daily collection of mar itime press clippings 2014 –...

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2014 – 330

Distribution : daily to 31650+ active addresses 26-11-2014

Number 330 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Wednesday 26-11-2014

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Biglift’s HAPPY DOVER moored in Vitoria (Brazil) – Photo : Sten William - CSV Geoholm ©

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EVENTS, INCIDENTS & OPERATIONS

The SAFMARINE NOMAZWE inbound in Melbourne – Photo : Dale E. Crisp ©

Kolossen worden goed ontvangen in Antwerpse haven

Zondag wordt aan kaai 363 in de haven van Antwerpen een tweede lading zware modules verwacht voor het Optara-project van raffinaderij Total aan de Scheldelaan. Ze worden aangevoerd door het schip 'Rolldock Star'. De Antwerpse agentuur Europe Cargo treedt op als ontvanger in opdracht van het Spaanse Coordinadora Internacional de

Cargas. “De modules werden op een site in het Spaanse Tarragona gebouwd door het engineering bedrijf Tecnicas Reunidas en kaderen in de B-fase van het Optara-project”, leggen Fred Konings, general manager en Johan De Paep van het Forwarding department van Europe Cargo, uit. Optara staat voor ‘Optimalisatie Antwerpen-Rotterdam Area’ en omvat de bouw van een nieuwe solvent deasfaltering eenheid en een nieuwe mild hydrocracking eenheid op de site van Total in de Antwerpse haven. “De projecttermijn

bedraagt zo’n 180 dagen en omvat vijf verschepingen van in totaal 34 modules”, aldus Europe Cargo. Een eerste lading van negen modules met een gewicht van elk 78 tot 320 ton werd eerder al in Antwerpen afgeleverd aan boord van een conventioneel breakbulk schip van de rederij SAL. Het schip dat nu zondag aankomt, de ‘Rolldock Star’, is een half afzinkbaar roro-schip. Ook de verschepingen drie en vier zullen met een roro-schip gebeuren. Voor de vijfde

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verscheping wordt een half conventioneel, half roro-schip ingezet, aldus de agent. In de haven van Antwerpen leggen deze schepen aan op de terminal van A.B.E.S/Katoen Natie aan kaai 363. Daar is een speciaal terrein geasfalteerd voor het ontvangen van de modules. Europe Cargo zorgde voor de afbakening van het terrein en bewaking. De Antwerpse agent staat tevens in voor de opvang van het Spaanse ingenieursteam inclusief overnachtingen, maaltijden, enz. en de planning van de transporten. Alle transport, zowel voor-, na- als maritiem transport is in handen van het Spaanse filiaal van de Britse groep ALE Heavy Lift dat een joint venture heeft gevormd met het Antwerpse kraanbedrijf Aertssen. Die joint venture staat onder meer in voor het transport over de Scheldelaan tot op de site van Total. Daarbij wordt gebruik gemaakt van 80-assige spmt’s en grote telescopische kranen. “We starten met het lossen van de ‘Rolldock Star’ op dinsdag aangezien er maandag niet zal gewerkt worden in de haven vanwege de stakingsdag. Aan boord zitten vier modules, waarvan een van 950 ton, een van 873 ton en twee van 136 ton. De hoogste module meet 32 meter. De andere zijn tussen 20 en 23 hoog. Het lossen zal twee dagen in beslag nemen", aldus Europe Cargo. "Het eerste stuk van 136 ton wordt in de nacht van 27 op 28 november over de Scheldelaan naar de site van Total gereden."De modules worden voor het zeetransport met 2 ton zware buizen vast gelast in het schip. Die buizen moeten voor het lossen weer losgeslepen worden. “Het lossen van zo’n module neemt drie uur in beslag. Het traject van de kade naar de Schelde duurt een uur, van de Scheldelaan naar de site van Total twee uur en op de site is nog een uur nodig om de modules op de daarvoor voorziene betonnen constructies te rijden. Daarna keren de lege spmt’s terug naar de kade”, legt de agent uit. Zoals bij de eerste verscheping zal ook nu de Scheldelaan ’s nachts volledig afgesloten worden voor de duur van het transport.Het schip komt met de roro-ramp loodrecht op de kade te liggen. Dat mag alleen in daglicht gebeuren aangezien het daardoor het scheepvaartverkeer hindert. Dat noemt men ‘Mediterranean mooring’. ’s Avonds moet het schip weer langs de kade aanmeren. De volgende wordt dat scenario herhaald om het lossen verder te zetten, legt De Paep uit. Vooraleer de ramp op de kade kon geplaatst worden, zal ook eerst nog een bolder verwijderd moeten worden. Bron : Arned-Cela Agencies

Evergreen posts higher earnings in Q3 By Lee Hong Liang from Singapore

The EVER DIVINE out bound from Melbourne through Port Phillip Heads destined for Port Botany Sydney

Photo : Bill Barber ©

Taiwan’s Evergreen Marine has posted higher earnings in the third quarter ended 30 September, helped by a surge in non-operating income. Net profit during the quarter rose to TWD2.48bn ($80.18m) compared to a gain of TWD89.52m in the same period of last year. Revenue also increased to TWD37.59bn from TWD36bn in the previous corresponding period.During the third quarter, Evergreen recorded a non-operating income of TWD2.83bn, a significant increase compared to TWD370m a year ago. Source : Seatrade Global

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Helicopter rescues sick woman on cruise ship off Ballina

WESTPAC Life Saver Rescue Helicopter was called out to a cruise ship off the coast of Ballina to rescue a woman suffering abdominal problems. The helicopter was called to the SEA PRINCESS about 60 nautical miles off the coast of Ballina. A medical team on the helicopter was winched onto the ship to stabilise the 69-year-old woman before she was winched up to the helicopter on a stretcher and flown to the Gold Coast University Hospital for further treatment. Source : ballinaadvocate

Statoil cancels Stena Carron rig contract Statoil has decided to cancel the Stena Carron rig contract after fulfilling the work commitments in Blocks 38 and 39 in the Kwanza basin offshore Angola. The rig contract will cease with effect from 21 November 2014. Statoil’s first well results from the area have been disappointing and although the company still sees remaining prospectivity in the basin and on the Statoil acreage, more time is needed to evaluate the well results and mature new prospects before deciding on future activities.The first two Statoil-operated wells in this pre-salt play, Dilolo and Jacaré, have been drilled safely and very efficiently. These two wells also fulfil the drilling commitments on these two Blocks. The Jacaré well in Block 38 has now been plugged and abandoned.Statoil is participating in eight commitment wells across five Blocks in the Kwanza basin. So far four wells have been completed and one well is ongoing in Block 40 operated by Total.The costs of terminating the operations and associated services including the Stena Carron rig contract will be onerous contract and expensed in Q4 amounting to approximately US$ 350 million.The 2014 guiding for organic exploration expenditures of US$ 3.5 billion remains, including the Jacaré well cost in Block 38, which will be expensed in Q4. In addition it is expected that the signature bonus in Block 38 will be impaired. Source : energyglobal

Spliethoff’s MAASGRACHT anchored off Singapore – Photo : Piet Sinke © CLICK on the photo !

Fugro Secures GBP 13 Mln Hornsea Survey Deal

Dong Energy has awarded a contract for one of the largest seabed investigation campaigns in the history of the offshore wind industry to Fugro GeoConsulting. Worth £13 million, it covers geotechnical investigation work in preparation for Hornsea Project One, scheduled to go into operation by 2020 when it will become the world’s first gigawatt scale far from shore wind farm. The park is located 120km off the Yorkshire coast and, when completed, will be able to meet the electricity needs of around 800,000 UK homes. Hornsea Project One is being developed by Smart Wind – a consortium of Mainstream Renewable Power and Siemens Financial Services (SFS) – and Dong Energy.

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Currently awaiting a development consent decision, Hornsea Project One is one of three projects for which Dong Energy was awarded Financial Investment Decision Enabling Contracts for Difference by the Government in April this year. Benj Sykes, Dong Energy Vice President Wind Power UK and Co-Chair of the UK’s Offshore Wind Industry Council, said: “Dong Energy is committed to increasing the UK supply chain content in future offshore wind farm projects and this contract represents an important step in the right direction. It will also help us make significant progress on the journey to reduce the cost of electricity produced by offshore wind farms.” Daniel Deen, Senior Project Manager at Fugro GeoConsulting said “Our geotechnical vessels will undertake seabed cone penetration testing and borehole drilling as part of the detailed site investigation. Subsequent soil testing at our laboratory facilities will also support development of the project infrastructure at this site.” Fugro GeoConsulting plan to use two of the largest and best equipped geotechnical vessels available on the market – M/V Greatship Manisha and M/V Bucentaur – to undertake the investigation work which will begin this month. Source : offshorewind

Van Oord’s CSD HERCULES operating in the Suez Canal - Photo : Rene Wittenbols ©

The SONGA WINDS outbound from Melbourne – Photo : Dale E.Crisp ©

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New Members Apply To Join The “100 Club”

The COSCO SPAIN arriving in Rotterdam-Europoort – Photo : Max Müller ©

Expansion of the world fleet is today creating more “big” shipowners. Over the past decade membership of the “100 Club” – owner groups with 100 or more vessels – has more than doubled. As the fleet continues to grow, more members are expected to join the club, and there are plenty of incentives for them to do so. Thinking Big… The past decade has been a period of intense investment in the world fleet. Since the start of 2005, the number of vessels has grown by a third. However, the number of active ownership groups has grownmuch more slowly – by just 12% – leading to an increase in average fleet sizes, and a significant increase in the number of “big” ownership groups After several years of low vessel earnings, attention has focussed on the issue of consolidation in the shipping industry. For shipowners, bigger fleets provide opportunities to grow revenue, reduce unit costs and enhance client services. They can also offer greater access to a wider variety of financing sources, including capital markets. These can be attractive benefits for owners with big ideas. …Bigger… Ship ownership as a whole has traditionally been fragmented. The current sea-going merchant fleet of 100GT and above stands at 89,335 vessels, which are owned by 22,708 different identified ownership groups – an average of less than 4 vessels per group. 85% of these companies own less than 5 vessels, with a further 12% responsible for between 5 and 19 ships, and 2% between 20 and 49. This leaves just 182 groups with more than 50 vessels, including an exclusive club of 50 with 100 or more.Since the start of 2005, the number of ownership groups with 100 vessels or more has climbed from 20 to 50. In terms of tonnage, this section has now established itself as the biggest, with 26% of the total fleet. Just below it, the 50-99 category has grown by 80% over the same period, while the 20-49 and 5-19 size ranges have grown by 59% and 33% respectively. The slowest-growing category has been ownership groups with less than 5 vessels, which have grown by just 8%. …and Better? Some fleets have grown due to mergers and acquisitions, but for the most part companies have grown bigger as a result of investment in new ships. The “100 Club” fleet has the lowest average age of all the size categories, standing at 12.8 compared with 20.2 for the fleet as a whole. So, big owners also tend to be in a position to benefit from the advantages of more modern fleets, with more modern, possibly more fuel-efficient designs more likely to be favoured by charterers. So, there are advantages to being one of the big boys, and not surprisingly more owners want to join



the club. By the time today’s orderbook has been delivered, another 13 ownership groups will have crossed the 100-ship threshold, and as the fleet continues to grow it is likely that more will join them. Source: Clarksons

Van Oord’s TSHD LELYSTAD in Willemstad – Curacao

Photo : Kees Bustraan – http://community.webshots.com/user/cornelis224 (c)

The LAY VESSEL NORTH OCEAN 105 moored in Vitoria (Brazil) Photo : Sten William - CSV Geoholm ©

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Ross fund orders four supertankers An equity fund established by billionaire investor Wilbur Ross has ordered up to four suezmax tankers at a Chinese shipyard, expanding his bet on shipping by purchasing supertankers for the first time. Ross, a turnaround financier and chairman of WL Ross & Co., ordered four very large crude carriers due in 2016 and 2017 in a joint venture with AWilhelmsen AS, an Olso-based shipping company, he said at a conference in New York. Diamond S Group Inc., a Greenwich, Connecticut-based company controlled by Ross, ordered the tankers with options for four more due in 2016 and 2017, he said. Ross said he remains confident that the tanker market will recover even after weak freight rates scuttled Diamond S’s IPO earlier this year. Fuel-efficient designs will help his ships compete while limited capital will restrain fleet growth, he said.Demand for tankers will outpace global oil consumption because supplies from Latin America and West Africa have to travel farther to high-growth Asian economies than to North America and Europe, Ross said. Suezmax demand grew about 4.9% a year between 2010 and 2013, while demand for supertankers rose 5.5% in the same period, he said. Those rates will slow to about 3.5% and 4%, respectively, as China’s economy moderates, Ross estimates.Tanker rates are still recovering from a glut of vessels after owners ordered too many ships before the global recession. Average earnings for VLCCs, which hold 2 mln barrels of oil, fell 9.6% in the past year to $23,678 a day, compared with as much as $148,000 in 2008, according to the Baltic Exchange. Suezmaxes, which carry half as much crude, are earning $35,686 a day, down from $170,000 in 2008, according to the London-based rate publisher. This follows news that WL Ross & Co. is seeking $1 bln to $2 bln for its next private-equity fund. The business news service Bloomberg said last month that the target for Ross’ sixth main fund would exceed the $640 mln the New York-based firm completed raising in 2012 while falling short of the $4 bln it gathered for its fourth fund in 2007. Ross, a former restructuring adviser at global investment bank Rothschild Inc., started WL Ross with $440 mln in committed capital. Previous funds amassed distressed holdings in steel, coal, textiles and auto parts. He made it onto Forbes’ August 2014 list of the world’s billionaires, with a net worth of $2.9 bln. Source: Financial Mirror

Wisdom Marine Group is a Taiwanese shipping company with a fleet of more than 100 dry bulkers of various sizes. Many of them geared, they are suitable for a wide range of cargos. Even the smaller units make an impressive sight, such as the GENIUS STAR IX at Kiel on Nov 23rd passing towards the Swedish port of Lulea. GENIUS STAR IX was built by Kanasashi Heavy Industries in Shizuoka in 2009 and is fitted with 2 cranes and 2 derricks, each capable of 30 tons. Photo : Martin Lochte-Holtgreven ©

SUEZ CANAL UPDATE Kindly be informed that started from 24/11/2014, the one-convoy system is applied in both directions (North and South), i.e. the convoy from the opposite direction shall enter the canal directly after the other convoy from Port Said or from Suez clears the Canal. Source : Chief of Port Said Traffic Dept. Master/ Essam Mohamed Abdel Reheem Dawood



Asia-Europe Shanghai box rate fell 13.3pc last week to US$809/TEU

THE Shanghai Containerised Freight Index (SCFI) fell 13.3 per cent on Friday from the previous week to US$809 per TEU on the Asia-Europe route, suffering a third straight week of declines, each more than $100.

Hamburg-Sud’s SANTA INES moored at the Pasir Panjang Container terminal in Singapore Photo : Piet Sinke © CLICK on the photo !

"The number of times the market has witnessed a weekly decline of over $100 has increased significantly over the past two years, said Richard Ward, derivatives broker at Freight Investor Services."Between 2010 and 2012 the market recorded just eight weeks when this was the case. However, since 2013 the SCFI has recorded 24 occasions," he said.

"From 2010 to 2012 the average increase was recorded at 10 per cent, with the largest weekly jump seen during this time recorded at 71 per cent," said Mr Ward. "Since 2013, this has increased substantially ?the average increase is now a 32 per cent jump with the highest reported increase in percentage terms at 174 per cent," he said. OOCL announced an $850 per TEU rate hike on Asia Europe cargo for December 7 and Hapag-Lloyd intends to levy and $800 per TEU one on December 15.

But success seems doubtful with so much capacity afloat and the arrival of the world’s biggest box ship, the 19,100-TEU CSCL GLOBE expected to dock at Hamburg in January."Reports also indicate that vessel utilisation is below the key 90 per cent market, at 85 per cent, adding further doubt to the likelihood of a significant rate jump in December," said Mr Ward. Source : Asian Shipper

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Seaborne cargo throughput of 110 million tons in the first nine months sets new record for Port of Hamburg

With total throughput of around 110 million tons, the Port of Hamburg set a new record in the first nine months of 2014. Almost all throughput segments contributed their share to this growth, which at 5.7 percent was outstanding compared to the same period of the previous year. Container handling, which dominates in Hamburg as a universal port, also achieved a record mark of 7.4 million TEU (20-ft standard containers). Gaining 6.4 percent here, Hamburg is growing faster than competing ports in Northern Europe. These reported average growth of 1.9 percent in total throughput and of 4.0 percent for container handling. The Port of Hamburg accordingly enlarged its market share of container traffic for the period January to September from 26.1 percent to 26.7 percent.

Double-digit percentage growth in container traffic with Asia and Africa

“Hamburg is profiting especially from the double-digit growth in the container trade with Asia. With 12.8 percent growth, China particularly, Hamburg’s largest partner in the container trades, contributed to the immense boost in seaborne foreign trade for Germany’s largest universal port. The Port of Hamburg handled 2.3 million TEU containers to and from China in the first nine months of 2014. In direct container trade with Indian ports, in the first three quarters of the year Hamburg achieved a 15.4 percent advance to 176,000 TEU. Development of container trade with Malaysia during this period was also highly satisfactory, advancing by 10.2 percent to 203,000 TEU. Container trade with Africa also made excellent progress, increasing by 28.2 percent. Here it is primarily the container trades with Northern and South Africa that are ensuring steep growth,” explained Axel Mattern, a member of the Executive Board of Port of Hamburg Marketing (HHM).

Positive trend for the Baltic region

Container services with the Baltic region are especially significant for the Port of Hamburg: In the first nine months of the year 1.8 million TEU were transported by feeders in this trade, representing a 2.8 percent increase. Feederships carried 300,000 TEU (+ 29.2 percent) on container services with Polish ports. “The unwavering strong growth of feeder services between Hamburg and Polish ports clearly indicates that along with Hamburg’s well developed rail and road transport services, seaborne container transport is gaining further in importance for supplying the Polish market and cannot be replaced by individual direct services to the Baltic,” said Ingo Egloff, a member of Port of Hamburg Marketing. During the first nine months, volume handled in container traffic between Hamburg and Russian ports reached around 504,000 TEU, that is 5.7 percent below the comparable figure in 2013. “After China, Russia still occupies second place among the Port of Hamburg’s container partners. For the first nine months of this year it was apparent that the weakness of the rouble, particularly, boosted the total number of loaded import containers from Russia handled via the Port of Hamburg, up by 21.9 percent at 120,000 TEU, while the figure for export containers loaded for Russia was 4 percent lower at 296,000 TEU. The total number of loaded containers in this trade therefore rose during the first three quarters to 416,000 TEU (+ 2.3 percent). “With more than 160 feeder weekly connections, 32 to Russian ports, Hamburg is further expanding its function as the central hub in the container trade for the Baltic region,” explained Ingo Egloff, a member of Port of Hamburg Marketing’s Executive Board.

Further rise in the number of ultra-large containerships in Hamburg

Between January and September, 374 ultra-large containerships with slot capacities of over 10,000 TEU called at Hamburg. Up by 23.8 percent or almost one quarter on the comparable period of the previous year at 302, the figure for calls by ships of this size class underlines that for the sake of the port and shipping generally, the dredging and widening of the navigation channel on the Lower and Outer Elbe must be implemented. For 2015, the first registrations have been received for calls in Hamburg by ultra-large containerships of over 400 metres in length. “The Port of Hamburg remains on a successful curve. At the same time, this underlines the urgent need for the navigation channel to be dredged and widened. Today I should like to appeal to all those who care deeply about the Port of Hamburg to make it clear publicly – especially to their international business partners and port customers – that while the project cannot just yet be realized, it is more clearly than ever on course towards its objective”, sais Hamburg’s Senator for Economy, Traffic and Innovation.

More general and bulk cargoes handled in the first three quarters

General cargo throughput of 78.3 million tons was the main factor behind the steep rise of 7.9 percent. An outstandingly good total for container throughput was based on strong performances on both exports, 6.6 percent



higher at 3.6 million TEU, and imports, up by 6.2 percent at 3.8 million TEU. At 900,000 TEU, throughput of empty containers was slightly above the previous year’s level. Throughput in the conventional general cargo segment, 1.1 percent higher at 1.44 million tons, also developed well in the first nine months. Here it was above all exports of iron and steel, paper and timber that generated throughput growth for Hamburg’s multi-purpose terminals. At 31,600,000 tons, 0.7 percent growth was reported for the bulk cargo sector. This result was especially positively shaped by continuing strong grain exports and imports. Primarily to be viewed in connection with restructuring at a refinery located in Hamburg, a distinct 29.2 percent downturn of around 600,000 tons in crude oil imports caused a drop in volumes handled.

The record mark of 144 million tons can be reached at the end of the year

“2014 has in many respects been a record year for the Port of Hamburg. For us, this is both confirmation that we are on the right course with our intelligent solutions, and a motivation to keep the port on a successful course,” said Jens Meier, Hamburg Port Authority Chairman of the Board. For this year as a whole, Axel Mattern, a member of Port of Hamburg Marketing’s Executive Board, predicted: “If all goes well, in 2014 we could achieve a 3.6 percent increase in seaborne cargo throughput and one of between 3.8 and 5.1 percent on container handling.” This is conditional on further growth in container traffic with China and no further extension of the restraints on Russian trade caused by sanctions. For the Port of Hamburg, this would produce figures of around 144 million tons for cargo throughput generally, and of approximately 9.7 million TEU for container handling. That would mean topping the record mark for seaborne cargo throughput last achieved in 2008, namely of 140 million tons.

Sohar Port awaits connection to Gulf

Railway to tap hinterland OMAN's Sohar Port and Freezone's imminent connection to the Gulf Railway will pave the way for the facility to capitalise on the burgeoning local logistics industry forecast to grow beyond US$12 billion by 2017. In addition, shipping lines will be able to use this new link to transship cargo at the port, avoiding the Strait of Hormuz and slashing operating costs, reports UK's Port Strategy. "With a multibillion dollar trade surplus in the GCC region, there is certainly room for growth and enough cargo to keep the region's port and freezone developments busy," says executive commercial manager of Sohar Port and Freezone, Edwin Lammers."Sohar's role is to be the gateway to Oman and the Middle East, the upper Gulf, and Indian Rim," adding that investment in the overall Sohar Port and Freezone project has comes from a variety of sources.Oman International Container Terminal (OICT), for example, has recently completed the $130 million expansion of its container terminal at the port. The project doubled quay length, took yard space to 680,000 square metres and added 14 RTGs and three postpanamax ship-to-shore cranes to the existing complement of heavy lifting equipment. This increased capacity to 1.5 million TEU, with plans to grow to 4.5 million TEU by 2018.In 2013, the port experienced exceptionally strong growth of 37 per cent in dry bulk cargo, rising from 19 million tonnes to 26 million tonnes, meaning this market segment accounted for over half of all cargo handled in that year.The three-berth general cargo terminal, operated by C Steinweg Oman, was the first operational company

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at the port. Its presence was necessary to allow the import of construction materials for the various industries that have sprung up in and around the port since 2004. As for the OICT box terminal, its main task, Mr Lammers said, is to handle the captive consumption cargo and exports from the north of Oman. But the scale achieved by merging Muscat and Sohar's throughput is expected to be sufficient for shipping lines to start calling at Sohar and book cargo destined for Oman directly, rather than transshipping it via neighbouring ports.

The OOCL TOKYO moored in the port of Sohar – Photo : 24/7 pilot Rik van Marle ©

"The additional opportunity this presents is that direct calls will bring transshipment cargo to the region, allowing Sohar to be transformed from a feeder port to a hub port. Our location outside the Strait of Hormuz supports this natural progression, especially when considered against ports in the upper Gulf and the Indian subcontinent," he said.

One of the biggest factors influencing box growth this year will be the relocation of all commercial traffic from Port Sultan Qaboos, in Muscat, to Sohar. The previous traffic of 200,000 TEU is projected to grow by 300,000 TEU to 500,000 TEU. However, Mr Lammers fully expects to grow into the terminal's new capacity of 1.5 million TEU before the expansion in 2018. Source : Asian Shipper

Shipbrokers expect improving tanker market rates going forward

It may have been a mixed bag for tanker owners this week, but another report has been added to those who are estimating a firming of the market. According to the latest weekly report from shipbroker Charles R. Weber, in the VLCC segment, “the pace of VLCC chartering activity was markedly slower this week with the Middle East market observing just 12 fixtures – a 40% w/w reduction – while the tally in the West Africa market dropped by 44% to five fixtures. The slower demand was not unexpected as only a small number of outstanding November cargoes were anticipated to materialize this week while a more aggressive start to the December program was anticipated to occur next week. Ultimately, the number of remaining November cargoes was smaller than anticipated – just one materialized, bringing the month’s cargo count to 116 – which led to more competition for both late November and early December stems. This led to rate losses at the start of the week though by the close of the week the losses were recouped on expectations of strong activity gains during the upcoming week. The AG-FEAST routes ultimately concluded the week with an assessment of ws55 –which 3 points above last week’s closing assessment”, the shipbroker noted. C.R. Weber added that “the quicker conclusion of the November program leaves 7 November positions uncovered – or three fewer than was anticipated a week ago. This compares with 10 at the conclusion of the October program. The narrower supply/demand imbalance coming amid strengthening sentiment is likely to see have a positive impact on rates during the upcoming week as activity levels rebound. Moreover, we note that the December West Africa program could yield more long haul fixtures to points in the Far East, in line with a month-on-month North Sea crude production jump of 12%. This week’s West Africa fixtures were heavily orientated to deliveries in Europe (the first such VLCC fixtures since July) amid a regional Suezmax rate spike which has brought VLCCs into play for voyages to points in the west. With the Europe bound fixtures expected to be compounded by more late December VLCC loadings for voyages to the Far East, the added demand is likely to contribute to rate strength. Moreover, amid the US’ shortened workweek ahead of the Thanksgiving holiday next week and subsequent industry holiday party period, the pace of activity is likely to be fragmented and at times very hectic, thus compounding normal impact on rate sentiment and very likely leading to strong gains across VLCC markets”.



Suezmax The shipbroker noted that “Suezmax rates were markedly stronger this week as the impact of delays at the Turkish straits, strong demand in both traditional and emerging markets and sustained Aframax strength gave Suezmax owners much to capitalize on. In the West Africa market, total fixture activity increased by 46%, w/w, to 19 fixtures. With the activity gain coming on the back of delays in both directions of the Turkish straits of upwards of six days, which significantly constrained available tonnage in combined Mediterranean and West Africa areas, rates posted very strong gains: the WAFR-USAC route added 57.5 points to ws137.5 and the WAFR-UKC route added 62.5 points to ws145. Similarly, the BSEA-MED route gained 42.5 points to ws135. The strong gains appear to have eroded demand levels, however, given that VLCCs offer a 48% reduction of $/bbl freight costs relative to Suezmaxes and rate corrections have already materialized accordingly. During the upcoming week rates should likely continue to correct”. Aframax Meanwhile, the “Caribbean Aframax market saw softer rates materialize this week, despite an uptick in regional demand levels as a widening supply/demand imbalance prevailed. Around 15 fixtures were reported, representing a 50% w/w gain. The specter of port closures on ECMex late last week and early this week also failed to contribute to owners’ position. The CBS-USG route ultimately lost 17.5 points to conclude at an assessed ws147.5. Further rate losses appear unlikely to materialize at the start of the week as owners remain bullish on near term rate progression and anticipate an early rush to fix ahead of the Thanksgiving holiday. Thereafter, strong demand will likely see rates post fresh gains – particularly given recent rate strength for competing regional Suezmaxes – while a lack of activity thereof will very likely prompt further weakness as the impact of a buildup of tonnage during the holiday becomes priced in”. Panamax Finally, according to C.R. Weber, “the Caribbean Panamax market was largely flat this week with little change to the prevailing supply/demand ratio prompting little change to rates. The CBS- USG route hovered between the high ws130s and the ws140 level throughout the week and concludes unchanged from last week’s closing assessment of ws140. A rush to fix ahead of the Thanksgiving holiday could offer owners modest rate upside, at least temporarily. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide

The importance of “fair air” We get very angry about what has become known as “postcode lotteries” with important matters like health or education varying geographically, the standard depending upon where one lives. It is recognised rightly as thoroughly unfair, as people demand a “level playing field” in the provision of these vital services. Laws also need to be enforced fairly, as it would be thought disgraceful if something that was an offence in one part of a jurisdiction was unenforced by the authorities in another. It is the same with global regulations, which is why the remit of the International Maritime Organization is so very important to a globally operating industry like shipping. The arrival of Emission Control Areas (ECAs) on the marine scene introduces a complication, as only some parts of the world are currently covered by these requirements that are designed to reduce harmful emissions by drastically reducing sulphur content in marine fuels. But within these areas, as emphasised recently by BIMCO President John Denholm, there needs to be a uniform standard of enforcement, as it would be grossly unfair if the authorities overseeing one ECA were failing to ensure that all ships were complying with the requirements BIMCO, says Mr. Denholm, “is calling on the governments of these countries to exercise robust enforcement of applicable sulphur limits to ensure a continued level playing field for ships operating in ECAs.” Just consider the situation if an uneven standard of enforcement emerges. Like the

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“postcode lottery” there would be gross unfairness, as those ship operators who were bearing the costs of compliance, probably buying expensive ultra-low sulphur diesel oil (if they had not fitted scrubbers or were operating with LNG), will be hugely disadvantaged compared to any “free riders” who continued to operate with cheaper heavy oil. The non-compliant would profit from the lack of enforcement, while the operators who were working “by the book” would suffer. One should not underestimate the practical difficulties of enforcement, compliance and inspection, which are imminent, as the reality of a whole new cost regime for much merchant shipping arrives with the New Year. There remain many other unanswered questions. Will ship operators be able to pass on the costs of far more expensive fuel? Will the users of ships be willing to pay, or will there be a subsequent modal shift where alternatives to ships exist? A very important “known unknown” is the availability of suitable fuel, bearing in mind the inelasticity of the refinery process, with marine purchasers having to compete with shore side users of this fuel. What might be the effect of local shortages upon prices? Research on these matters is far from complete, but it will not stop the coming into force of low sulphur regulations. It is also thought to be inevitable that the existing ECAs will spread elsewhere around the world so that more ships and shipping routes will be affected and drawn into other low sulphur regimes. This, perhaps, makes it more important that there is, as emphasised by BIMCO’s President, “robust” enforcement. That is fair, surely? Source: BIMCO

Dockwise TRUSTEE arriving loaded with the HERCULES TRIUMPH in Rotterdam-Europoort

Photo : Floor van Kleeff ©

Wave power pioneer Pelamis sinks into administration

Scotland’s pioneering Pelamis wave power company has sunk into administration after failing to find further funding to develop its technology. Earlier this year, the company, based at Leith docks, Edinburgh, celebrated the 10th anniversary of the installation of the world’s first offshore wave power machine connected to the National Grid – the prototype Pelamis machine was installed at the European Marine Energy Centre (EMEC) in Orkney n 2004. This was hailed as a ‘breakthrough’ for the wave-power industry and demonstrated the feasibility of harnessing the power of the waves around Scotland’s coasts. However, Richard Yemm, Chief Executive, Pelamis Wave Power Ltd, announced



that the company has since been ‘unable to secure the additional funding required; for further development of our market leading wave energy technology. “As a result of this the board has reluctantly moved to appoint an administrator to assess the options for securing the future for the business and employees of Pelamis.”Blair Nimmo and Gary Fraser of KPMG have now been appointed as Joint Administrators of Pelamis Wave Power. They hope to sell the business, which employs more than 50 people. Last year, German power giant E.On announced it was pulling out of a marine energy research project involving Pelamis in Orkney. E.On blamed the decision on delays in the development of wave energy technology. Pelamis was one the world's most advanced wave energy technology and companies. It recently received a strong endorsement of this leading position from independent consultants following a series of due diligence exercises. This work included detailed assessments of the onward commercial viability of the technology and designs.

Yemm said that the combination of over 350 man-years of experience in the team, some 15,000 hours of real grid connected test data and intensive parallel R&D work ‘gives Pelamis a unique platform from which to develop and demonstrate the viability of its technology for commercial deployment at scale. Earlier this year, Yemm said: “The progress we have made in the last 10 years has been exceptional, with the decade of development experience including the design, build and operation of six full scale machines.“Developing any new technology is challenging, in the marine environment even more so, but having established this leading position and with so many of the key milestones behind us, we can now look forward with confidence to delivering a commercial wave energy sector over the coming years.”Among a handful of non-executive directors was Stuart Deed, who was appointed to the Board of Pelamis to represent the Scottish Investment Bank.Although disappointed at the company going into administration, Scottish Energy Minister Fergus Ewing said the Scot-Government remains committed to renewable wave power technology. He said: “Clearly the news that PWP has gone into administration is a matter of real regret. This is a sad day for Pelamis and an anxious time for employees and their families.“We have been working closely with Pelamis and its shareholders to try and find a way forward and help support the company in its current form.“Early stage technologies such as this can be difficult, but the development of wave energy has been blighted by the uncertainty facing the energy sector more widely, following reforms of the UK’s electricity market. Our belief in the future success of wave energy is undiminished.”Neil Kermode, Managing Director, European Marine Energy Centre, said: “We have known many of the Pelamis team for years and all of us at EMEC are dismayed by this announcement.

"As a test site we have seen the clever, heroic, innovative work they have done to bring an idea to reality over the last decade. As a Scottish world leader Pelamis have been one of the icons of the marine renewables industry, so we are absolutely gutted at this setback.“It is all the more galling when we know that marine energy has the potential to be a major supplier of power to the UK. But just like anybody who has been to sea, we know how hard it is out there, and trying to build a new power source was never going to be easy.“This announcement is undoubtedly a big setback in the mission to learn how to harvest energy from the sea, but the prize is still there. The waves will keep pounding into the Orkney coastline and the world is still using precious and irreplaceable fossil fuels at an increasing rate.“We know marine energy will have its day. It just looks a bit harder today.”A spokesman for Scottish Renewables – a Glasgow-based trade association – said: “Pelamis’ contribution to this emerging industry has helped cement Scotland’s position as a global leader, and it is important to remember that the prize from the eventual commercialisation of wave energy remains hugely significant. It is to be hoped that a viable way forward can be found for the business.”

ITF slams Panama Canal Authority’s attack on union

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The ITF (International Transport Workers’ Federation) today branded moves by the Panama Canal Authority (PCA) an open attack on trade unions which is in clear breach of the country’s international commitments. The global union federation’s condemnation came as the PCA sought to use the courts to close down the ITF-affiliated Unión de Capitanes y Oficiales de Cubierta (UCOC - Panamanian Tugboat Captains’ Union).

ITF president Paddy Crumlin explained: “The whole ITF stands in solidarity with, and supports, our colleagues in the UCOC against the Panama Canal Authority. The PCA is trying to shut the union down, using tortuous and opportunistic tactics – it’s currently seeking to appeal against a Labor Relations Board decision which was taken as a result of a Supreme Court decision in 2009 and, in doing so, to seek de-recognition and invalidation of the UCOC. The PCA’s petition also calls for the Supreme Court to immediately suspend, as a precautionary measure, the recognition of the union pending its final decision and to seize and freeze the union’s assets.”

ITF general secretary Steve Cotton added: “This is a classic case of union busting and a fundamental breach of the International Labour Organization (ILO) principles of freedom of association which the Panamanian government rightly adopted. The PCA is acting like a state within a state. It is impossible to avoid the suspicion that behind its legal submission is a particularly drastic attempt to avoid having to negotiate a collective bargaining agreement with the UCOC – with a side helping of revenge for trade unions’ rightful attempts to question the PCA’s behaviour.”

In August of this year the ITF and four Panamanian trade unions, including the UCOC, made a formal complaint to the ILO over the PCA’s behaviour (see www.itfglobal.org/en/news-events/press-releases/2014/august/campaign-for-justice-for-panama-canal-workers). As ITF seafarers’ section chair David Heindel commented: “The PCA will not escape the suspicion that this move is at least in part motivated by that complaint. It also looks like an attempt to distract attention from the delays and problems with the opening of the third set of locks in the canal and to cover up the substantial safety and operational issues arising from the waterway’s current operation.”

Lloyd’s Register to class Maersk Supply Service Anchor Handlers ordered at

Kleven Verft The six vessels (plus four options) placed in the Norwegian yard will be assigned Lloyd’s Register (LR) class notations 100A1, Offshore Supply Ship AHTS, Fire Fighting Ship 1 (2400), Ice Class 1A PS, RD (2.8), *IWS Steel cutting is expected to begin in June 2015 with the first two vessels delivering in Q4 2016 and subsequent deliveries at two-monthly intervals thereafter. "With this contract, Maersk Supply Service is once again placing a new building order in Norway, and with this we have taken the next step in our extensive new-building programme renewing our fleet with focus on large Anchor Handling Tug Supply and Subsea Support Vessels. The contract now concluded with Kleven is an important part of the realisation of our ambitious growth strategy," says Maersk Supply Service CEO, Carsten Plougmann Andersen. Morten A. Jensen, Marine Client Mananger, LR in Copenhagen commented: "It is great to see yet another order placed by Maersk Supply Service to LR class, confirming the very good and close relationship between Maersk Supply Service and the business development department in Copenhagen office. It is rewarding to see that our hard work has ensured that LR is again the preferred choice for classification by Maersk Supply Service." Ståle Rasmussen, CEO of Kleven, said: "We are proud of the fact that Maersk Supply Service has chosen Kleven to build their new range of anchor handlers. This proves that Kleven is competitive worldwide, based on our quality, punctuality and price. We look forward to working closely with both Lloyd’s Register and Maersk Supply Service on this large and important project, to ensure it is a success for all parties involved." Leif Gunnar Sandvik, LR’s Senior Marine Representative for Norway said: "It gives us great pleasure to confirm class to LR for these OSVs (Offshore Support Vessels). Lloyd’s Register sees this as a great opportunity to support yard industry in Norway and is looking forward to supporting Kleven, Salt Design and the owners throughout this project. We are grateful for the assignment and are looking forward to a long and successful co-operation with Kleven Verft. Designed by Salt Ship Design based in Stored, western Norway, initial block assembly for the AHTS will be in Poland but final erection of blocks, outfitting, testing and delivery will be at Kleven in Ulsteinvik, Norway."The Kleven order follows Maersk Supply Service’s recent order for four Subsea Support Vessels, also to Lloyd’s Register class, at COSCO Dalian. "The key to a successful completion of such a complex project is to have excellent communication lines between Yard, Designer, Owner and, not least, Class. It is vital that all stakeholders have the required transparency in all processes affecting the quality of the vessel and certainly also the critical parts of the schedule. On previous projects Maersk Supply Service has enjoyed such level of co-operation with LR, and shall be looking forward to once again working together with them," says Head of Special Projects & Newbuilding, Maersk Supply Service, Director Peter Kragh Jacobsen.



Washington fires senior official from ferry system

A senior official in the Washington state ferry system has been fired after 42 years with the transportation department.

Former operations director Steve Rodgers confirmed to the Seattle Times that his employment was terminated on Thursday. He declined to comment further. Washington State Department of Transportation officials would confirm only that an employee was terminated but would not confirm the employee’s name. Rodgers had been on paid leave and under investigation since July.Transportation officials have never explained why Rodgers was under investigation.

Transportation secretary Lynn Peterson has said he treated her disrespectfully. Rodgers has been working for ferry system since he was a senior in high school.He became operations director in 2007 and was paid $122,200 a year. The ferry service also fired his son Josh.He lost his ticket-seller job last year after being accused of stealing money. Source : gmi

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MOONLIGHT AGROUND IN ROTTERDAM-EUROPOORT

The inland water cargo / container vessel MOONLIGHT ran aground in the Yangtzehaven close to the Euromax terminal, she refloated herself at highwater – CLICK on the photo to see the movie Photo / Movie : Kees Torn ©

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SHIPYARD NEWS Vietnam launches advanced coast guard

vessel, starts building another The Vietnam Coast Guard (VCG) Command launched a 3,500 horsepower vessel in the central city of Da Nang on Saturday morning, after holding a keel laying ceremony for another the same day. The first vessel, numbered 9004, is a salvage tug and

can operate in all kinds of weather and rough seas.It can travel at sea for 30 days on end. Song Thu Corporation, under the

Ministry of Defense, also organized a keel laying ceremony for the vessel DN 2000 number 4 at the Song Thu port in Da Nang the same morning. According to Major General Nguyen Quang Dam, Commander of the VCG, the DN 2000 line is currently the country’s most versatile and advanced coast guard vessel. The ship meets all international standards for vessels of its kind.Having a 12,016 horsepower engine, the ship is designed to sail at a maximum speed of 21 nautical miles per hour in a range of 5,000 nautical miles and survive gusts of the 12th level.The construction of the ship, which can operate for 40 days on end, is expected to be complete within 12 months following the keel laying ceremony, Dam added. When launched, the DN 2000 will officially be deployed by the VCG to boost its patrol and safeguarding of the country’s sovereignty over its seas and islands.It will also transport troops and carry supplies for the forces tasked with protecting Vietnamese seas and islands. During the keel laying ceremony, Kommer Damen – chairman of the Netherlands’ Damen Shipyards Group, presented two high-power flashlights and four seawater purification systems to the Vietnam Coast Guard Command. Source : tuoitrenews

Dutch yards may need to rethink contractual structures

ROTTERDAM-based law firm AKD says a recent decision of the Dutch courts means that shipyards in The Netherlands may no longer be able to rely on the right to retain a vessel while awaiting payment for work done. As a result of this unexpected decision, shipyards could be forced to completely rethink their strategy on obtaining security, at a time when money remains tight in the shipping industry. The dispute before the Gelderland Court involved two tankers under construction at the Markerink yard in the Netherlands. Upon completion of building, it was the intention of Rijndec Quality Control to transfer ownership of the vessels to two separate affiliated companies, Rijndec Trading and Rijndec Shipping. The contracts for the completion of the building were signed by Rijndec Trading and Rijndec Shipping, not by Rijndec Quality Control. The project was financed by ING Bank, which held mortgages on both vessels.

After some time, it transpired that Rijndec Trading and Rijndec Shipping were no longer able to meet their financial obligations towards Markerink, whereupon the yard exercised a right of retention on the vessels and sought judgment



against Rijndec Trading and Rijndec Shipping for a total amount of approximately 1.85m Euros. Soon thereafter, ING Bank and Rijndec Quality Control found a buyer for the ships, and maintained that, since the yard was never going to be able to recover the amounts due from Rijndec Trading and Rijndec Shipping, the vessels ought to be released.

The Gelderland Court agreed, holding that the yard was guilty of abusing the right of retention because it had no prospect of being paid by the debtors. AKD partner Haco van der Houven van Oordt says, “It has until now been common practice that a yard is able to exercise a right of retention on a vessel on which it has performed work, until it has been paid. Even if a ship goes to public auction, the yard commonly maintains the right of retention - similar to a lien - and the buyer has to pay the yard all amounts due before being able to take possession of the vessel.

“Now, this surprising decision of the Gelderland Court will set alarm bells ringing for yards that do not have claims against the actual owners of vessels. Those yards, which have often relied on the right of retention, may be forced to reconsider their whole approach to such contractual structures. Of course this is currently only a single ruling from the lower court, but it is most definitely a step in the wrong direction for local shipyards at a time of continuing economic uncertainty.”

ROUTE, PORTS & SERVICES

Offshore and marine sector in dire straits

The offshore and marine sector appears to be sailing into a perfect storm of sinking oil prices, rig oversupply and cuts in capital spending by oil companies, prompting Maybank Kim Eng to downgrade the sector to underweight from neutral. Oil and gas stocks could slide a further 25 per cent if oil prices stay below US$80 (S$103) per barrel – the threshold price for deepwater project profitability – for a sustained period, according to its report.Brent, the global benchmark, rose US$1.23 to US$79.33 a barrel on ICE Futures Europe on Thursday. “Shaky oil prices as oil companies head into their year-end budgeting season could cloud decision-making. This could lead to more cautious budgets,” Mr Yeak Chee Keong, a Maybank Kim Eng analyst, said.“We also expect a broad slowdown in orders for asset builders, which are more capital-expenditure sensitive. Although asset owners with operating expenditure exposure are less likely to disappoint on earnings, they may not be spared either from a sector de-rating.” When concerns over deepwater supply and global oil firms’ capital spending cuts surfaced earlier this year, offshore drillers felt sustained high oil prices could return the market to equilibrium in 12 to 18 months. Lower oil prices have now foiled hopes of a 2015 recovery, the report said. “And if oil prices stay below US$80 a barrel for a sustained period, we see risks of order cancellations. Recent fixtures indicate that deepwater rigs are being renewed at 25 per cent to 40 per cent lower day rates on a perceived supply glut. The jackup rig market looks increasingly vulnerable. About 86 per cent of the new supply here has yet to be contracted. As a result, we expect drillers to defer their new-rig orders in 2015,” the report said. Even if oil rebounds above US$100 a barrel, a short-term rig oversupply may still cap an immediate return in new orders as this was already a problem before the oil-price collapse, Mr Yeak said.“We estimate that the market has factored in $9 billion to $11 billion of new orders for Singapore rigbuilders for fiscal 2015. We believe these are now unattainable as a supply glut in a lower oil price environment could curtail new orders,” he said.

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Although orders for production assets such as offshore floating production, storage and offloading modules are expected to be strong, they may not be enough to make up for weaker rig orders.“Reflecting this, we cut fiscal 2015 and 2016 order intake for Sembcorp Marine by about 20 per cent,” the brokerage said, downgrading the rigbuilder to “sell” from “hold”.Meanwhile, DBS Group Research downgraded offshore support vessel provider PACC Offshore Services to “hold” from “buy”, citing lacklustre third-quarter results as margins declined in key operating segments. But despite the overall sector downgrade, Maybank Kim Eng sees “average upside of 34 per cent” for Ezion Holdings and Nam Cheong, its top picks.OCBC Investment Research also maintained a “buy” call on Ezion and Nam Cheong. OCBC noted that Ezion has entered into a subscription agreement in which Triyards Holdings will issue 29.5 million non-listed warrants to Ezion for $1. Each warrant shall carry the right to subscribe for one share of Triyards at an exercise price of 56.3 US cents a share.Offshore marine group Nam Cheong’s third-quarter earnings beat estimates, with revenue rising 81 per cent year on year to RM618.6 million (S$238.8 million) and net profit more than doubling to RM126.3 million. The firm has seen a record year so far in terms of new orders, OCBC said. Source: The Straits Times

Increased demand and tighter tonnage lift product tanker rates during the

fourth quarter Whilst the first 9 months of 2014 has been a period to forget for most MR owners, the Atlantic Basin has so far performed much better in the final quarter. TC2 (UKCont/USAC) & TC14 (USG/UKCont) triangulation earnings averaged just $11,500/day between January-September 2014, vs. $17,500/day in the same period of 2013 (basis slow steaming) owing to a range of factors. A harsh winter in the US increased domestic product consumption at the expense of exports followed by overrunning and unplanned maintenance at a number of US refineries later in the year. However, as Gibson noted, “in Q4/2014, MRs in the West performed much better with TC2/14 triangulation earnings averaging $16,750/day in October and $24,500/day for November to date. Whilst falling bunker prices have helped lift earnings, the primary driver has been increasing demand and tighter tonnage. Earlier in the month, Venezuela suffered refinery disruptions leading it to increase gasoline and diesel imports from the US and Europe, adding to firm requirements from elsewhere in Latin America. In October a very clear arbitrage window for gasoline to the US helped support rates on transatlantic runs” Still, the shipbroker warned that “despite this recent rally, of all the clean tanker sectors MRs face the greatest risk of oversupply. To date 74 MRs have been delivered, with 14 more expected by the end of the year. Whilst Gibson anticipates higher levels of MR scrapping in 2015, deliveries will remain high into 2015 and 2016 putting downward pressure on earnings potential. With pressure on the European refining industry increasing, all signs point towards more product imports from the Middle East/India, US and Former Soviet Union (FSU)”. The report also noted that “although trade from the East will favour the larger product tankers, the overall impact on tonne mile demand will be of benefit to the product tanker market as a whole, including MRs. Furthermore, while increasing imports from the FSU to Europe is relatively short haul, increasing clean imports into Europe still bodes well for MRs and Handies. Of course any decline in European refining capacity signals negatively for UK Continent/US Atlantic Coast (TC2) trade, yet any increases in the reverse US Gulf/UK Continent (TC14) trade will serve to offset lower European exports. Yet it should be noted that US refinery utilisation has averaged 90% this year with modest capacity additions expected in the near term, limiting the pace at which US product exports can potentially continue to expand”.“Further ahead, news of a potential 2016/17 restart of the US Virgin Islands Hovensa refinery with a planned 300,000 b/d capacity could further alter the dynamics of product trade within the Atlantic. Hovensa would be reconfigured to process US light sweet crudes and would be well positioned to serve South America, Europe and the Caribbean. Hovensa would not be subject to Jones Act restriction, giving it an advantage over Gulf Coast refiners which incur higher freight costs to the US coastline”, Gibson concluded. Meanwhile, in the crude tanker markets this week, in the Middle East, “the AG VLCCS ‘ have had a fairly lacklustre week by themselves, with Charterers either sorting stem dates, partying in Dubai or just feeling that the tonnage list is on their side. Rates took an initial dip from low 50’s too high 40’s for East discharge. Several of the cargoes that then did come into the market found some resistance and took a little time to fix, and then with the firming Suezmax market in West Africa lots of vessels turned their bows in that direction. This gives Owners an alternative and has definitely helped to support the market. This week will be very interesting and there is strong expectation amongst the Owners that rates will improve from the present levels in the high 40’s for East discharge . Many Suezmax Owners decided to ballast to West Africa rather than look at AG cargoes. This in turn had reduced the availabletonnage list and we currently have a stand-off between what



Charterers want to pay and thelevels Owners want to achieve, otherwise they will ballast towards West Africa. An Owner would be looking to achieve around 135,000mt by mid ws 70’s to entice them into fixing a Mediterranean voyage”, Gibson said. Finally, in the North Sea, the market “started the week very active, with a high volume of cargoes as Charterers raced to cover the end November cargoes looking for good itinerary vessels. The firm market then remained throughout the week for Aframaxes in spite of theenquiry slowing down towards the back end of the week. The Baltic firmed to 100,000mt by ws 115 and the North Sea 80,000mt by ws 130 ending the week around these levels”, the shipbroker concluded. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide

Looking at the Seaway Heavy Lifting advert below, the model boat builders of Vaargroep MailLine copied the

advert as can be seen above with their MAILLINE LIFTER installing a base for an offshore wind turbine Photo : Ronald Verburg ©

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J. Lauritzen opens new office in Switzerland

J. Lauritzen establishes new dry cargo office in Geneva, Switzerland with effect from 1 January 2015. “A large and increasing number of our clients are based in Switzerland and about 10-15% of our business is done with Swiss-based clients” says Peter Borup, President of Lauritzen Bulkers and adds “the proximity to clients with a strong trading mindset like ourselves is important not only in terms of sharing knowledge but also in terms of refining our service offerings.”Jens Pedersen, chartering manager at Lauritzen Bulkers’ Copenhagen office will be stationed as head of the new Swiss company, J. Lauritzen S.A.Jens Pedersen started as shipping trainee at J. Lauritzen in 2009. Early 2012 he was stationed as assistant operations manager at Lauritzen Bulkers’ office in Stamford, Connecticut, USA. In May 2013, he returned to Copenhagen to a position as assistant chartering manager. He was promoted chartering manager 1 August 2014 and holds a Graduate Certificate in Business Administration from Copenhagen Business School. Source: J Lauritzen

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B O E K B E S P R E K I N G Door: Frank NEYTS

“Verdrinken zonder water” Bij Walburg Pers verscheen zopas ‘Verdrinken zonder water. De memoires van VOC-matroos Jan Ambrosius Hoorn, 1758-1778’. Bezorgd en ingeleid door Perry Moree en Piet van Sterkenburg. De 17-jarige Jan Ambrosius Hoorn, geboren in Gouda, vertrok in 1758 zonder medeweten van zijn ouders naar Azië op het VOC-schip ‘Leiden’. Hij maakte veel mee: ziekte en sterfte aan boord, mishandeling door officieren, kannibalisme op Timor, en een militaire expeditie in Siak. Hoorn keerde in 1762 terug in Amsterdam en scheepte een jaar later in op de ‘Lekkerland’ richting Ceylon. Ongelukkig in de liefde, zeilde hij gedesillusioneerd naar Batavia. Na allerlei baantjes werd Hoorn in 1770 benoemd tot substituut waterfiscaal bij de Raad van Justitie in Batavia. Zo kreeg hij gelegenheid te participeren in de wijdverspreide corruptie en zelfverrijking tijdens de nadagen van de VOC. In 1778 keerde Hoorn als welgesteld man naar de Republiek terug en vestigde zich als rentenier in Zwolle, en later in Kampen, waar hij overleed. De Groninger uitgever Wolter van Boekeren tekende Hoorns Aziatische avonturen op. Het resultaat verscheen in 1819 onder de titel “Mijne lotgevallen ter zee, en bedrijven op Batavia. In dienst de (voormalige) O.I. Comp.’ Het is een goed leesbaar verhaal, vol overdrijving en zelfoverschatting, van een eigenwijze, handige en soms emotionele man. De bezorgers van Hoorns memoires gingen op zoek naar het waarheidsgehalte van de sterke verhalen van Hoorn. En wat bedoelde hij met “verdrinken zonder water”?

“Verdrinken zonder water” (ISBN 978-90-5730-995-3) telt 256 pagina’s, werd als hardback uitgegeven, en kost 33,65 euro. Aankopen kan via de boekhandel of rechtstreeks bij Uitgeversmaatschappij Walburg Pers, Postbus 4159, 7200BD Zutphen. Tel. +32(0)575.510522, Fax +31(0)575.542289. . In België wordt het boek verdeeld door Agora Uitgeverscentrum, Aalst/Erembodegem. Tel. 0032(0)53.78.87.00, Fax 0032(0)53.78.26.91, www.boekenbank.be , E-mail: [email protected].


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…. PHOTO OF THE DAY …..

The SVITZER EURO and SVITZER DUGONG fitting out at the ASL shipyard in Singapore

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