DAILY COLLECTION OF MARITIME PRESS CL IPPINGS 2012 –...

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2012 – 354

Distribution : daily to 24250+ active addresses 19-12-2012

Number 354 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Wednesday 19-12-2012

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

Birdseye view of Dockwise TERN in the Pointe Noire (Angola)

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EVENTS, INCIDENTS & OPERATIONS

Seen at Garden Island, Sydney. Australian Defence Vessel (ADV) OCEAN SHIELD is a ship of the Royal Australian

Navy (RAN). Ordered by DOF Subsea as the Offshore Support Vessel MSV SKANDI BERGEN, the ship was laid down by STX OSV. During construction, the vessel was sold to the RAN in March 2012. Renamed OCEAN SHIELD, the ship entered service in June 2012 as a civilian-crewed humanitarian and disaster relief vessel, operating in support of the RAN's amphibious warfare vessels. In 2016, after the Canberra class landing helicopter dock ships enter service, OCEAN SHIELD will be transferred to the Australian Customs and Border Protection Service to replace sister ship

Ocean Protector. Photo : Jim Plug ©

Rough voyage ahead for shipping stocks Shipping stocks such as Great Eastern Shipping, Essar Shipping, Shipping Corporation and Varun Shipping may face some pressure at the bourses this week as the Baltic Exchange's main sea freight index, which tracks rates for ships carrying dry commodities fell last week. The overall index, which reflects daily freight market prices for

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capesize, panamax, supramax and handysize dry bulk transport vessels, fell about 16 per cent last week. The stock of Shipping Corporation may see further pressure after Parliamentary panel said the company’s ambitious plans of acquiring of vessels has got it into a deep financial trouble. “The Committee finds the lack of foresightedness on the part of Shipping Corporation as it could not sense the steep decline in the ship prices in the international markets thereby throwing SCI into deep trouble and huge financial losses in the form of ship purchase order,” the Parliamentary Standing Committee on Transport has said in its latest report. Source: Hindu Business Line

''The newbuild vessel DUTCH BLUE belonging to Holland Offshore is seen arriving in Vlissingen last week''

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The NEERLANDIC outbound from Rotterdam – Photo : Ria Maat ©

2013: Challenging year ahead for the marine insurance market

With the headline losses the marine market suffered last year it would be expected that the marine insurance market would see the rising level of claims as the biggest challenge it faces in the year ahead. Despite the Costa Concordia loss set to be one of the most expensive marine insured losses in history it is the global economic crisis which continues to squeeze the market on a number of fronts. When the International Union of Marine Insurance (IUMI) looked to create the theme for its 2012 annual conference the global economy and its effect on the industry and its clients was at the forefront of its thinking. ‘Marine Insurance Charting the Course Through Economic Uncertainty’ reflects the challenge the underwriting community face, that of an uncertain economic environment. As a driver of global trade the marine insurance market is in a unique position to analyse the statistics and performance of its individual underwriting entities to create a picture of the drivers which currently challenge the industry and the changes required to ensure it meets the needs of the maritime community. Internally underwriters have traditionally in the past been able to utilise their premium income to deliver investment returns that have enabled insurers to price risks competitively. The past four years have seen the investment markets crash and underwriters are under increasing pressure to ensure the pricing of the risks they assume is adequate and will deliver a profit. Of all the areas of the international insurance industry, marine insurance is the area which is most closely allied with global trade. Therefore the fortunes of global trade directly affect underwriters. Looking at any area of the media will highlights how bad the world economy is and the difficult times business is in. Global trade is said to have fallen by 15% and with lower levels of cargo, fewer vessels and fewer voyages reduce the level of risks that require insurance coverage. However, there is a flip side to the figures with emerging markets across the world predicting close to double digit growth. China, Brazil and to some extent India are countries that are likely to see the highest growth in the years to come. This growth is not in the westernised, consumer-driven economies but mostly in the countries that are experiencing a rapidly growing population. The consequence is that trade volumes are still increasing. If we examine the dry bulk sector – which encompasses cargoes like grain, ore, coal and other commodities – it is expected to grow more than 7% in 2012 and 2013. There is also an increase in the number of containers being lifted and an increasing demand for transportation of gas. Crude oil and petrochemicals are facing a bleaker future, at the moment. As an industry, marine insurers must be ready to support this growth. Insurers are faced with conflicting views and statistics and a rapidly changing demand for their products. There is a significant need for the underwriting community to show a rapid flexibility, in terms of new products to meet the changing needs of the client and to rapidly deploy its underwriting capacity in areas where there is a sudden uptake in demand as the global economy continues to chart its own course to recovery. Of course, no article which cites the



current issues faced by the marine insurance industry could avoid talking about piracy. The majority of piracy activity remains in the Indian Ocean and is dominated by Somali-based piracy gangs. The efforts of the international navel taskforce have had a positive effect and following the support given by the International Chamber of Shipping and the IMO, IUMI decided to voice its support for allowing armed guards onboard ships whilst transiting piracy infested waters. IUMI’s stand is that it is up to the flag state and the ship owner to agree on the conditions that should rule when a ship is equipped with armed guards. We are encouraged by some countries – the UK and Norway being two – by not only allowing the ship owner to make his/her own choice but also offering guidance and advice when the use of armed guards is considered. There is also much work going on within the private armed security sector to establish a certification and standards programmes for those operating in vessels. However, the waters off the Somali coast are not the only areas of concern for the insurers and the maritime community. There has also been a significant increase in piracy activity off the coast of West Africa centred around the Gulf of Guinea and the major concern for the industry are the reports of the level of violence which is being used towards the ship’s crews by these gangs. Major hull losses such as the Costa Concordia and the MV Rena have demonstrated the level of exposure the marine insurance market faces. The dialogue between hull and cargo underwriters with their clients over the new breed of super-size container vessels of 13,000 TEU and above continues as the level of risk the insurer is being asked to assume continues to rise. Sadly human error continues to be the majority cause of major losses across the maritime industry and IUMI has been working with the industry to ensure industry standards and training levels are fully implemented. Insurance by its nature is designed to protect its policyholders from the unexpected. To do so, underwriters continue to innovate and adapt in a very uncertain economic world. Source: Link2Portal

The STENA CONTEST in Rio Grande – Photo : Marcelo Vieira ©



LNG Carrier Use Seen Declining as Fleet Swells Faster Than Trade

Fleet usage for the 371 ships carrying liquefied natural gas will slide in 2013 and 2014 from a six-year high as demand growth slows and the supply of new vessels expands, DVB Bank SE (DVB) said. Ship yards will build LNG carriers with combined capacity of 8.3 million cubic meters, or about 16 percent of the existing fleet, during the next two years, the bank’s Rotterdam-based research and strategic planning unit said in an e-mailed report today. Liquefaction plants, which produce cargoes, will add about 9.7 percent of additional capacity over the same period, lowering vessel usage in both years, it said. “Fleet growth remains a threat and is likely to impact fleet utilization in a visible way post 2013,” DVB said in the report. Vessel employment will remain “flat” and further orders of new ships may also cut charter rates, it said. “We notice a slight slowdown in demand growth.” Rates rose to a record $150,000 in June as cargoes to Asia from the Atlantic Ocean increased, according to data from Fearnleys LNG, a unit of Oslo-based shipbroker Fearnleys A/S. They subsequently slumped again before rebounding as the supply of cargoes on the trade route fell and then increased. Costs for the ships are at $115,000 daily for shipments to Asia, according to Fearnleys. Liquefaction capacity will expand to 329 million metric tons by the end of 2014 from 300 million tons at the end of this year, according to the report. The plants convert natural gas into a liquid for transportation to terminals by chilling it to minus 260 degrees Fahrenheit (minus 162 degrees Celsius). Fleet utilization will drop to 89.5 percent next year and to 87.7 percent in 2014 from 90.1 percent in 2012, DVB said. Twenty ships will start trading next year and 32 in the following 12 months, it said. Liquefaction capacity will rise to as high as 470 million tons by 2018, the bank said. Excess Capacity “While the fleet is expected to grow further during the next few years, it remains to be seen whether liquefaction plants coming on stream are enough to absorb excess capacity as we don’t expect a significant amount of vessels to be scrapped,” DVB said. Prices for new ships may start increasing once new liquefaction capacity is known as high-cost projects are finalized, it said. “Any increase in ordering activity from current levels could easily derail the case for an increase in newbuilding prices due to fleet overcapacity,” the bank said, adding second-hand prices were expected to remain stable. Source: Bloomberg

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NEW GANTRIES FOR PORT OF LOBITO In Lobito at the end of November on barge business and we noticed interesting activities going on with the arrival of

the ZHEN HUA 9 (Red hull) and ZHEN HUA 13 (white hull) delivering new hardware to the new container terminal. There were great celebrations in fine Chinese tradition with dragon dancing as well as the local Angolan music as the two gantries, one crane and some stacking gantries were off loaded as can be seen from the pictures.

The Port of Lobito has been upgraded with this new container terminal as well as railway lines, a grand new railway station and the completion of the rail

connection to the hinterland of Zambia and Malawi. In addition there is also a very clean and beautiful new airport. Angola is going places and Lobito in particular as it markets itself as a hub for the Southern African hinterland in competition to the other West African ports such as Namibia and Cape Town – watch this space!

In addition, on a lighter note, we found the Port of Registration spelled in an interesting way as can be seen on the photo left. Photos/text : Dennis Henwood ©

The new Singapore cruise terminal with 2 passengerliners moored alongside – Photo : Heiko Hinrichs – Baltship ©



Europe Exports to Asia Seen Surging in Deepening Crisis

When Swedish Trade Minister Ewa Bjoerling visited China in September, she took executives from fashion retailers Lindex AB and Gina Tricot AB to talk about selling more in China, a country better known for exporting clothing. She’s also promoted Swedish exports in trips to India, South Korea, India and Indonesia as the government predicts a one-third increase in sales to Asia in four years. Beneficiaries of the shift may include the companies carrying the West-East shipments. Among them: container lines A.P. Moeller Maersk A/S and Hapag-Lloyd AG. Shipping lines used to sail one full container to Asia from Europe for every three loaded with China-made goods that came back. Those “massive” imbalances are easing now as Europe consumes less and China more, according to BIMCO shipping analyst Peter Sand. Already, shipping lines send two containers to Asia for every three to Europe, he said. “This trend is likely to continue as Asian imports grow faster than European imports,” said Sand, based in Bagsvaerd, Denmark. Sweden, which relies on exports by companies such as Volvo AB, Ikea Group and Electrolux AB to generate half its economic output, estimates that the volume of goods shipped to Asia and Australia will soar 32 percent through 2016, according to a Dec. 6 prognosis by the Foreign Ministry. That’s double the pace of export growth to the European Union. “Asia, and especially southeast Asia, is a growth region with big future potential and it’s therefore important for Sweden to have a presence in these markets,” Bjoerling said in an e-mailed response to questions on Dec. 11. “In many of these countries there is strong demand, which of course is interesting for many of Sweden’s competitive companies.” China-Bound Other nations are also shifting their focus, global data indicate. Containerized trade to Europe from Asia will contract 3.3 percent this year, ship broker Clarkson Plc estimates. Imports to Asia from Europe will increase 5.5 percent, it said. In Denmark, home to Maersk, exporters have been “hurt by the weak cyclical trends in many of our biggest markets in Europe,” Trade and Investment Minister Pia Olsen Dyhr said in a Dec. 10 statement on her ministry’s website. Danish exports to Brazil, Russia, India and China rose 10.1 percent in the August-October quarter from the previous period, Statistics Denmark said Dec. 10. Exports to Europe fell 0.4 percent over the same period, it said. “We must continue to focus on increasing exports to BRIC countries and other developing nations that will make up growing markets in the years to come,” Dyhr said. She plans to visit China twice a year and wants Denmark’s exporters to double shipments to the nation through 2016, she said. ‘Large Organization’ Maersk, based in Copenhagen, is investing in its China operations by “building up a large organization there so we can be ready to help customers who want to export to China,” Chief Executive Officer Nils Smedegaard Andersen said in an interview. Hapag-Lloyd, Europe’s fourth-biggest shipping line, has built up its technology platforms to identify trade flows so it can react quickly to any shifts, according to Rainer Horn, a spokesman for the privately owned Hamburg-based company. Raising capacity for the Europe to Asia route “shouldn’t be a problem,” Horn said in an e-mailed reply to questions. Empty containers on routes experiencing surplus capacity will be redeployed, he said. “Every extra container filled with cargo heading from Europe to Asia will help to reduce the significant imbalance in this trade,” he said. “Hapag-Lloyd has intelligent steering software in place to reduce imbalances and to raise utilization of its over 650,000 boxes globally.” Rising Shares Shares in Maersk, which also comprises oil and retail units, have gained about 14 percent in the past 12 months. That compares with an 18 percent increase in the Stoxx Europe 600 Index. (SXXP) Hapag-Lloyd isn’t publicly traded. Companies that fail to make the shift will be left behind, said Kai Miller, Hamburg-based head of the container desk at London ship broker ICAP. “China is turning into an import nation,” he said. “If you’d have a booming import cargo stream from the Far East to Europe, and you have to bring all the containers back empty, it’d be monkey business.” As Europe struggles to emerge from recession, China is targeting more consumer-driven growth after Vice President Xi Jinping replaced President Hu Jintao as Communist Party head. Retail Sales “It’ll be very, very positive for us - and probably also for the rest of the world - if China succeeds in this development,” Maersk CEO Andersen said. While China’s gross domestic product slowed to 7.4 percent in the July-September period from a year earlier, gauges of manufacturing and retail sales have pointed to a recovery. China’s economic expansion will accelerate to 7.7 percent this quarter and to 7.9 percent in the three months through March 2013, according to the median estimate of analysts surveyed by Bloomberg in October. “A well-balanced import and export trade lane is the best thing a container line can have,” Miller said. “There are only big benefits with getting more cargo attracted to China.” The shift in export and import flows is likely to be long- term as Europe stays mired in sluggish growth for as



long as a decade, according to Robert Bergqvist, chief economist at Stockholm-based bank SEB AB. “The rucksack that Europe has to carry is still quite heavy and will continue to be pretty heavy for perhaps five to 10 years, and that will damp growth,” Bergqvist said in a Dec. 10 telephone interview. “At the same time we’re seeing that these are big potential markets in Asia and I think it’s incredibly important that we’re in the forefront there.” Carriers need to acknowledge that they’re unlikely to find growth in Europe, according to Ken Bloom, the chief executive officer of U.S. e-commerce shipping platform INTTRA, which handles 525,000 shipments a week. “The supply side of the equation is incredibly challenging,” he said by phone. “On the demand side, in the consumer-oriented European market there is no emergence of hope right now.” Source: Bloomberg

The ORASUND passing Spijkenisse outbound – Photo : Anko Staas ©

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Feature: Finding faith in flags Restoring faith in the flag state system of regulating safety in shipping is proving to be a long and slow process. It is 30 years since the first port state control (PSC) regime was established when a group of 14 European countries signed the Paris Memorandum of Understanding (MoU) in the wake of the Amoco Cadiz oil spill off the coast of northern France. The countries involved were, in effect, saying they no longer trusted flag states to fulfil the obligation to perform effective safety oversight and consequently would inspect ships calling at their ports and where necessary detain them. The European example has been followed by regions around the world (most notably in the Asia-Pacific region where the Tokyo MoU was established in 1993) and, with the inclusion of the US which has its own national inspection regime, a virtually global PSC system now carries out thousands of vessel inspections a year, in addition to those performed by flags themselves and commercial interests such as charterers. Key developments in PSC over the past three decades have been the adoption of the “name and shame” policy of publishing regular detention lists and the grading of flags in white, grey and black lists based on inspection and detention statistics. The wealth of inspection and detention data, made public by the regimes individually or through the Equasis website, has also provided useful performance-measuring tools to the flags themselves and the recognised organisations (ROs) delegated by flags to carry out statutory surveys, as well as to ship operators and charterers. One measure of the success of PSC might be in the fact that Liberia, the flag flown by the Amoco Cadiz, now regularly features on the main white lists. This and the presence of nearly all the other major open registers on the white lists has helped undermine claims that they were less safe than so-called traditional flags. Being white-listed or, in the case of the US Coast Guard (USCG), enrolled in the Qualship21 programme, has come to be seen as a defining mark of quality and one eagerly marketed by flags seeking to stand out in a crowded market. Flying a white-list flag, a ship is less likely to be inspected, a fact that could influence a ship owner in choice of register. As the PSC system has forced flags to improve their performance, the number achieving white-list status (43 on the Paris MoU’s current version) is increasing to the point where, however, inclusion has become less exclusive and the differentiation among flags less marked. Last year, however, both the Paris MoU and the USCG decided to include a new factor in their risk-based ratings: the fact a flag had been audited by the International Maritime Organization (IMO). The Voluntary Member State Audit Scheme (VMSAS, but also known as VIMSAS) was set up by the IMO in 2005 and, by October this year, 68 flags had put themselves forward to be audited, with 57 having been through the process. The audit is part of IMO’s response to the criticism of the flag state system that lead to the development of PSC and is aimed at finding out how member states can improve compliance, while helping the IMO itself find better ways of regulating shipping. The benefits of voluntary auditing are already being seen, with those flags that have been through the process being rewarded for their commitment to raising standards. The Paris MoU now produces a separate and shorter list of low-risk flags whose registered ships are eligible for exemption from inspections. This whiter-than-white list has two criteria: inclusion on the main white list and evidence of an IMO audit. The list of Qualship21 flags for 2012 is also shorter than in previous years, with only 18 qualifying; five others would have been included but for their failure to supply (due, perhaps, to time constraints) the required VMSAS information, although two of those did make the Paris MoU list. Typical shortcomings revealed in the audits undertaken so far include a lack of co-ordination among the different government agencies that can often be involved in implementing IMO regulations; a lack of resources; a lack of training programmes; and the absence of documented procedures. A survey of a random selection of reports (published by the flag states concerned themselves) also provides some idea of how complex and demanding the business of managing a flag and keeping it both up-to-date and fully compliant with IMO regulations has become. The thoroughness of the audits and the attention to detail will no doubt have exposed flag administration staff, albeit on a less regular basis, to something akin to the experience ships’ crews face when they undergo a PSC inspection. Flag states will, like seafarers and company staff ashore, have also been made to appreciate the importance of having the right paperwork. Flag state administrations, of course, are merely one and often minor part of overall government business and their ability to meet their IMO obligations can be constrained by the efficiency of the national legislative system. Initially, PSC was seen as only a temporary measure in the belief that the flag state system could be restored to working order in reasonable time and in the hope that port states would not have to shoulder the burden of inspections for long, but the fact that ships, 30 years on, are still subject to PSC inspections is testimony to the challenge the IMO has faced in trying repair the flag state system. Flag state audits are now set to become mandatory from 2014, although it is being left to the member states to decide whether to make the results public or not, a move that will no doubt disappoint those in favour of greater transparency in shipping. With a limited number of auditors, it will take time to audit all 170 member states and it remains to be seen whether it will have the effect of restoring faith



in the flag state system, leaving PSC to continue its work for at least the foreseeable future, but perhaps not for another 30 years. Source: BIMCO

A Danish newbuilding pictured at Esbjerg. The vessel is the installationvessel Sea Installer, owned by A2SEA (a

partnership of Danish state owned energy group DONG Energy and windturbine producer Siemens). Sea Installer is a product of COSCO Offshore Co at Qidong. Delivered in November and transferred directly to Esbjerg for mobilization. The 139 million USD vessel is measuring 132 metres overall on a breadth of 38.9 metres. The Gusto crane managed to

lift 800 tons, and the vessel is capable of working on depth until 45 metres. – Photo : Bent Mikkelsen ©

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India: Governmentt approves four new ship underwriters

India has approved four new ship underwriters that are not part of a global body, and whose liability cover against risks including oil spills and collisions, for foreign ships calling at the country’s ports. The approval comes as India implements new rules making it mandatory for foreign ships entering the country’s ports to hold a valid third-party liability cover against maritime claims. Such third-party liability risks have to be insured with the London-based International Group of Protection and Indemnity Clubs (IG Clubs) or such other insurance company authorized by the government, according to the new rules that took effect from 20 April this year. The Union ministry of shipping has authorized QBE Insurance (Europe) Ltd, represented by British Marine, Amlin Corporate Insurance NV, represented by Raetsmarine Insurance BV, Korea Shipping Association and Korea Shipowners’ Mutual Protection and Indemnity Association under the provisions of the Merchant Shipping (Regulation of Entry of Ships into Ports, Anchorages and Offshore Facilities) Rules 2012, Deepak Kapoor, a deputy nautical advisor-cum-senior deputy director general of shipping, wrote in an 11 December circular. In shipping, third-party liabilities arising from operating ships, such as oil pollution, wreck removal and damage to port property, are commonly referred to as protection and indemnity (P&I). Globally, such third-party risks are insured with the IG Clubs that provides liability cover for about 90% of the world’s ocean-going ships. Typically, the liability cover is given for a year, but ship owners have the flexibility to pay the premium every three months. In case of a default in paying the premium, the cover ceases. The government has decided to ask for valid insurance certificates because ports are often unaware if a ship’s cover has been revoked due to non-payment of premium. This was noticed after a couple of mishaps along the coast. “The new rules are totally unnecessary if our port authorities and port state control do their jobs properly,” said Amulya Singh, a Mumbai-based independent insurance consultant. Port state control is a check carried out by officers of India’s maritime regulator, the directorate general of shipping, on visiting foreign ships to verify their compliance with international rules on safety, pollution prevention and seafarers’ living and working conditions. “No other country, except Japan, has a rule like this. All countries allow any ship with any insurance cover, whether IG Clubs or non-IG Clubs,” he added. As the global shipping industry goes through a prolonged downturn, fleet-owners are taking cover from non-IG Clubs to cut their operating expenses. The implementation of new port entry rules would have posed a problem if non-IG Club firms that insure ships calling at India’s ports were not approved by the government. India plans to set up one P&I club in Indian League by 2015 and one more in the International Group League by 2020, according to the country’s 12th Plan document that was approved recently. Source: Live Mint

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Filipino elected president of global shipping group Philippine Transmarine Carriers Inc. vice chairman and chief executive Gerardo Borromeo was elected as the new president of InterManager, an international ship management trade association of 91 shipping companies running about 5,000 vessels and some 250,000 crew members. Borromeo is the first Filipino to be elected unopposed for the top post and will serve a two-year term. He succeeded Alastair Evitt, the managing director of UK-based Meridian Marine Management. With this development, InterManager has joined the ranks of shipping industry organizations that recognize Asia’s growing maritime influence and have looked east for leaders. The decision follows other high-profile appointments of Asian executives with Japanese Koji Sekimizu leading the International Maritime Organization since January and Masamichi Morooka taking over as chairman of the International Chamber of Shipping since May. Borromeo says in an interview with Manila Standard he brings the value of his Asian roots to InterManager. “I am honored to be the first Filipino to be appointed InterManager president, given that Asia now supplies more than half of the world’s seafarers and nearly half of the world fleet is under Asian control. I will be able to interact with Asia more closely but at the same time I will be expected to retain a global focus,” Borromeo says. He says PTC, one of the largest crew management companies in the country, deploys more than 33,000

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seafarers annually. Borromeo believes his crewing experience was another key factor in his appointment. “The human element is a key driver. We are at an interesting crossroads between ship management and crew management. Ship management is not just about safe shipping, but also about pushing the management capability on board ships,” Borromeo says. Borromeo says one of his main priorities will be the development of young maritime professionals. “InterManager must lay the groundwork for the future. And a key part of that is being able to attract people to a career not just at sea but in shipping. You can build a ship in a year, but it takes 10 years to build a cadet into a master. We need to balance out the cyclicality between building ships and having capable people to manage them,” Borromeo says. He says given the economic climate with about 90 percent of global trade being undertaken in the shipping industry, it will be challenging to push the development of global maritime professionals, as he prefers to call seafarers. Borromeo says more than 6,000 new vessels in the shipping industry will be moving world trade in the next three years. This will bring new opportunities for Filipino global maritime professionals who are widely known for their service-oriented traits, loyalty, flexibility, fluency in English language and commitment to serve. “Times are difficult. It’s all a question of how we maximize the return on investment in assets and people. We all need to think long term and ship managers must work with owners to allocate resources properly. InterManager will continue to engage with all the necessary stakeholders to ensure the safe operation of ships,” Borromeo says. Borromeo’s appointment was formalized during the association’s annual general meeting where four new vice presidents were also elected to focus on specific areas of InterManager business. They are Albertini of Marfin Management (Monaco), treasurer; Peter Curtis of Seaspan Ship Management (Canada), secretariat; Wim Van Noortvijk of ISSA, membership; and Ian MacLean of Hill Dickinson, general counsel. Borromeo has been responsible for the development and implementation of the PTC Group’s strategic initiatives and business development activities engaged in crew management, education and training; medical diagnostics; chartering and logistics; agency and freight forwarding; real estate development; and international professional placement. Borromeo also serves as vice chairman of the International Chamber of Shipping, member of the board of trustees for the Filipino Shipowners Association and a private sector representative on the board of the Maritime Industry Authority. Borromeo earned his bachelor and Master’s degrees from the Massachusetts Institute of Technology in Cambridge, Massachusetts, USA. Source: Manila Standard Today

Vos Sailor: Salvage attempt after crewman's death

A tug has been sent to recover an oil rig emergency rescue vessel which lost a crew member in North Sea gales. Eleven other crew were winched to safety from the VOS SAILOR after it was damaged and took on water about 120 miles off Aberdeen on Friday. Grampian Police said one man suffered fatal injuries. His body has not yet been recovered. The VOS SAILOR is still adrift in the North Sea and a salvage team will tow it to port. Police said the vessel suffered "significant damage" and that a tug boat had been sent overnight from Invergordon to tow it to port. A mayday call was issued at 04:30 on Friday when winds in the area were reported to be more than 70 knots. Bond Offshore Helicopters said one of the winchmen involved played a key role despite sustaining a broken bone in his foot.

During the rescue, the winchman remained on the deck of the stricken vessel until the remaining crewmen had been airlifted. The 42.5m boat, operated by Aberdeen-based Vroon Offshore Services, was in the Balmoral oilfield at the time. A Vroon spokeswoman confirmed it was adrift but had a support vessel with it. The firm said on Saturday it was contacting the crewman's next of kin. Source : BBC

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NAVY NEWS Ghana to ensure Argentine navy ship is released

Argentine navy ship - Ghana says it will ensure that the order of the Hamburg-based International Tribunal on the Law of the Sea to release an Argentine navy ship, detained in the eastern sea port of Tema since 2 October on the orders of the Accra High Court, is implemented. An official statement issued in Accra by Mr. Chris Kpodo, Deputy Minister of Foreign Affairs, on Saturday night reiterated that the arrest of the Argentine vessel arose from a dispute between Argentina and a private foreign company, NML Capital, adding 'the Government of Ghana is not a party to that dispute.' 'However, in as much as we are firmly committed to the rule of law and our own Constitution, we are also firmly committed to our international obligations. 'The Government of Ghana will carefully consider the Tribunal’s order with a view to ensuring that it is given effect, having regard to the requirements of the Constitution and the country’s international obligations,'the statement said.

The Argentine navy training ship, ARA Libertad, was detained on the orders of a High Court in Accra, which upheld a plea by NML Capital that the South American country owed it about US$ 350 million in unpaid money in bonds during a financial crisis it faced in 2001-2002. The tribunal said the ship should be released unconditionally and immediately and should be resupplied for its journey. Argentina had argued that a war ship could not be seized since it enjoyed immunity, but the Accra High Court judge, Richard Adjei Frimpong, said Argentina waived its immunity in the agreement with the Cayman Island-based NML Capital Ltd.

The statement said the High Court's decision to detain the ARA Libertad placed the Government of Ghana in a very delicate situation on the account of the strong and positive relations we enjoy with Argentina. 'Ghana cherishes its democratic credentials with a democratically elected government firmly committed to the rule of law and utmost respect for the separation of powers. It is for this reason that the Government of Ghana was bound to respect the decision of the High Court in Accra to detain the ARA Libertad. 'Under the terms of Ghana’s Constitution, the executive branch of Government must have regard to the independence of the Ghanaian judiciary. Ghana also respects international obligations on the rule of law, including the requirements to guarantee the independence of the judiciary.'

Ghana said it was regrettable that this matter had come to the International Tribunal for the Law of the Sea. The statement said all possible measures had been taken to preserve the health and safety of the 44 sailors on board the vessel, adding that the Ghana Ports and Harbours Authority was providing the Argentine sailors access to all necessary facilities at the Port of Tema, 25 kms east of Accra. 'The sailors themselves are not in detention and are free to go from the vessel as they please,' it said. Argentina flew nearly 300 sailors back home on 24 October when the dispute dragged on. There has been no comment from the lawyers of NML Capital. Source : AfriqueJet

When surprise attack from Okha sank Pak navy ships



The highly successful missile attack on Karachi port on December 4 during the 1971 war by Indian Navy was the first of its kind naval offensive, which originated from Okha naval base in Gujarat. The surprise attack on Pakistani Naval headquarters, where almost the entire fleet of Pakistan Navy was harboured then, sank several Pakistan Navy ships and crippled the country's maritime trade. The success of the operation prompted Indian Navy to declare December 4 as Navy Day, thereafter. Vadodara-based Commander (Retd) Bharat Patel, then a young Lieutenant, was posted at Okha naval base as a communication officer, saw the operation commence and then received the news of successful attack. The base then became the target of constant pounding by Pakistan Air Force rendering it ineffective for launching any further missile ships. However, by then, the damage to the most important and a heavily guarded Karachi port had been done.

"At Okha, the three missile bearing naval ships were to be towed by other ships because of their limited range. Accompanied by a refueling tanker, the ships sailed out at evening, which was quite unusual since there were no night operating facilities available at the base. Fishermen carrying lanterns lined up their vessels on both sides of the canal from the jetty to guide the way," recalls Cdr Patel, talking to TOI on the eve of 41st Vijay Divas, which marked India's victory over Pakistan in 1971. "Till then, we all thought it was one of the night exercises in view of the threat of Pak attack. Then, in the middle of the night, I was woken up to receive a top secret message in the communication room. The message said 'Karachi had been successfully attacked." That's when we got to know about operation Trident (the name given to the Op of missile attack on Karachi)."

By four in the morning, Pakistan fighter planes swooped down at the base, with the intentions of attacking the missile ships, hoping that the same had returned to the base by then. "But, anticipating the move, all the ships anchored at Okha had been moved away while the attack ships were headed some other way. The planes could hit only a refueling tank. For the next three days, they continued to pound us, but fortunately, there was not a single casualty," remembers Patel, who was incidentally, one of the only three Gujaratis serving with the Indian Navy then. "All three of us were Patels," he laughs. Now, 68-year-old runs a construction business in the city. Patel remembers further Pak air attacks continuing till December 10 during the base was badly damaged, but without any casualty. "Immediately after the ceasefire, Navy chief Admiral S M Nanda flew down to meet us at Okha saying, "I want to congratulate these boys who carried out a direct naval attack.'" It was the first time that missiles were used for direct attack by Navy. Source : IndiaTimes

SHIPYARD NEWS

Shipyard Seeks Loan to Build New Cruise Ship

STX Finland is now lobbying the Finnish government on behalf of Royal Caribbean in a bid to get contract for third 'Oasis-class' cruise ship. A loan would help facilitate a deal to avoid Royal Caribbean building its third Oasis-class cruise ship in Germany or France.

STX Finland's chief operating officer Jari Anttila commented on the importance of getting a deal done, "We have asked the government to reconsider the financial settlement." The state owned financing firm, Finnvera, has reached an impasse with Royal Caribbean to securing a loan to allow the proposed ship to be built. STX is concerned that if a deal is not reached soon between Royal Caribbean and Finnvera, the cruise giant may look to shipyards in Germany or France as alternatives. STX has an advantage in that the first two Oasis class ships were built there and Royal Caribbean prefers that the third ship be built there as well. Source : MarineLink

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2012 Turns Into a Special Year for Shipbuilding

Product mix is a big problem for shipyards. In the car industry, for example, the market share of, say, family cars or luxury saloons changes slowly. But shipbuilding orders can swing violently from one product group to another. Supramaxes one day and LNGs the next. It's like Toyota having to switch from family cars to heavy mining vehicles. Ordering in Bulk, Getting Special Today the yards are struggling with a very big product switch. During the 2000s orders poured in for steel intensive tankers, bulk carriers and container ships, growing in value from $23 bn in 2002 to $194 bn in 2007. Orders for specialised vessels were only 18% of the total value of contracts in that year. But then, in 2011, specialised orders surged to a level almost as great as for bulk orders $48.1 bn, compared with $53 bn of bulk orders. And so far in 2012 their market has held steady at $45.7 bn whilst steel intensive orders slumped to $20.6 bn Problem Being Special Whilst shipyards today are certainly glad of any orders they can get, this change of product mix is a bit of a nightmare for an industry geared up to producing steel intensive ships. The eclectic mix of orders placed in 2012 is shown by the pie chart. It includes 30% drill ships, 18% jack ups and semisubmersible drilling units, 8% supply boats, 26% other offshore, 5% cruise and 9% gas. These niche products present ship-yards with very different technical and management challenges from the steel intensive ships built in recent years. There is not much need for the massive and highly developed steel processing facilities built for bulkers. But they make far greater demands on the outfitting, project management and the ability to install and commission specialised equipment. Better The Devil You Know? As the yards move into 2013 the pressure is on. The dilemma is whether to make the giant leap into specialised vessels, or to find some way of encouraging investors to order a few more tankers, bulk carriers and container ships. For yards used to selling repeat designs, change is risky. Specialised vessels place extra pressures on the design office and, in a depressed market with no track record, fewer bids are successful leading to even more pressure on resources. So maybe it's better to stick to what you know. Or is it? With customers and competitors haemorrhaging cash, will there really be orders for vessels already in oversupply? Speciality of the House So there you have it. Today specialised vessels account for more than two thirds of new orders and for yards used to tankers and bulkers that's a problem. For newcomers, specialized orders often mean unexpected losses. But the bulk alternative is also unattractive. Although there is plenty of latent demand, it comes at a price. Well life is full of difficult choices, especially if you're a ship-yard. Source: Clarkson Research Services

Due to our X-Mas holiday the next 3 weeks, and using a low speed internet connection during that period, I herewith ask you to send the photos in a reduced size, (250 / 300 kb JPEG file) during this period.

Your cooperation is appreciated

Mazagon JV gives self sweeping powers

In a sensational twist to the controversy surrounding the formation of a joint venture between public sector unit Mazagon Dock Limited and Pipavav Shipyard, the JV has filed a Memorandum of Association giving itself sweeping powers, far in excess of what existing PSUs enjoy in defence sector. Among the plans of the JV is a bizarre claim to act as a broker in the business of warship and weapon making, which is illegal in India. According to sources and official documents, the MoA filed by the JV is in violation of the guidelines laid down by the defence ministry for formation of such JVs between PSUs and private sector. Besides, it has also gone far beyond what the MDL board had approved, giving rise to questions about who really controls the JV. The latest developments in the JV formation come even as vigilance division of the defence ministry is conducting an enquiry into the entire affair. The enquiry was ordered in the face of allegations that it is being formed in violation of detailed guidelines laid down by the defence ministry in February 2012 for such ventures. The move by the MDL board to go ahead with the JV despite the inquiry has itself surprised many within the government. TOI had reported



on November 30 about the alleged violation of guidelines issued by the defence ministry, and the vigilance inquiry against it. Even as the MDL leadership is yet to reply to the vigilance queries, it went ahead with the JV formation and approved the MoA and Articles of Association for the JV named Mazagon Dock Pipavav Defence Pvt Ltd. According to sources, the MoA and AoA filed by the JV before the Registrar of Companies Maharashtra on December 3 was not what MDL board had approved, in a further twist to the controversial move.

The MDL board approved the MoA for the JV as, "To build surface warships, including implementation of appropriate technologies and reporting systems which are consistent with the current industry standards, procure and supply the required materials/equipment required for undertaking construction of surface warships." However, what was finally filed with the RoC Maharashtra was hugely different and sweeping in nature, bestowing the JV with an aim far bigger than what any other defence PSU has. The MoA now filed with the RoC says the company wants to undertake construction and design of warships to aircraft carriers, from seaplanes to flying boats, and also wants to act as a broker in the industry. Surprisingly, the MoA also declares the JV's intent to make armaments, weapon systems, surveillance communication equipment etc. This declaration defies logic, because the JV doesn't have government permission to build weapon systems, and it is supposed to be only for warship building. Further, the JV has also declared its decision to act as agent and broker in these businesses. The defence ministry doesn't recognize any brokers in the defence business, and it is criminal to be a middleman in the defence sector. Source : Indiatimes

ROUTE, PORTS & SERVICES

Craig Group Launch Largest Ever PSV

Launch of an S-class Platform Supply Vessel (PSV) at Balenciaga Shipyard in Northern Spain for the Craig Group.

The Craig Group has committed £50-million to the construction of the vessel, Grampian Sovereign, and its sister ship, Grampian Sceptre. Managed by The Craig Group division North Star Shipping, the two IMT-982 designed vessels will also create 50 new jobs for the Aberdeen based company. Going on long term charter in 2013 in the North Sea, the vessel represents a continued drive by the group to operate the largest and most modern British wholly owned fleet engaged in the UK offshore industry, supporting 50 installations in the North Sea.

The vessels are 83 metres long with an 18 metre beam and have diesel electric propulsion systems which offer greater fuel economy and efficiency. They have been specifically designed to meet the requirements of operators in the North Sea. Douglas Craig, Chairman and Managing Director of Craig Group, whose wife Isobel Craig named the vessel this week in Northern Spain, said: “This is an historic moment for The Craig Group and for North Star Shipping. Launching such a large ship firmly underlines our position as market leaders of the provision of offshore support, ROV Survey, platform supply vessels and emergency response and rescue vessels in the North Sea.” This investment brings the total new-build programme by Craig Group since 2003 to over £230 million, representing 22 new vessels built. At present the fleet stands at 36 vessels and includes a mix of

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Platform Supply, Tanker Assist, ROV Support, as well as Emergency Response and Rescue Vessels. Source : MarineLink

Yang Kee Group opens Singapore's US$98 million chemical logistics hub

YANG Kee Group Pte Ltd, a new Singapore logistics service provider, has opened its S$120 million (US$98.3 million) one-stop chemical logistics facility, the Chemical Logistics Hub on Jurong Pier Road. The facility is positioned help address the rising demand for chemicals in the booming emerging markets in Asia, a company statement said. Singaporean Trade and Industry Minister Lee Yi Shyan attended launch and spoke of the rising demand for chemicals in the booming emerging markets in Asia.

"The country's comprehensive infrastructure and production synergies combined with the region's growing demand for chemical products makes Singapore an ideal base for global players expanding their presence in Asia," said Yang Kee deputy managing director Ken Koh. Mr Koh thanked SPRING Singapore for its help, saying Yang Kee was proud to contribute to enhancing Singapore's position as a global business centre, which and delivers solutions and creates. The five-storey hub is the largest facility of its kind in Singapore, and will centralise operations from Yang Kee's other warehouses. The company has reduced costs by S$2.7 million a year and has achieved a 20 per cent productivity gain.

Yang Kee is one of the SMEs benefiting from SPRING, the city state's support that is geared towards helping SMEs cultivate innovation and reinforce existing competencies. Source : Asian Shipper

The FALCON PRIDE seen in Dubai – Photo : Capt. Hans Bosch ©

PHE to drill 20 wells, double production

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Pertamina Hulu Energi (PHE) WMO says it wants double its oil and gas output by the end of 2013 by opening new wells at its West Madura offshore (WMO) block in East Java. Imron Asjhari, the general manager of PHE WMO, a subsidiary of state energy firm PT Pertamina, said over the weekend that the firm wanted to open 21 production wells at the wedge to increase production to 20,000 barrels of oil per day (bpd) and 140 million metric standard cubic feet per day (mmscfd) of natural gas. The block currently produces 9,000 bopd and 120 mmscfd of gas from an existing 10 production wells, according to the company. Production has been falling, however, declining at a rate of 50 percent per year.

“Such a decline is rooted in the condition of the oil and gas reservoirs at the West Madura block, which are many in number but small in size. We must not delay our investments in the block by installing new platforms and drilling new wells,” Imron said in a statement. “Without more investment, the block will only be capable of producing 3,000 barrels of crude oil per day.” The firm was previously approved to invest US$1 billion to develop the offshore block by now-defunct upstream oil and gas regulator BPMigas, which has been temporarily replaced by the government’s SKMigas task force. The PHE WMO’s investment fund for 2012 was US$708.77 million, comprising $437.99 million for capital expenditures and $270.77 million for operations.

In additional to drilling new production wells, the firm will increase its number of exploration wells from the six to nine in 2013, Imron said. PHE WMO has yet to achieve its oil production targets after taking over the WMO block from Korea-based Kodeco Energy, which operated the block between 1981 and 2011, when the government declined to extend Kodeco’s contract just days before it expired. Dwindling production was attributed to Kodeco’s unwillingness to invest in the block amid contract extension uncertainties, according to SKMigas.

Under Kodeco, production at the WMO block topped 26,000 bopd and 170 mmscfd. Imron said PHE had allocated money to conduct more studies and to complete a 3D-seismic survey for the firm’s working areas in the Madura Strait next year. “If the results are positive like in the northern part of the block, we can start planning for drilling to find more reserves and to further increase output from 2014 to 2016,” he said. Source : Jakarta Post

Seen Sunday afternoon off Fort Denison, the ferry Queenscliff, this is one of four Freshwater class ferries that

operates the Manly ferry service between Circular Quay, Sydney and Manly. The ferry is owned by the Government of New South Wales and operated by Sydney Ferries Corporation. It is named after Queenscliff Beach on Sydney's

Northern Beaches. Photo : Jim Plug ©

Prince Rupert's surpasses design capacity, hitting 500,000 TEU in 5 years

The Port of Prince Rupert, British Colombia, has topped its initial design capacity of 500,000 TEU after its first five years in operation, the port authority announced. The 500,000th container of the year was moved on November 18 during a port visit by the 8,000-TEU COSCO Vancouver. The terminal has handled 515,9254 TEU in the first 11 months of the year. By comparison, in the first full year of operation in 2008 the terminal moved 182,523 TEU.



"The year-over-year growth we've experienced has made the Port of Prince Rupert the fastest growing container terminal in North America and one of the fastest in the world," said port authority CEO Don Krusel. "Reaching and surpassing 500,000 TEU is a testament to the strength of the partnerships we created with government, our port stakeholders, the public and the labour community," Mr Krusel said. "This project leveraged infrastructure investments by the federal and provincial governments into the Asia Pacific Gateway. It has made a profound impact on Prince Rupert and communities across Canada that now benefit from a direct connection to China, Korea, and other economies of southeast Asia." Currently the terminal handles three weekly calls, amounting to 3,000 containers per vessel moved through the Prince Rupert. While designed to handle 500,000 TEU, new efficiencies have brought up real capacity to 750,000 TEU, as the terminal boasts of the fastest transfer speeds from ship to rail in the region. Source : Asian Shipper

10-11-2012 – The BRITANNIA G northbound in the North Atlantic trying to hide in the swell

Photo : Iain Forsyth ©

Southampton shows it can dock mega ships with arrival of 16,000-TEUer

WITH the first of a new generation of containerships to enter service, ports in Europe and Asia are being put to the test and initial feedback is positive with no problems experienced to date by the 16,020-TEU CMA CGM Marco Polo.

The ship is the first in the world with a nominal capacity in excess of 16,000 TEU, but is only slightly larger than the 15,550 TEU Maersk ships that have been in service for several years. But the CMA CGM ships will be calling at different ports than Maersk vessels, Southampton being one exception, noted London's Containerisation International. The south of England port has been quietly smarting over recent remarks that Felixstowe was the only UK port able to handle the latest mega ships. It has now proved its critics wrong after CMA CGM Marco Polo berthed without a hitch, despite the relatively narrow approach to the DP World Southampton terminal.

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Photo : Chris Brooks - www.ShipFoto.co.uk ©

"There were no problems," said terminal manager Chris Lewis. That view was endorsed by Velibor Krpan, the ship's master, who said that none of the ports at which CMA CGM Marco Polo had called so far on its maiden voyage had struggled to berth or work the 396 metre long, 53.6 metre wide ship with its 16 metre draft.The ship will also be calling at Hamburg, Bremerhaven, Rotterdam, Zeebrugge and Le Havre, as well as Malta, the Middle East and Asia. The ship can carry 21 rows of containers abeam, compared with 23 on the Maersk vessels, but many ports including Southampton are investing in cranes able to stretch across 24 rows of boxes.

Southampton has also shown container lines that it can handle two ultra-large boxships at the same time. The 10,700-TEU APL Barcelona, on the berth when CMA CGM Marco Polo arrived, was able to pass the French line's ship on departure without difficulty. Southampton port director Doug Morrison believes that has finally answered any questions about whether the UK's second-largest container terminal was ready for the even larger boxships now entering service. CMA CGM has another two vessels of just over 16,000 TEU on the way, while vessel-sharing partner Mediterranean Shipping Co (MSC) has three of the same capacity under construction. Maersk has 20 ships of 18,000 TEU on order that will enter service next year, but their UK port of call will be Felixstowe.

Although Southampton does not expect to catch up with Felixstowe, owned by Hong Kong's Hutchison Port Holdings, which handles 3.5 million TEU annually, Mr Morrison is confident that it can offer a competitive alternative that should allow volumes to grow substantially. Despite business being flat because of weak economic conditions, "I see no reason why throughput should not be up to 2.5 million TEU in the future", he told Lloyd's List. Associated British Ports, the landlord for the container berth under construction, is investing around GBP150 million (US$241 million) on that project, plus new cranes and dredging the main channel. Source : Asian Shipper

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