. The EcoPorts tools are available to ports and terminals outside Europe through the ECO Sustainable Logistic Chain Foundation (ECOSLC).
Stena Line re-deploys three ships to strengthen the route network After summer, Stena Line will re-deploy three ships on three routes. The target is to further improve service and accessibility for customers and optimise operations in line with market developments, the company said in its press release.
The STENA GOTHICA photo : Rob de Visser © Stena Line now takes the next step in the growth strategy on the Göteborg-Frederikshavn route. The RoPax vessel HAMMERODDE will be taken into operation in the middle of September, replacing STENA GOTHICA “We will have a product better suited for both our freight customers and passenger’s needs on this route. We will open up for car passengers on Hammerodde which will mean increased capacity on the passenger side. In conjunction with the change, we will also concentrate all traffic to Denmark at Masthuggskajen, which will increase availability and service for our customers”, says Tony Michaelsen, Trade Director of Region Denmark. HAMMERODDE was acquired from the Bornholm shipping company Faergen by Stena about a year ago and will switch to a Stena Line name in due course. In the middle of September,STENA GOTHICA will return to her former route Travemünde-Liepaja where she will operate together with the URD "We have strong growth on our routes connecting the Baltics with Scandinavia and Germany/West Central Europe. Stena Gothica will be an important addition in which we will be able to offer our customers a standardised product on all departures with two sister vessels, which will facilitate our freight customers´ transports and meet the market demand for
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freight capacity", says Erik Thulin, Trade Director in Baltic Sea North STENA GOTHICA replaces STENA NORDICA who will be placed on the Karlskrona-Gdynia route in October, after the charter of M/V GUTE is over and the ship returns to Gotlandsbolaget. Karlskrona-Gdynia is a strategically important corridor between Sweden and Poland that has been growing steady during recent years. "Growth is still strong between Karlskrona and Gdynia, and with Stena Nordica twice as big as Gute, we will be able to offer our customers even better accessibility. In addition, Stena Nordica has a double tier configuration, which gives significant time gains during loading and unloading. Stena Nordica will also complement Stena Baltica in a good way as they are similar vessels, which means that we will be able to offer our customers an efficient RoPax concept on all four vessels, as well as a strong passenger concept on STENA VISION and STENA SPIRIT, says Marek Kiersnowski, Trade Director, Baltic Sea South.Stena Line is one of Europe's leading ferry companies with 38 vessels and 21 routes in Northern Europe. Stena Line is an important part of the European logistics network and develops new intermodal freight solutions by combining transport by rail, road and sea. Stena Line also plays an important role for tourism in Europe with its extensive passenger operations. The company is family-owned, was founded in 1962 and is headquartered in Gothenburg. Stena Line is part of the Stena AB Group, which has about 15 000 employees and an annual turnover of around 36 billion SEK. OLDIE FROM THE SHOEBOX 60 years ago: fire on tanker ARTEMIS at Hoek van Holland.
In the afternoon of Saturday June 7th 1958 around 14:00 the Norwegian freighter LUKSEFJELL was entering the New Waterway when the steering gear broke down causing her to turn to port in the direction of the outgoing Norwegian tanker ARTEMIS. Although both ships put the engine full astern and dropped anchors they collided off Hoek van Holland with slow speed. The foremost portside wingtank of the ARTEMIS was punctured and a fire broke out immediately. The LUKSEFJELL managed to free herself and after anchoring for repairing the steering gear she could proceed to Rotterdam. The ebb tide pushed the ARTEMIS around over starboard and herewith she was assisted by the Dutch coaster HEILOO which was proceeding to sea close astern of her. By putting the bow against the stern of the tanker she helped the swinging around. At the same time the HEILOO took 20 crewmembers of the ARTEMIS on board. Several crewmembers of the ARTEMIS jumped overboard to swim to the shore as did the pilot. Unfortunately three crewmembers drowned and a fourth victim was a steward who was burned seriously and died in hospital later. Meanwhile the Hoek van Holland fire brigade started attempts to extinguish the fire while assistance was underway from Rotterdam. Due to an error in translation it was thought at first that the ARTEMIS carried marine diesel, but in fact it was jet fuel! Nevertheless the fire brigade managed to extinguish the fire by around 19:00 and the whole evening was used to cool the ship. The next moring the ARTEMIS was towed to Rotterdam to dicharge the remains of the cargo and for repairs. Fortunately the jet fuel in the ARTEMIS did not explode as many lives would have been lost and (part of) Hoek van Holland would have been destroyed. …. PHOTO OF THE DAY …..
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The AFRICAN LILY is seen Eastbound in the Kiel Canal. Photo : Chris Rombouts (C)
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