DAILY COLLECTION OF MAR ITIME PRESS CLIPPINGS 2013 –...

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2013 – 275

Distribution : daily to 26975+ active addresses 02-10-2013 Page 1

Number 275 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Wednesday 02-10-2013

News reports received from readers and Internet News articles copied from various news sites.

SOUTHERN OCEAN (Ex Bourbon Oceanteam 104) alongside at Technip’s Asiaflex Facility in Johor Malaysia. Operated by Fugro-TSMarine in Perth, contracted for Umbilical-Lay on

Shells Deep-Water development offshore Sabah Malaysia. Photo : via Capt. Chris Parker – Master MPSV Southern Ocean ©

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EVENTS, INCIDENTS & OPERATIONS

The YANTRA BHUM approaching the Singapore Braini container terminal - Photo : Piet Sinke ©

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Unrest In Egypt-Issues Faced By Shipowners

The overthrow of President Mohammed Morsi by the Egyptian military has resulted in violent scenes, civil unrest and hundreds of deaths across Egypt. Many in the maritime world are watching closely to see what effect, if any, the events in Egypt will have on the Suez Canal. The Suez Canal is, of course, one of the world's primary shipping routes with in excess of 20,000 ships passing through it each year. On 31 August 2013, a COSCO container vessel was attacked in the Suez Canal; however, the attack was unsuccessful. In a statement by the Suez Canal Authority the

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incident resulted in "no damage, whatsoever, either to the ship or its cargo of containers." To date, this has been the only reported incident in the Suez Canal during the recent period of unrest in Egypt. Nevertheless, the situation remains fragile and potentially volatile. This note sets out a number of key issues faced by shipowners in light of the current situation in Egypt.

Can owners refuse to call at Egyptian ports? War risks clauses in charterparties usually provide a right of the owner to refuse to enter a load port or discharge port if, in the reasonable opinion of the master, entering that port would place the vessel, its crew or its cargo at risk of "war risks". In the context of the current situation in Egypt, "war risks" usually include civil war or civil commotion. When is the degree of risk in proceeding to a port to be assessed? This is usually understood to be the date of the charterer's orders. Notably in The Paiwan Wisdom [2012] EWHC 1888 (Comm), it was held that, under the CONWARTIME 2004 clause, the shipowner was not precluded from relying on that clause to justify its refusal to proceed on a voyage to Kenya ordered by the charterer where there was no material change in the risk of proceeding with that voyage between the date of the charterparty and the date of the order.

Can owners refuse to transit the Suez Canal? Some war risks clauses go even further and provide a right of the owner to refuse a charterer's orders regarding the route the vessel should take to perform a voyage. This right of refusal is, again, confined to circumstances where, in the reasonable opinion of the master, the vessel, its crew or its cargo would be put at risk if the charterer's orders (as to the route taken by the vessel) were followed. In addition, there is English authority1 for the proposition that, in certain circumstances, an owner may be entitled to reject a charterer's employment orders where following such orders would place the vessel, its crew or its cargo at risk, even in the absence of an express right to do so in the charterparty. In this context, employment orders would include the route taken by the vessel. Whilst Egypt is currently experiencing severe unrest, given that only one vessel (of the 50-60 transiting the Suez Canal per day) has been affected by the unrest with no resulting damage, an owner would not be entitled to reject a charterer's orders to transit the Suez Canal unless, of course, the situation deteriorates.

What happens if the Suez Canal is closed? Given the significance of the Suez Canal for global trade, the Egyptian government and the wider international community will go to great lengths to keep the Suez Canal open. However, the situation remains unstable and, as such, shipowners may wish to consider the issues which might arise in the unlikely event that the Suez Canal is closed. For vessels under time charter, the situation does not give rise to many complications. Hire remains payable at the daily rate and it will be up to the charterer to make alternative plans for the vessel's employment. The situation is more complex when vessels are under voyage charter. Freight may have been fixed in advance on the basis of a transit through the Suez Canal. If this becomes impossible because of its closure, an owner may find itself having to make a much longer and more hazardous journey to the discharge port (i.e., round the Cape of Good Hope) in order to fulfil its obligations to the charterer. The situation becomes further complicated on a laden voyage as the owner will owe additional obligations to the bill of lading holder.

Frustration In certain circumstances, an owner may be relieved of his contractual obligations if the alternative route renders the contractual performance radically different from the original agreement between the parties such that the contract is frustrated. This issue was considered in The Eugenia [1964] 2 Q B 226. In that case, charterers ordered the vessel to proceed through the Suez Canal at the outbreak of the Suez War. The charterparty required that the ship should proceed "via the usual and customary route". The Court of Appeal held that this meant that the vessel should follow the route which was usual and customary at the time of performance, not the route which was usual and customary at the time the parties entered into the charterparty. On the facts, it was held that performance via the Cape of Good Hope was not radically different from that which was contemplated by the parties when the charter was concluded, and therefore the charter was not frustrated. For the doctrine of frustration to apply, "It must be more than merely more onerous or more expensive. It must be positively unjust to hold the parties bound" (Lord Denning at page 239). Given the date of this judgment, it will be interesting to see how the courts will approach this question 60 years on.

Safe port warranties Most charterparties will contain a charterer's safe port warranty. Accordingly, if, at the time the orders are given by the charterer to proceed to a port, that port is unsafe, then the owner is entitled to reject those orders. A port is considered "safe" if the vessel in question can get to, use and return from it without, in the absence of some abnormal occurrence, exposing the vessel to danger that cannot be avoided by good navigation and seamanship. Whether a port is unsafe will depend on the facts of each case, but the current situation in Egypt is unlikely to render its ports unsafe without a further increase in disruption and danger.

Charterparty protection



For the reasons set out above, an owner is less concerned about the potential closure of the Suez Canal in the context of a time charter. However, owners may wish to provide expressly for the closure of the Suez Canal when entering into voyage charters. The charter could, for example, provide that, where a voyage is contemplated to involve transit through the Suez Canal, freight is to be renegotiated or subject to a deviation calculation if the Suez Canal is closed for a specific period. For charters already on foot, a number of other charterparty clauses could provide rights for both parties, including clauses relating to war risks, deviation, safe port warranties and detention/demurrage. Furthermore, as mentioned above, owners should always consider their additional obligations to bill of lading holders.

Conclusion Owners should continue to monitor developments in Egypt in order to ascertain the level of risk to their vessels, crew and cargo. The contents of this note is general only and should not be relied upon without specific legal advice. Source: Mondaq

The TERASEA EAGLE (in joint venture colours), at present commissioning and fitting out at JMU shipyard Japan,

she is the 3rd vessel of TeraSea's 205t BP raptor class AHTS Photo : Capt Frederick Hodgins – Master TERASEA EAGLE ©

Seychelles takes maritime security precautions to the next level

When some years ago, during an interview in his office, the Seychelles Minister for Home Affairs and Transport, at the time also holding the Environment and Energy portfolios, Joel Morgan made it plain that his country viewed any pirate attack on ships in their economic exclusion zone as a clear and present danger to the security of his country, many sat up and took notice how the Seychelles were against main stream opinion advocating armed responses and arming

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ships traversing her waters. Several successful rescue missions later, during which only one hostage was slightly injured, the world apparently had finally wised up and the international maritime community has now also made moves towards having armed guards on high value cruise liners, oil tankers and container ships, though none has yet reached the level of the Seychelles, which again has taken the lead again. Information from Mahe confirmed that all six ships belonging to the Seychelles Petroleum Company, are now protected by the Seychelles Vessels Protection Detachment, which operates under the auspices of the Ministry of Home Affairs as a special security unit.

According to a report from Victoria a formal demonstration of the skills intense training gave to the crews on board such ships took place earlier in the week, with a mock attack being staged and successfully repelled by the armed guards on the ship. The Seychelles depend on the timely arrival of fuel to propel thermal power stations and keep vehicles, ships and aircraft supplied with diesel, petrol and JetA1 aviation fuel, and the security of the fleet of tankers is paramount with national security overall. Officials reportedly commented that threat levels on the open ocean are still high and having armed security on board now, and the crews trained in emergency responses, has vastly improved the safety of such ships when sailing to and from the main port of Victoria. International cruise lines too have started to come back to the Seychelles, and in fact are being encouraged by the newly launched Vanilla Island Organization to set up inter island cruises connecting the various members like Seychelles, Mauritius, Madagascar, Mayotte, Comoros, Reunion and the more recent addition of the Maldives, and secure and safe operations are a mandatory requirement to attract passengers to sail across the Indian Ocean with them similar as done in the Caribbean. ‘Cruise traffic is very important for the Seychelles. We proposed that international cruise lines establish itineraries around the Vanilla Islands. But there is also the market for yachts and large sailing ships which so often in the past visited us. During the peak of the Somali piracy problem, only a very few yachts came to visit and when one yacht was hijacked after leaving from Victoria it came to almost a standstill. Now that the international coalition naval forces have restored law and order on the high seas Seychelles again can welcome yachtsmen from everywhere. Our government’s move to arm our vessels is therefore welcome and if international cruise ships need such assistance the Seychelles is w illing to assist’ said a regular source when passing the information on earlier yesterday. Seychelles, again taking the lead and others will undoubtedly follow, sooner or later. Source: eTurbo News

The BAHTERA MULIA anchored of Singapore last Sunday – Photo : Piet Sinke ©

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The 2012 built GIB flag asphalt/bitumen tanker IVER BRIGHT entering Grand Harbour, Malta during sunrise Photo : Capt. Lawrence Dalli - www.maltashipphotos.com ©

Otto Marine and Mosvold Supply Group reach amicable agreement

The Board of Directors of Otto Marine Limited announces that the Company and its subsidiaries (the “ Otto Group ”) and the Mosvold Supply Group have reached an amicable agreement to end the disputes and all the arbitrations between the two groups of companies arising out of the terminated contracts for four AHTS vessels constructed by the Otto Group. The parties have agreed to settle without admission of liability and on a confidential basis, the Company said in a press release.

MAJESTIC MÆRSK northbound in the Sound passes NORWEGIAN STAR, this year's final cruise vessel to visit in Helsingborg. MAJESTIC MÆRSK is on the way from Copenhagen to Gothenburg after being christened by Crown Princess Mary in Copenhagen and visited by about 50,000 people over five days. According to estimates additional 175,000 people will have seen the ship from the dock during this long week MAJESTIC MÆRSK has been in Copenhagen. Photo / Info : Per Körnefeldt ©

Baltic Dry Index down to 2,046 points On September 27, 2013, the Baltic Dry Index dropped to 2,046 points, down 67 points (3.17%) against the level of September 2

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Lego version of the world's largest ship sets sail

The Maersk Triple-E is the world's largest ship. Now Lego fans can build their own version of the maritime behemoth.

Lego said that the model includes rotating screw blades, two scale 8-cylinder engines, port-side windows, and shipping containers that can be taken off.

Conquest MB1 heading for London gateway, UK.

Accompanied by tugs En Avant 20 and Sea Charly Conquest MB1 is outbound Flushing, the Netherlands, heading for London gateway, UK. Conquest MB1 is under contract of charterer DEME Environmental Contractors (DEC) for a project at the London Gateway.

Photo: Hans van der Linden @Aerolinphoto BV © The 136m x 36m x 8m barge has a free deck space of 3,700 m² for 9,000 t of cargo, a

permissible deck strength of min. 20 ton/m² and an accurate and fully automated anti-heeling system. The 1400 ton

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crane enables custom reeving, with lifting speeds up towards 1.5 m/sec and a swing speed of 1 deg/sec. Conquest Offshore BV is targeting both oil and gas, as wind energy market for offshore transportation, construction and decommission. www.conquestoffhore.com

The pipelay barge ZHPL4 seen moored at the ZPMC yard on ChangXing Island near Shanghai.

Photo : Willem Ooms - IB-OOMS ©

Maersk boss says they got demand wrong when ordering 18,000-TEUers

MAERSK Line CEO Soren Skou is now relying on the P3 vessel-sharing Alliance with CMA CGM and MSC to cut costs and reduce capacity on the Asia-Europe route, after admitting the company misjudged demand strength when ordering twenty 18,000-TEUers in 2011. "It's pretty clear that when we look back to early part of 2011 when these ships were ordered, our view on growth was different than what it turned out to be," Mr Skou told the Wall Street Journal.

The shipping line is expected to deploy US$3.7 billion in ships on the P3 Asia-Europe route in a bid to cut annual costs eight per cent and reduce the number of ships deployed on the major tradelane from 300 to 250, he said.

However, the 20 mega-ships in the Triple E series are expected to boost capacity by six per cent, he was cited as saying. The Journal of Commerce report highlighted that while the P3 Network is expected to lower costs by deploying fewer larger vessels, it is not likely to help ease the overcapacity that has been dragging down freight rates globally. Freight rates on the Asia-to-Europe trade have dived 30 per cent this year to below $1,000 per TEU. Together, P3 carriers will command more than 40 per cent of total capacity on the Asia-Europe trade, if it gains regulatory approval from the European Union. The Alliance is seeking to launch its services in the second quarter of 2014. Source : Asian Shipper

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The SMIT LINGGA moored in an Italian Port – Photo : John Walerych ©

Vessel caution: Hong Kong cross-harbour swimming race on October 6

VESSEL operators are advised to adjust their sailing schedules to avoid obstructing a swimming race across the Eastern Harbour from Lei Yue Mun, Kowloon to Quarry Bay, Hong Kong Island from 0830 hrs to 1030 hrs on Sunday October 6.

Two thousand swimmers, under the escort of guard boats, are expected to participate in the race supported by Marine Department and Marine Police stationed or patrolling in the Eastern Harbour and Tathong Channel before and during the event.

Masters, coxswains and officers-in-charge of all vessels navigating in the vicinity should proceed with caution and give a wide berth to the swimmers, and follow the directions given by officers on Marine Department and Marine Police launches regulating marine traffic in the vicinity.

As the marine traffic in the Eastern Harbour will be affected during the race, vessel operators are advised to adjust their sailing schedule in order to avoid obstructing the race.

In case of inclement weather, the race will be postponed to Sunday, October 20 at the same time of day Source : Asian Shipper

Premature maritime labour Amid this month’s news of drug-smuggling ships set ablaze by their own crews and a tanker holed by not-so-melted Arctic ice, there was one other story that might have nudged some eyebrows even higher. While the floating cannabis bonfires may have raised some interesting environmental legislation questions (“Is psychotropic smoke covered by MARPOL Annex VI?”) and the Arctic incident offered a handy ice-breaker at industry cocktail receptions (“Does one go with the floe?”), an urgent request for medical assistance from a Japanese car carrier saw maritime gynaecology in uncharted but broken waters.

A female crew member went into premature labour and gave birth on the ship, some 100 miles off the coast of California, with the help of a surgeon and midwife winched on board by a US Coast Guard helicopter. Both mother (a



21-year-old Filipino) and baby daughter were reported to be doing well after being taken to hospital when the ship docked the next day.

Coming only a week after it was reported that women applying for seafaring jobs in Australia were being asked if they were pregnant, the incident, unusual as it may have been, is a reminder that, if it is true more women are working at sea, the implications may not yet have been fully realised. Giving women maternity leave but men not paternity leave and exempting pregnant women from certain duties, for example, may in itself be a form of discrimination. While under the Maritime Labour Convention (MLC), which came into force last month, virtually anybody working on a ship, including hotel staff and entertainers on cruise ships, are now defined as seafarers, anecdotal evidence suggests that the number of women doing “real” seafaring jobs on bridges and in engine-rooms is increasing.

One maritime college in The Philippines recently reported the number of female applicants for its courses had more than doubled in the last couple of years to almost 90, although how many were successful was not revealed.

It would be interesting to some, perhaps, to know the split between female navigators and engineers. Research has suggested (not to their faces, of course) their brains may make women less suited to activities involving spatial awareness such as navigating.

Some evidence suggests they might be happier in the engine-room. One female Third Engineer on a tanker, a graduate of the same maritime college in The Philippines, was quoted in an article published last year on the website of the Norwegian embassy in the Asian country as saying women had some advantages over their male colleagues: fitting into small spaces (presumably not when heavily pregnant) and handling “intricate tasks” that men found difficult, for example.

A woman who runs a car repair business in the UK also told The Times of London last week women make better mechanics than men. “[Women] are great problem-solvers, have a tendency to be more dexterous, they have [slightly less] of a tendency to lose their temper… and they’re good communicators,” the newspaper quoted her as saying.

The views of the Third Engineer (now a Second Engineer and an at-home mother) and the garage owner on pregnant women in the workplace, floating or fixed, are not known but the story of the birth on the car carrier caught the eye of one blogging female American seafarer who claims to hold a Master’s licence.

The blogger’s view was that, while she had no problem with women, even pregnant ones, working at sea, the wisdom of doing so while “close to delivery” was questionable, although she did not know how long the with-child seafarer had been on the ship.

Only a week before the car-carrier birth it was reported that a maritime union in Australia had made an official complaint against a seafarer recruitment agency for asking female applicants whether they were pregnant.

The Maritime Union of Australia (MUA), an affiliate of the International Transport Workers Federation (ITF), said the question could be discriminatory and was “offensive and none of the company’s business”.

The recruitment company said its questionnaires were based on Australian Maritime Safety Authority (AMSA) guidelines which point out “normal risks” of pregnancy present “enhanced problems in a marine environment where antenatal, medical and obstetric care are not available”.

The AMSA guidelines also say the physical demands of seafaring, which could include standing for long periods, could increase the risk of “spontaneous pregnancy loss” or miscarriage.

The UK’s Maritime & Coastguard Agency (MCA) also acknowledges the risks of pregnant women working at sea. Under UK legislation seafarers are not normally allowed to work after 28 weeks of pregnancy and before that only on medical advice and after risk-assessments by employers.

The complaint by the MUA was made to Australia’s Equal Opportunities Commission whose decision will no doubt be closely observed by all those with an interest in the employment of female seafarers, including P&I clubs which carry out pre-employment medical examinations (PEMEs).

While PEMEs have saved the clubs millions of dollars by detecting pre-existing illnesses that could have resulted in expensive claims, pregnancy is not classed as a disease and, at least in its early stage, not grounds for declaring somebody unfit to work at sea. Rejecting a seafarer for being pregnant, the ITF claims, may be in breach of the International Labour Organisation’s Convention on Maternity Protection. Nor, the ITF asserts, should being pregnant ever be treated as a disciplinary offence. Under ITF agreements women who become pregnant are entitled to repatriation at the employer’s expense and two months’ pay in “compensation”. It is a lso trying to persuade employers to provide women seafarers with access to confidential medical advice, the contraceptive and the “morning-after pill”.



Whether the industry’s apparent keenness to recruit more women will be tempered by the news of the car carrier birth and the Australian discrimination case remains to be seen. The Norwegian Embassy’s article about female Filipino seafarers was entitled “What men can do, women can do also.” It could have added, “What women can do, men cannot”. This, as they say, could be the pregnant elephant in the room. Source: BIMCO

'Heerema's Deepwater Construction Vessel AEGIR, a customised ULSTEIN SOC 5000 design, leaving Rotterdam

after final outfitting at Huisman Equipment outward bound for first project in Gulf of Mexico' Photo: Hans van der Linden - www.aerolin.nl- @ AerolinPhoto/Ulstein Sea of Solutions ©

Vietnam to Prosecute Following Fatal Ship Collision

The crew of Singaporean cargo ship 'SIMA SAPPHIRE' which collided a Vietnamese fishing vessel leaving 3 dead and 5 missing will be prosecuted since data from the ship's black box incriminates its crew, according to the Vietnam Government.

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The SIMA SAPPHIRE was on voyage to Malaysia from Ho Chi Minh City when it collided with a Vietnamese fishing vessel from the Mekong Delta province of Tien Giang, which was returning to shore with 16 persons onboard. The collision threw all 16 fishermen to the sea, of whom 8 were rescued by the Singaporean ship. The Vung Tau Maritime Port Administartion said recovery of data from the black box incriminates the ship's captain and two of his officers, who now are under investigation. Pham Hien, Director of Vietnam Maritime Rescue Coordination Center for Zone 3 (Vungtau MRCC) said rescue boats searching for the missing men have now

been recalled, but local fishing boats continue the search. According to the SGGP English edition of the government's website, the shipowners will now have to compensate each of the families of the victims who died in the collision off Vung Tau City with US$4,000 each and fishermen who were rescued in the accident with $500 each Source : MarineLink

Mixed fortunes for Taiwanese Liner companies

Taiwanese container shipping companies have experienced mixed fortunes in recent years with varied profitability. Intra-Asia specialist Wan Hai has seen steady returns and resilient growth whereas long-haul players Evergreen Marine and Yang Ming Marine continue to suffer losses mirroring the wider industry downtrend. Financial health varies markedly for the three companies with Wan Hai and Evergreen Marine on a stronger balance sheet footing than Yang Ming Marine which has a stretched balance sheet.

Rahul Kapoor, senior analyst at Drewry Maritime Equity Research stated, “Taiwanese container companies will continue to see mixed profitability as we expect long-haul carriers Evergreen and Yang Ming to see full year losses in 2013 with Wan Hai the only exception. We expect earnings for Wan Hai to be resilient and insulated from volatility in the long haul trades but at the same time any economic recovery in the West is unlikely to reward Wan Hai, corroborating our Neutral outlook on the Company. We are much more positive on Evergreen Marine. We positively view Evergreen’s exceptional timing in judging the investment cycles with cash preservation and strong balance sheet at the core of its strategy. We see Evergreen’s fleet expansion to start bearing fruit in next 6-18 months as unit costs become much more competitive and profitability returns. We are Negative on Yang Ming as we don’t believe the worst is behind them in terms of continued losses and are concerned with its stretched balance sheet. Even as we see positives from bigger vessels joining the fleet in 2015-16, we see the delivery timing a little too late as unit costs stay elevated near term with full year profitability returning only in 2015.”

EMC is our preferred pick for the next 12 months amongst the Taiwanese carriers. EMC has embarked on a large fleet expansion backed by a strong balance sheet. We believe the aggressive fleet expansion by Evergreen will lead to a strong volume growth in the next 6-18 months and unit cost advantage will come to the fore aiding profitability. We are positive on EMC’s balance sheet as we see EMC’s gearing at very comfortable levels. We strongly believe the company’s valuation deserves a marginal premium to its long-term trading multiples, given our estimates of strong earnings rebound in FY14-15. EMC scores a green light and an orange light respectively on Drewry’s bespoke value and risk ranking, indicating Attractive valuation and Medium Risk.

Yang Ming will continue to be loss making with full year profitability unlikely in FY13-14 as weak fundamentals and high interest costs weigh. We expect long-haul freight rates to remain under pressure, which, in addition to YMM’s high-cost base, would lead to continued losses for the company. In the medium term we see unit costs to stay elevated until larger chartered in 14,000 teu vessels join the fleet. We believe these vessels are a much needed fleet expansion for YMM to lower its unit costs and stay competitive. However, we argue that the timing of the vessel deliveries could see YMM face continued cost pressures and struggle to break even in the next 12-18 months. We find valuations expensive as return to profitability is delayed. YMM scores a red light and an orange light respectively on Drewry’s bespoke value and risk ranking, indicating Unattractive valuation and Medium Risk.

Wan Hai has seen its revenues resilient and profitability steady given its high exposure to Intra-Asia trade. However, we see increasing risks from continued cascading and growing threat of competition. The current trade mix gives the company a defensive and stable revenue stream, as freight rates remain less volatile and volumes less cyclical in Intra-



Asia trades. However, WHL’s limited exposure to long haul trades could prove counterproductive as it leads to moderation in its earnings momentum during wider industry upticks. A recovery on major long haul trades will significantly improve the earnings and profitability of WHL’s peers but it will have only limited benefits for WHL. Even as WHL has shown steady profitability in the past, and we are positive on the company’s growth, we are concerned about the supply situation in Intra-Asia trade due to increasing competitive pressures. We see current valuations reaching fair territory. WHL scores an orange light both on Drewry’s bespoke value and risk rankings, indicating a Neutral valuation and Medium Risk. Source: Drewry Maritime Research

Boat carrying migrants runs aground in Sicily

Italian authorities say at least 13 boat migrants have drowned while trying to reach Sicily on a trawler packed with some 200 people, reportedly from Eritrea. The coastguard is looking for more victims. At least 13 migrants drowned off Sicily on Monday while trying to swim ashore after their boat ran aground. The Italian news agency ANSA reported that two suspected crew members had been arrested. Franco Susino, the mayor of the town of Scicli near the point of landfall, told the television channel SkyTG24 that he believed some of the migrants had been thrown overboard by crew members. "These people are treated like animals," Susino said. Italian coast guard official Marco Di Milla quoted witnesses as saying that many of the migrants swam ashore and ran away. Rescue boats and divers were continuing a search for others who had not made it to shore. All the 13 dead recovered were males, he added. ANSA said a swimmer had warned the coastguard after seeing the small abandoned boat in poor condition near the shore. Via northern Africa Earlier this month, the UN refugee agency announced that more than 20,000 migrants had reached southern Italy since January, three times more than the total number last year. Most had come from Eritrea, Somalia and war-torn Syria. Sicily and its islands are frequent destinations for smugglers and their boats which depart from Tunisia, Libya and Egypt. Calmer weather conditions and unrest in the Arab world have led to the surge in migrant arrivals in recent weeks. Last Wednesday, three boats arrived - two on the Italian island of Lampedusa and a third at the Sicilian port of Syracuse - carrying more than 700 migrants. In August, six young Egyptians drowned while trying to come ashore at Catania in another part of Sicily. Source : Reuters / DW

Ship that ran aground off Umm Al Quwain being emptied

Authorities are working on emptying ship to prevent any leaks from diesel barrels The Umm Al Quwain Emergency and Crisis team on Sunday started emptying the contents of a ship that ran aground off the coast of Umm Al Quwain on Thursday. The ship was loaded with barrels of diesel. No casualties were reported. “The incident caused a minor spill of diesel on the ship’s surface, and the team is currently working on ensuring that the ship is emptied in order to prevent any other leaks from occurring,” said an official on the site. Source : GulfNews

Efforts to refloat grounded Formosa Plastics tanker fail

Effort to refloat a Taiwanese tanker off Grand Bahama have failed for the third time. At approximately 2:30 p.m. on 26 September the Formosa Falcon, a 39,307 dwt vessel, controlled by Formosa Plastics, ran aground off the coast of Grand Bahama. Reports are that the vessel was altering her position at Freeport anchorage due to her proximity to another vessel. Whilst altering its position, the vessel’s captain reported that westerly winds of 15 knots forced the vessel aground. The vessel is a fuel tanker with 12,796 tons of alkalyte. There is no evidence of emission of this product into the waters and the hull is reported intact, the Bahamas’ Ministry of Transport and Aviation reported. The ministry has just released news that efforts to refloat the ship continue to be thwarted. A third attempt to refloat the M/T Formosa



Falcon by the owners was not successful on Saturday. The salvage team made several efforts to re-float the grounded vessel however, the laden vessel remains grounded under the supervision of a tug vessel. Booms have been deployed to protect the coast line in the event of an unforeseen incident. Source : Sinohipnews

ASA Names New Officers for 2013-2015 The American Salvage Association (ASA) elected a new slate of officers at its fall meeting on September 9 in Arlington, Virginia. Paul Hankins, Vice President for Salvage Operations at Donjon Marine Co., Inc., was elected President, succeeding Tim Beaver, Global Diving & Salvage, Inc., who served as President from 2011-2013. Todd Schauer, Resolve Marine Group, was elected Vice President, and Jim Elliott, Teichman Group, was named Secretary/Treasurer.

Mr. Hankins has over 30 years’ experience in the marine industry after graduating from the U.S. Naval Academy in 1981 with a Bachelors of Science in Naval Architecture and from George Washington University in 1991 with a Master’s degree in Environmental Management. He has participated in countless national salvage and oil spill response operations and exercises and has held positions with the Navy SUPSALV; with SERVS Alyeska in Valdez, Alaska; as Deputy Director of Maritime and Land Security at the U.S. Transportation Security Administration; and as president of Donjon-SMIT.

“I am very pleased to head this new team of impressive leaders in the salvage industry, as we work to continuously improve marine casualty response while protecting people and the environment,” said Hankins. In addition, David DeVilbiss (Global Diving & Salvage, Inc.), Robert Tyson (Svitzer), George Wittich (American Marine Corporation), were elected to ASA’s Executive Committee. John Cameron (Charleston Pilots) was elected chairman of the Associate Membership Committee, and will serve on the Executive Committee in that capacity. “Tim Beaver has been a tireless leader for ASA for the past two years. We owe him a huge debt of thanks for his service to our members and to the salvage industry,” Hankins continued. “I expect that ASA will be very active in the next couple of years as the new regulations for non-tank vessel response plans are implemented, and we continue to work on obtaining responder immunity, environmental protection, and other challenges in the salvage industry like those presented by Arctic response and megaships,” Hankins said.

The American Salvage Association is a trade association promoting professionalism and improving marine casualty response in the coastal and inland waters of the Americas.

Japan Coast Guard vessels and equipment in high demand in S.E. Asia, Africa

Vietnam, locked like Japan in a territorial row with China, is showing keen interest in acquiring new patrol boats modeled after Japan Coast Guard cutters to safeguard its fishing grounds and the fishermen who operate in those waters.

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Vietnam expects to become eligible in October to acquire such vessels under Tokyo's aid programs.

The development is welcomed not only by Japanese shipbuilders, but also the Abe administration which has pitched the idea of using his country's coast guard cutters to contain China's growing maritime presence in regional waters.

Prime Minister Shinzo Abe, for example, agreed in July to provide the Philippines with 10 new coast guard patrol ships as part of Japan's official development assistance.

Aside from Vietnam, seven other mostly Southeast Asian countries are eager to work closely with the Japan Coast Guard and learn from its advanced equipment and technology Those countries are primarily concerned about the prospect of clashes with neighbors over sovereignty disputes, intrusions into their territorial waters by foreign fishing fleets and attacks by pirates.

Japanese shipbuilders are pinning their hopes on foreign orders for patrol boats to recover business opportunities lost in the global downturn following the collapse of U.S. investment bank Lehman Brothers in 2008.

Tensions are rising between Hanoi and Beijing over the Paracel Islands in the South China Sea. In January, the General Department of Fishery with Vietnam’s Ministry of Agriculture and Rural Development formed a fishery surveillance force with an eye on protecting Vietnamese fishing boats operating there. Vietnam, however, has few vessels capable of monitoring and chasing intruders. It dispatched a fact-finding team to Japan in July to learn how to enhance its patrol activities.

According to sources close to the Japanese and Vietnamese governments, Japan may also provide patrol boats to the Vietnam Marine Police.

When the Japan Coast Guard Academy's training vessel Kojima made a port call at Da Nang in central Vietnam in late July, Vietnamese Marine Police officials called for closer cooperation between their respective entities during the welcoming ceremony.

The Vietnamese officials showered praise on their Japanese counterparts for the expertise they had shown in the field of maritime security.

The Vietnam Marine Police, part of the navy under the current setup, will be transformed into the Vietnam Coast Guard, an entity separate from the military, in October.

The move is apparently intended to make Hanoi eligible to acquire new patrol vessels and other equipment from Japan within the framework of Japanese aid programs. Japan's ODA is available for only nonmilitary purposes.

Other countries in Southeast Asia, as well as Africa, are also turning to Japan to gather expertise and learn from its training programs.

The Japan Coast Guard has devised programs that are aimed at chasing off pirates in the Strait of Malacca, a v ital route for Japanese oil tankers.

Japan provided the Philippines, Malaysia and Indonesia with equipment and programs to train personnel needed in rescue operations in the event of attacks by pirates or accidents. In 2007, Japan offered Indonesia three patrol vessels, each newly built and measuring 27 meters, under a bilateral agreement that they would be used exclusively against pirates in the Strait of Malacca, terrorists, smugglers and other criminal elements at sea. Japan and other countries in Southeast Asia began to coordinate their efforts after China started to assert its maritime presence in the region. Last year, Chinese surveillance vessels and Philippine patrol boats squared off against each other over a territorial feud concerning the Scarborough Shoal in the South China Sea. Vietnamese fishermen have also repeatedly complained about damage to their vessels from Chinese boats in waters around the Paracel Islands. In March, a Chinese vessel opened fire on a Vietnamese fishing boat.

Providing Vietnam with coast guard cutters is an "issue of great interest" to Abe, said a source in the Japanese government.

Japan also reached an agreement in March with Sri Lanka to deepen collaboration in maritime security, mirroring Tokyo's growing concern about China's heightened presence in South Asia.

China has offered assistance to projects to build ports in Bangladesh and Pakistan, a move that is w idely seen as aimed at containing regional rival India. Moves by Japan to beef up coast guard capabilities of friendly nations are not limited to Asia, however.

In May, it started working with Djibouti to provide the country in East Africa with strengthened maritime security. This followed the dispatch of Japanese Self-Defense Forces and Coast Guard officers to Djibouti in an effort to clamp down on pirates off Somalia. Demand for well-equipped and well-trained coast guard officers has surged in many parts of the world in recent years. How to prepare for potential assaults by terrorists and pirates constitute two of the most pressing issues for coastal nations, according to the Japan International Cooperation Agency, a government-affiliated aid agency.



At the same time, many emerging economies are scrambling to exploit marine resources in their local waters. This has created a need for swift patrol boats that can protect rich fishing grounds. Japan is currently in closed-door talks with the Philippines to supply it with new 100-meter-long patrol vessels.

The idea is the envy of the Philippine Navy, whose main force comprises a fleet of 110-meter class vessels previously used by the U.S. Coast Guard. The Japanese shipbuilding industry hails the mounting foreign interest in acquiring models similar to Japan Coast Guard vessels. Shipbuilders have struggled to land contracts after the global economic downturn in 2008. A stronger yen had long put Japanese shipbuilders at disadvantage against rivals in China and South Korea.

In many countries, upgrading coast guard vessels is typically a lot cheaper than refitting navy vessels. In the case of Japan, the annual budget assigned to the its coast guard is roughly equal to a single Aegis-equipped destroyer held by the Japanese Maritime Self-Defense Force.

That is partly why developing countries, with limited funds, are eager to enhance equipment for their coast guards, rather than their naval forces.

Increasing demand for the Japan Coast Guard's assistance, however, comes at a delicate time for Tokyo, which has a bitter sovereignty dispute with Beijing over the Senkaku Islands.

The Japan Coast Guard does not have a sufficient budget or staff to fully respond to new requests for help and cooperation overseas because it is busy patrolling waters around the Senkakus in the East China Sea.

When it joined efforts to crack down on pirates operating off Somalia, it called on other African countries seeking Japan's assistance to cooperate with it in saving money and manpower. Being based in Djibouti to undertake training programs elsewhere in Africa reflected this thinking. The Japan Coast Guard sent staff members to Djibouti early this month to instruct authorities there how to take perpetrators into custody and other key procedures.

Kenya and Tanzania have sounded out Japan for possible assistance in maritime security. Members of the maritime police in Kenya also attended the session in Djibouti. Source : The Asahi Shimbun

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As Chinese take business disputes abroad, ships caught in legal web

By Keith Wallis

When more than 2,000 passengers aboard China's biggest cruise liner found their ship detained in a South Korean port and their holiday in ruins, they had unwittingly become pawns in a five-year legal row between two Chinese shipping firms.

The impounding of the luxury liner HENNA earlier this month in a foreign country is the type of incident that may occur more frequently in the future as Chinese firms turn overseas to try to resolve legal disputes and recover debts.

In an embarrassment for China's fledgling cruise industry, most passengers had to be flown home after they were stranded for three days in Jeju island in South Korea. The cruise liner was released only after a bond was posted.

Chinese shipbuilders and shipowners are taking a growing number of commercial disputes abroad to bypass a domestic legal system they fear may not guarantee a fair hearing.

Weak enforcement of laws, pressure from well-connected corporate bosses and political interference are some of the hurdles they face, lawyers say.

"In order to avoid local interference at different levels within China, there are Chinese companies which have chosen to give up having arbitration within China and instead choose to arbitrate outside China," said William Leung, head of Hong Kong law and arbitration firm William K.W. Leung & Co.

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This is g iving a boost to newer centres providing arbitration services such as Hong Kong and Singapore, helped by their proximity to the mainland and familiarity with Chinese firms.

But the involvement of foreign jurisdictions in disputes sometimes has unforeseen consequences, as the Jeju case showed.

A South Korean court ordered the Henna impounded on behalf of creditor Shagang Shipping Co Ltd which said the ship's owner HNA Group Co. Ltd owed $58 million on lease payments related to another vessel. The claim had been upheld by arbitration in London.

The cruise liner was set free after HNA put up a $2.7 million bond, Shagang Shipping said. HNA did not comment at the time.

Disputes in China are rising after industries such as shipbuilding boosted capacity to benefit from a decade-long commodities boom but are now facing slowing growth in the world's second-largest economy.

In July, China Rongsheng Heavy Industries Group, the nation's largest private shipbuilder, sought financial help from Beijing and big shareholders after cutting its workforce and delaying payments to suppliers.

Shipping companies, on the other hand, have struggled with low charter rates for iron ore, coal, grain and other commodities that are shipped in bulk.

In 2012, 196 cases were handled by the Hong Kong International Arbitration Centre of which 114 involved Chinese firms. By comparison there were 178 arbitrations in 2011 of which 87 involved mainland companies.

Disputes between shipowners and shipbuilders are up in the last six months, said Arthur Bowring, managing director of the Hong Kong Shipowners' Association and a qualified arbitrator. These have involved shipowners' claims against cash-strapped shipyards after vessels were delivered late, Bowring said.

The deepening of China's role in the transport and trade of commodities is another factor behind disputes. For instance, Bank of China, China's fourth-largest lender by assets, has set up an onshore commodities trading unit.

"We are seeing increased involvement of Chinese businesses in the commodities supply chain, as traders, transporters and financiers, rather than purely as consumers, which will bring them into more disputes when market conditions become volatile," said Will Barber, partner at international law firm Reed Smith Richards Butler in Hong Kong.

London has been the traditional centre for maritime arbitration because shipping contracts have been governed by English law. But other cities such as Singapore and Hong Kong have become important arbitration centres as a result of the commodities boom and China's influence on the sector. Chinese firms are using their overseas branch offices or subsidiaries to circumvent a legal ban on local companies locked in domestic disputes from going overseas to arbitrate, said Grace Hou, an associate at law firm Troutman Sanders.

For its part, China has been overhauling its arbitration system for firms seeking to enforce foreign arbitration awards against Chinese firms, lawyers said. Any decision by a local court not to recognise or enforce a foreign arbitration award now needs to be reported to and approved by the People's High Court in each province and, if upheld, also approved by the Supreme Court in Beijing.

But arbitration in China has become messier since the China International Economic and Trade Arbitration Commission (CIETAC) split last year into three autonomous bodies in Beijing, Shanghai and Shenzhen.

Adding to the confusion, CIETAC in Beijing has set up new arbitration bodies in Shenzhen and Shanghai. This means there are doubts about the recognition and enforcement of decisions by the old and new bodies.

"Enforcement of an arbitral award made by CIETAC Shenzhen or CIETAC Shanghai appears to be a minefield," said Leung of William K.W. Leung & Co. A source at CIETAC Shenzhen, which has changed its name to the Shenzhen Court of International Arbitration (SCIA), said the organization was not aware of any problems enforcing decisions made under its authority.

Liu Xiaochun, secretary general of SCIA, did not immediately respond to requests for comment. China's Supreme Court is expected to soon issue guidelines on jurisdictional issues and the enforceability of awards by the Shanghai and Shenzhen arbitration courts, legal sources said. Source : Reuters

CASUALTY REPORTING Two ships sink under typhoon Wutip's

influence



Two Chinese fishing boats sank in waters near Xisha Islands Sunday evening under influence of Typhoon Wulip, with 47 of the people on board still missing, according to Xinhua news agency. Totally 60 people on the two ships had fallen into the sea with 47 remained unaccounted for. Another fishing boat, with 28 people on board, had lost contact with the ground. Two other fishing boats were also stranded at sea because of strong tides. Authorities in southern China's Hainan and Guangdong provinces had sent teams of rescuers to save the stranded and search for the missing ones. China's maritime authority on Sunday upgraded its wave warning from yellow to orange as Typhoon Wutip, the 21st of the season, approaches land. The central South China Sea is experiencing rough seas under Wutip's influence. Source : ECNS

Fuel spilled as tug sinks near Ballard Bridge

Coast Guard and state Department of Ecology crews are on the scene of a 72-foot tug that sank near the Ballard Bridge . Booms and absorbent pads have been set around the tugboat IVER to reduce the spread of any fuel

released. The boat was undergoing work at a dock along West Commodore Way, about halfway between the Ballard Bridge and the Ballard Locks. There is a sheen on the water, but it’s not clear how many gallons spilled, said Coast Guard spokesman Petty Officer 1st Class David Mosley. Mosley said the tug’s fuel tanks hold 1,700 gallons when they are full, but it wasn’t immediately known how much fuel was aboard.

The Coast Guard was notified by the tug’s caretaker at about 7:30 a.m. The vessel is being remodeled to be used as a floating residence. Coast Guard records list the

owner of the 1925-vintage vessel as William Soderberg of Port Townsend. A blog by Soderberg that tells about the project is at ourtugboat.blogspot.com Source : Seattle times

NAVY NEWS Fire in aircraft carrier INS Virat

Close on the heels of the sinking of submarine INS Sindhurakshak in which all the 18 personnel died, a fire incident took place on country's only aircraft carrier INS Virat off the coast of Mumbai.

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Sources said the fire incident took place on board the INS Virat near the officers' mess section of the warship, sources said. Navy Headquarters termed the event as minor, saying there was no injury to anyone in the fire incident in the air conditioning system on the aircraft carrier last week. The INS Virat is country's only aircraft carrier and is over 50 years old and has undergone several refurbishments to continue in service in view of the delays in induction of the INS Vikramaditya being procured from Russia and the Indigenous Aircraft Carrier being built in the Cochin Shipyard Limited.

On August 14, Kilo Class submarine of the Navy INS Sindhurakshak sank after an ex plosion in its front section where torpedos are kept leaving all the 18 personnel including three officers dead. The Navy has failed to meet the four-week deadline of completing its inquiry into the mishap and is still in the process of issuing tenders for salvaging the boat. The salvaging of the vessel is important for investigators to find out the exact cause of the mishap. INS Sindhurakshak had returned in January after an upgrade by a Russian shipyard at an estimated cost of Rs 480 crore. Source : the Indian Express

After hiding in Melbourne since Monday (no publicity) HMS DARING got away in slight dull afternoon 29-9-2013 off Sorrento, bound for Sydney to a pow wow and to met up with the Village People (surprise guests) on 5th October!

Photo : Andrew Mackinnon – www.aquamanships.com ©

Australian Navy Rescues Two French Yachtsmen

The Royal Australian Navy rescued two French yachtsmen last night whose yacht had sunk 360 miles east of Jervis Bay. The yachtsmen were winched from a small boat by a Navy Seahawk helicopter after they abandoned their yacht

when it sunk in rough conditions earlier. Photo : Andrew Mackinnon – www.aquamanships.com ©

The sailors were returned to the Navy frigate HMAS Perth where they remained overnight before being landed ashore in Jervis Bay. The sailors are in a satisfactory condition after suffering mild hyperthermia. “The recovery of these two sailors has gone very smoothly. The

Rescue Coordination Centre did a great job managing a number of assets including ourselves, fixed wing aircraft and

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the merchant vessel Williams Strait. The final piece of the rescue saw the Seahawk helicopter use its night vision capability to ensure a successful outcome,” said the Commanding Officer of HMAS Perth, Captain Lee Goddard. The Seahawk helicopter is based at 816 Squadron at HMAS Albatross in Nowra, New South Wales whilst HMAS Perth is normally based at HMAS Stirling in Western Australia. Both 816 Squadron and HMAS Perth are participating in a number of maritime exercises occurring in and around Jervis Bay and the East Australian Exercise Area prior to their involvement in the International Fleet Review in Sydney from 4 – 10 October 2013.

SHIPYARD NEWS

The IHC-Merwede built SEVEN WAVES commenced yard trials in Rotterdam-Europoort –

Photo : Jan Oosterboer ©

AUSTAL DELIVERS LCS 4 CORONADO Independence-variant Littoral Combat Ship 'Coronado' (LCS 4) was delivered by shipbuilders Austal to the Navy on September 27, 2013, after successfully completing Acceptance Trials. The delivery ceremony took place on Coronado’s flight deck and was attended by personnel from the LCS Squadron in San Diego, SUPSHIP Gulf Coast, Coronado Crew (both Blue and Gold), the Navy program office, General Dynamics Bath Iron Works (the prime contractor), General Dynamics Advanced Information Systems, and Austal. Craig Perciavalle, President of Austal USA, remarked: “We are proud to deliver this incredible warship to our great Navy, especially in knowing just how important this program is to the Fleet. This milestone could not have been achieved without the hard work and dedication of the incredible shipbuilders here at Austal, as well as our partners from General Dynamics Bath Iron Works, General Dynamics Advanced Information Systems, and the Navy, all of whom should be so very proud of this significant accomplishment.” The LCS program is in full swing at Austal USA with four other ships under construction at this time.

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Coronado (LCS 4) will soon be followed by Jackson (LCS 6) which will launch at the end of the year. Construction is well underway on Montgomery (LCS 8) and Gabrielle Giffords (LCS 10). Omaha (LCS 12) started construction just in the last month. Source : MarineLink

Korean shipbuilders' earnings improving on massive orders, strong won

South Korea's major shipbuilders, led by Hyundai Heavy Industries Co., are witnessing their earnings improve sharply as they raked in massive orders and a strong won helped jack up shipbuilding prices, industry data showed Monday. According to the data, Hyundai Heavy, the world's largest shipyard, has bagged US$15.8 billion worth of orders so far this year, achieving 80 percent of its annual order target. Samsung Heavy Industries Co. has clinched $12.4 billion worth of orders so far this year, equivalent to 95 percent of its annual order target of $13 billion.

Daewoo Shipbuilding & Marine Engineering Co., another major shipbuilder, also has received orders worth some $10 billion, achieving 77 percent of its yearly order target of $13 billion. "The shipbuilders are expected to get massive orders through next year," said Jeon Jae-chun, an analyst at Daishin Securities. Analysts say the three shipbuilders are expected to rack up orders totaling $47 billion this year, about 50 percent more than what they had last year. The local currency's steady rise to the U.S. dollar is also helping the local shipbuilders' earnings improve. The Korean won has climbed around 6.4 percent to the greenback over the past three months. Usually, local shipyards set shipbuilding prices based on the Korean won. "A strong won usually leads to a rise in shipbuilding prices, which is a lso helping improve their earnings," said Park Moo-hyun, an analyst at Etrade Securities. Backed by their massive orders, the shipbuilders' share prices also have rallied over the past few months, data showed. The combined market capitalization of the three shipyards reached 37.3 trillion won as of Friday, rising 22 percent, or 6.7 trillion won, from July 26. Daewoo Shipbuilding saw its share price soar 22 percent over the cited period. Samsung Heavy also posted a 10.8 percent rise in its share price over the cited period. Hyundai Heavy also has risen 30 percent over the cited period. Foreign investors have scooped up local shipbuilders. For one, foreigners bought 129 billion won worth of Samsung Heavy shares this month. Source : Yonhap News

IAI Supplies More Ships IAI has won a contract for the supply of three more Super Dvora MK3 boats to the Israeli Navy. The vessels will be produced by IAI's Ramta plant in the southern city of Be'er-Sheba. The vessel is used by the Navy in its ongoing security activities. The boat is u sed for patrols, protecting Israel's coastline and strategic assets, and is tasked with preventing terrorist activities, including infiltration, among other defensive operations. The Super Dvora MK3 is the fourth generation of its type and was developed in close cooperation between IAI and the Israeli

Navy, using lessons learned whilst on combat operations. The combat vessel includes an advanced propulsion system to allow evasive maneuvering and comes equipped with a variety of combat, detection, defense and attack capabilities. Source : Israeldefence

Treasury won't help Gdańsk shipyard anymore - Karpiński



The state-owned Industrial Development Agency (ARP) has no more ways of aiding troubled shipyard Stocznia Gdańsk, Treasury Minister Włodzimierz Karpiński said. He explained that ARP has fulfilled 100 percent of its obligations, while Ukrainian majority shareholder Gdańsk Shipyard Group has only met 30 percent of theirs, so the agency will not put more state money into the firm. The ARP's chief executive Wojciech Dąbrowski said that the agency granted Stocznia Gdańsk aid of zł.150 million several years ago, in order to maintain the company's competitiveness. “Today we can see that this goal has not been achieved,” he stated. Mr Dąbrowski added that as of the end of June 2013, Stocznia Gdańsk had a zł.375 million loss on sales. Last Thursday, shipyard's employes held a strike demanding the firm pay out their overdue salaries. Source : Warsaw Busines Journal

ROUTE, PORTS & SERVICES

SITC puts order for four container carriers at CSBC

As the wholly owned subsidiary of SITC International Holdings Co., Ltd.,SITC SHIPOWNING GROUP COMPANY LIMITED and the Taiwan international shipbuilding co., LTD. signed a new shipbuilding contract of 4*1800 TEU container ship on September 29, 2013, the Company said in a press release. Vice Chairman and CEO of SITC International, Mr.Yang Xianxiang, Chairman of CSBC Corporation, Taiwan, Mr. Lai Shangui attended the signing ceremony. On behalf of their respective company, Vice President of SITC Shipping Group, Mr.Xiao SenYuan and General Manager of s CSBC Corporation, Taiwan, Mr.Chen Fenglin sign the shipbuilding contract. The amount of the 1800TEU newbuildings from SITC to CSBC would be reached to 12 after this signing. It will further improve SITC fleet structure, enhance the sustainable competitiveness of SITC in Asia market. Source : PortNews

The PRINCESS GUATIMARA moored in Valetta – Photo : John Walerych ©

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Delivery of COSCO AQABA (4,253 teu) completes 20-ship series for Coscon

China's Jiangsu New Yangzijiang Shipbuilding has delivered the 4,253 teu container ship COSCO AQABA. The panamax-beam vessel completes a series of 20 identical sisters that Coscon ordered in late 2007 and early 2008 and whose deliveries have been deferred as a consequence of the economic crisis.

The ship is to phase into the Panama Canal routed Far East to US Gulf service 'AWT' that Cosco Container Lines (six ships) operates jointly with Hanjin (two ships).

On this loop, the COSCO AQABA will replace the 3,534 teu COSCO YINKOU, which moves onto Coscon's and Evergreen's joint 'FAX' Far East Africa Express. Jiangsu New Yangzijiang Shipbuilding delivered the 20 ships over a period of 17 months since April 2012. Source : Linervision

The Finnish Icebreakerfleet" berthed in Helsinki in August 2013"

Photo : Dipl.Ing. Jörg Heuckeroth ©

NWA closes ‘PS1′ in slow-season downshift and starts transpacific fleet carousel

The upcoming winter slack season on the northern hemisphere's east-west mainline trades has prompted the New World Alliance partners to implement a transpacific capacity reduction program and remove one service string from their portfolio.

In mid-October, Hyundai Merchant Marine, APL and Mitsui O.S.K. Lines will therefore shut down their 'PS1' Transpacific service. The loop, which connects China and Korea to the Northern WCNA will close after the HYUNDAI LONG BEACH's final departure from Yantian on 12 October. The 'PS1' is operated by Hyundai (one ship) and APL (five ships), with MOL and Hamburg Süd as slot partners. It presently deploys a fleet of six ships in the size range of 5,514 teu to 6,350 teu. The loop turns in six weeks and calls at the following ports: Yantian (Shenzhen), Hong Kong, Xiamen, Busan, Seattle, Vancouver, Yokohama, Kaohsiung, Chiwan (Shenzhen), Yantian (Shenzhen).

Closing the loop will have a negative capacity impact of 5,758 teu per week and per direction.

In order to distribute this capacity reduction more evenly across the entire American West Coast, the New World Alliance will accompanying measures to the 'PS1' closure and alter the weekly capacities of other transpacific services.

In order to mitigate the capacity impact on Seattle and Vancouver, the alliance's 'PNW' and 'PCX' services will swap their fleets. The 8,900 teu ships presently trading on the 'PCX' will be moved to the 'PNW' loop, which services the Pacific North West with calls at Tacoma, Seattle and Vancouver. On this loop, the ships replace a set of 6,800 teu vessels that move on to sail on the California service 'PCX', which serves Los Angeles and Oakland.



While the vessel swap as such does not affect overall transpacific volumes, it removes some 2,100 weekly slots from California and adds them to the northern ports. Source : Linervision

Hamra port steps up its oil capabilities A senior official in Western Desert Petroleum Company (WEPCO) revealed that the Egyptian company is currently stepping up its efforts to implement a new project including the construction of a new warehouse for storage with a capacity of half a million barrels. The official said: "The Port of Hamra is i ncreasingly ready to ship refined products anywhere in the world." Source : GulfshipNews

Wan Hai makes first call at Zuhai Hutchison Port Holdings's on Friday welcomed the maiden call of Wan Hai Lines' 'NS3' Service at its Zuhai International Container Terminal. The call was performed by the 2,646 teu vessel WAN HAI 313.

Wan Hai had already expended the 'NS3' coverage this August, adding calls at Pasir Gudang, Singapore, Osaka and Keelung. At the same time, the carrier stretched the rotation from 21 to 28 days and added a fourth ship. Right after this move, Evergreen started to slot on the service's Hong Kong and Shekou to Port Kelang segments.

The Zuhai terminal is located at Gaolan on the Nanshui River, southwest of the Zhuhai Special Economic Zone in the Guangdong Province. It is the only natural deep-water port in the western Pearl River Delta.

Wan Hai will be only the second carrier to use the port for international deep-sea connections. The only other regular container loop to call at Gaolan is Gold Star Line's Pearl River Delta to Northen Vietnam loop - a one-ship shuttle with a weekly capacity of only 735 teu. Source : Linervision

OLDIE – FROM THE SHOEBOX

Hoek van Holland ferry terminal in August 1967 – with two Sea-link ferries with the 1950 John Brown & Co built

115 mtr long AMSTERDAM Photo : Harry Stott ©

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B O O K R E V I E W By : Frank NEYTS

Bristol Port and Channel Nostalgia

Coastal Shipping Publications recently published “Bristol Port and Channel Nostalgia”, written by Malcolm Cranfield. It was easy in the early 1960s for a teenager living at Portishead, near Bristol to acquire an interest in shipping. Almost every tide brought a variety of ships passing Battery Point while visits to Avonmouth Docks provided a fascinating new dimension. This book is a pictorial record of some of the ships seen from the 1960’s to the 1980s, by which time the trade of Bristol Port began to decline. The ships range from those owned locally, to those owned by well-known British lines and including a variety of foreign operators. Histories of the ships and their owners are provided together with information on the trading which had brought them to the port. This book will appeal to all ship lovers. Strongly recommended! “Bristol Port and Channel Nostalgia” (ISBN 978-1-902953-61-8) is a hardback book, handy size, of 96 pages, 105 photographs. The price is £16.00, exclusive P&P (£3 European postage). O rdering via the bookshop, or directly via the publisher, Coastal Shipping, 400 Nore Road, Portishead, Bristol BS20 8EZ, UK. Tel/Fax: +44(0)1275.846178, www.coastalshipping.co.uk, e-mail: [email protected].

…. PHOTO OF THE DAY …..

The tug HOLLAND outbound from Rotterdam – Photo : Hans Hoffmann ©

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EVENTS, INCIDENTS & OPERATIONSCASUALTY REPORTINGNAVY NEWSSHIPYARD NEWSKorean shipbuilders' earnings improving on massive orders, strong wonROUTE, PORTS & SERVICES

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