DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 309

Number 309 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Friday 03-11-2017
News reports received from readers and Internet News articles copied from various news sites.

Boskalis PRESIDENT HUBERT inbound for Rotterdam with the CC ATLANTIQUE assisted by
the tugs SIRIUS and EN AVANT 7
Photo : Marijn Van Hoorn Rotterdam Pilot (c)
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 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 309

IN MEMORIAM
Tot het einde toe zelfstandig, het leven in eigen hand houdend, is rustig ingeslapen

Adriaan Sinke
Aad
echtgenoot van
Klazina Sinke Kusters
Vlissingen, 16 november 1929 Maassluis, 29 oktober 2017
Sien Sinke
Piet en Elizabeth Sinke
Alex
Wim en Margreet Sinke
Mariska
Saskia en Yves

U kunt afscheid nemen van Aad in de aula op de gemeentelijke begraafplaats

Maassluis, Hooge Zeedijk 100 te Maassluis, op zondag 5 november van 19.00 tot
19.45 uur.
De crematieplechtigheid wordt gehouden op maandag 6 november om 10.30 uur
in de aula van crematorium de Dijk, Hooge Zeedijk 100 te Maassluis.
Na de plechtigheid is er gelegenheid tot condoleren in de ontvangstruimte van
het crematorium.
Correspondentieadres: Spechtenhof 26, 9502 SL Stadskanaal

***** Pa, Rust zacht *****

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 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 309

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EVENTS, INCIDENTS & OPERATIONS

car carrier CSAV RIO GRANDE downbound on the Fraser river Nov 1 2017 Photo : Robert Etchell (c)

Woman found clinging to life ring, hours after

jumping from ferry
By: JEFF BELL , KATIE DEROSA
A woman who jumped from a B.C. ferry was found clinging to a life ring after spending five hours in the cold waters of the
Strait of Georgia. The woman was lucky to have survived that many hours in the ocean, said Jason van der Valk, director of
operations for Royal Canadian Marine Search and Rescue. Five hours is a long time, he said Tuesday. Parks Canada warns
that even in summer, Pacific Ocean water temperatures range from 7 C to 14 C, and says the maximum survival time in water
this cold is two to three hours. Van der Valk said he cant say how the woman was able to survive. Body makeup, size of

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 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 309

individuals, they all play some variable in all of this. This was just a really fortunate case, he said. She had somebody
looking over her, thats for sure. Search-and-rescue operations were launched about 5:45 p.m. Monday after the woman, who
is in her 40s, was seen leaping off the Queen of Cowichan ferry, halfway through the voyage from Horseshoe Bay on the Lower
Mainland to Departure Bay at Nanaimo. Christopher Wood said he saw the woman take off clothing and jump from the vehicle
deck into the water below. I pulled the fire alarm to announce to the ferry that someone had gone overboard, Wood told
CHEK News. He then threw a life ring and an emergency beacon into the water to mark the approximate area where the
woman went overboard. The Queen of Cowichan and Queen of Oak Bay ferries launched rescue boats, and passengers
moved to the upper deck to scan the waters. Canadian Coast Guard vessels and a Cormorant helicopter arrived to help with the
search, which became more difficult as night fell. After five hours, the search was called off. A crew went to retrieve the life ring
and saw the woman floating inside. Search vessels had gone by the life ring several times and there was nobody there,
said Stuart Irving, an air controller at the Victoria Joint Rescue Co-ordination Centre It appears the life ring drifted by her and
she grabbed on, he said. The woman was taken to the Sea Island hovercraft base near Vancouver International Airport and
then to hospital by B.C. Ambulance paramedics. Irving said that there were questions about the womans mental state. Wood is
glad to know the ring he tossed saved the womans life. It made me happy just knowing she knew we cared and changed her
mind and grabbed that life ring. Source: TIMES COLONIST

NS KORALLE inbound in Malta 1.11.2017 Photo : Michael Cassar (c)

Bluestream successfully inspected several HVDC

platforms
Multidisciplinary service provision results in large-scale inspections

It could be a serious quiz question. What do the offshore HVDC platforms DolWin alpha, BorWin alpha and DolWin beta in the
German section of the North Sea have in common? The only right answer would be: all three power conversion platforms were
fully inspected by Den Helder-based Bluestream, one of the leading providers of innovative inspection services for the offshore
oil, gas and wind industry. Bluestreams ability to deliver multidisciplinary services was key in the awarding of these orders as
divers, ROVs, multi skilled rope access teams as well as ultramodern drones were used for carrying out all three inspections.
One of the reasons why Bluestream was tasked with carrying out this extensive inspection work, was the technical efficiency
with which we approached each project, explainesCommercial Manager Anton Janssens.

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The first asset to be inspected was the DolWin alpha,the largest offshore conversion platform for windfarm energy in the
German section of the North Sea. The platform was installed on a jacket consisting of six legs, and comprises five decks that
rise 80 metres above the water surface. Project engineer Michael van Putten says: All accessible areas in the platform were
inspected by camera, and for the inspection of the outside and underside of the platform, we deployed a rope access team. As
well as checking the overall condition of the platform, the central focus of the inspection was on the coating.
CP Drop Cell
The jacket on which the DolWin alpha is mounted also had to be inspected. The inspection not only covered the section of the
jacket protruding above the water, but also the six legs below water level. As an alternative for an ROV scope, Bluestream
deployed the Cathodic Protection (CP) Drop Cell method for this particular activity. Van Putten continues: Members of our rope
access team climbed down the platform, and lowered the drop cells along the legs to the inspection locations, so the anodes
could be measured. A clump weight was used to keep the rope in a straight line.

Reporting
In close consultation with the client, Bluestream also developed a reporting model for assessing any damage identified. Every
item of damage, however small, can be derived from the report data and prioritised according to degree of seriousness. In this
way, the client is able to work towards an effective planning model. A special software package was developed in house for
user-friendly and rapid information processing. In this way, the client is able to work towards an effective planning model.
Commercial Manager Anton Janssens adds: In principle Bluestream carries out a baseline inspection. As such we operate as
the eyes and ears of our client. We observe and analyse the situation in accordance with a regulated ISO standard. We pass on
our findings to the client, who at the end of the day retains overall final responsibility. After successful completion of this first
inspection Bluestream was awarded an order to inspect all accessible areas on the HVDC platformBorWin alpha as well. The
total height of the BorWin Alpha is 84 metres, of which 62 metres consists of the support jacket. Unlike the DolWin alpha
project, this inspection was carried out following a painting programme, leading to a shorter inspection period. The CP Drop Cell
method was again used for this project. The extra challenge on this occasion lay in the fact that the legs of this platform were
at an angle, as compared with the legs of the DolWin alpha, which run straight up and down. Nonetheless, the Bluestream
team found a smart solution to this problem. In mid-2017,Bluestreamreceived a further order to inspect the DolWin beta. This
submersible floating platform is moored just 30 metres from the DolWin alpha. The concept behind this platform is different
from that of the previous two platforms, which are mounted on separately installed jackets. The six legs of the DolWin beta are
in fact an integral part of the platform itself. Bluestream was asked to carry out a general visual inspection using a drone
operated by business partner Skeye, based in Alphen aan den Rijn. In just three days, pilots from Skeye inspected the outside
sheeting, the legs and the underside of the deck of the DolWin beta platform using a drone. A small part of the inspection work
still had to be carried out by one of Bluestreamsrope access teams. After all, there are always certain areas that require a close
visual inspection. Drones are a complementary tool, and will never be able to completely replace rope access.
The awarding of a fourth order is evidence that Bluestream has stood out with the use of innovative inspection services over
the past year. In September of this year, Bluestream will be returning to the BorWin alpha for an extensive inspection of all
components of the platform, both above the water and subsea. This time the work will not be carried out by drone but by rope
access, backed up by ROVs. None of this represents a problem to Bluestream, since the company can offer all these services in
house.

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MT KAPRIJKE seen navigating Lake Gatun in Panama Canal, towards Miraflores locks. Photo: Maarten Versluijs

Investment needed for higher power tugs

by Martyn Wingrove
Groundings involving some of the largest container ships ever built in recent months have highlighted the importance of tugs in
marine safety and emergency response. As shipowners have taken delivery of container ships of more than 20,000 TEU, they
have become even tougher to dislodge from the seabed and refloat. It is taking more tugs with greater pulling power to remove
stranded container ships from blocking shipping lanes. One of the latest example of a stranded ultra large container ship was
the grounding of Orient Overseas Container Lines OOCL Japan in the Suez Canal in October. The shipowner told Tug
Technology & Business that mechanical problems caused this almost brand new container ship to get stuck in the mud in Egypt.
It took a fleet of canal authority tugs to pull the ship back to safety and direct it through the busy shipping route, preventing a
blockage and backlog. Other examples in recent months include China Shipping Lines CSCL Jupiter, which grounded outside
Antwerp in August this year and CSCL Indian Ocean, which grounded near Hamburg in 2016. Both required fleets of tugs to
remove them from the mud and refloat them. Salvors, insurance experts and tug operators have spoken out about the

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challenges of refloating grounded giant container ships. The shipping industry needs continued investment in high bollard pull
tugs worldwide, and that they should be available to assist stranded ships. It is time that shipping recognised the importance of
tug fleets in preventing container ship groundings becoming economic and maritime disasters. Source:
tugtechnologyandbusiness

American family missing after pirate attack on

ferry found alive in Brazil
By TARA FOWLER

PHOTO: U.S. citizens Adam Harris Harteau, his wife, Emily Faith Harteau and their two children with Brazilian security personnel
in Breves, Brazil, Nov. 11, 2017.SEGUP HANDOUT/EPA
U.S. citizens Adam Harris Harteau, his wife, Emily Faith Harteau and their two children with Brazilian security personnel in
Breves, Brazil, Nov. 11, 2017.The family from California, USA, were traveling through the Amazon river delta and went missing
after they were assaulted by river pirates. An American family who were reported missing following a pirate attack on a ferry in
Brazil have been found alive, according to police. The family of four from California -- Adam Harris Harteau, his wife, Emily Faith
Harteau, and their two children -- were aboard a ferry traveling from the city of Belem to Macapa when the vessel was attacked
by pirates on Sunday, according to Brazil's Civil Police. Officials said the pirates took the family with them after the attack.The
family were found at 5:30 p.m. local time Wednesday in Vila Curumu in the state of Para in Brazil, according to police.A man
from Vila Curumu rescued them with help of villagers after seeing the family on a piece of driftwood in the river, police said.
Police are on the scene.source : ABC News' Aicha El Hammar and Shahriar Rahmanzadeh contributed to this report.

Tugs contracted for three salvage jobs

by Martyn Wingrove
Three salvage projects have started in Europe and the Pacific Ocean that highlight the demands made on specialised tugs. Smit
has been tasked with salvaging bulk carrier GLORY AMSTERDAM, which ran aground on 29 October during storm conditions
off Wilhelmshaven, Germany. The crew of 22 remained on board, and assisted by a salvage team of four, are preparing the

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vessel to be refloated. Emergency tug NORDIC and multipurpose vessel MELLUM were on the scene and ready to rescue the
crew. According to local reports, port tugs JADEand BUGSIER 9 were also on standby.
According to Vesseltracker.com, powerful heavy-duty tugs FAIRMONT SUMMIT and UNION MANTA were en route to the
site to begin refloating damaged Glory Amsterdam. Prior to this, salvors will pump out the ballast water tanks, although the
ships fuel is likely to remain in its tanks. In Greece, salvors are starting to remove damaged 3,200 DWT tanker AGIA ZONI II,
which sank on 10 September, near Salamina Island, causing a considerable oil spill. Contractor Spanopoulos Group is tasked
with the salvage. It is attempting to remove the stricken tanker without causing further environmental problems. AGIA ZONI
II was carrying 2,200 tonnes of fuel oil and 370 tonnes of marine gas oil. Most of this spilled around the island of Salamina and
the coast around Athens and Piraeus. The spill has closed beaches throughout the Argo-Saronic Gulf, and experts had warned
the impacts of the event could last for years. According to sister publication Tanker Shipping & Trade, the Greek Government
announced a number of regulatory efforts in response to the event, promising urgent inspections of small, coastal Greek-
flagged fuel tankers similar to AGIA ZONI II and is reportedly planning to move the Hellenic Coast Guard and ship
inspectorate service from the purview of the shipping ministry to that of the ministry for interior affairs. Meanwhile, in the
Pacific Ocean, Five Oceans Salvage is towing stranded and disabled bulk carrier EVENGELIA I to Honolulu, Hawaii for repairs.
It is using tug MANUOKEKAI to tow the ship at speeds between 4 knots and 7 knots, according to Fleetmon. EVENGELIA I
was en route from Guatemala to Caofeidan, China, when it became stranded. Source: tugtechnologyandbusiness

MT BW LIBRA seen navigating in Gatun Lake (Panama Canal) towards Miraflores locks. Photo : Maarten Versluijs (c)

Pon bedrijven zijn klaar voor de toekomst met

Hybrid Solutions
De maritieme Pon bedrijven Bakker Sliedrecht, Pon Power, Bolier en EST-Floattech bundelen hun krachten met de introductie
van Marine Hybrid Solutions tijdens Europort. Met dit concept bieden zij een aandrijf en energieoplossing waarin dieselmotoren,
energieopslag en systeemintegratie worden gecombineerd. In verschillende sectoren neemt de vraag naar steeds schonere
aandrijvingssystemen toe. Net als in de auto-industrie staat ook in de scheepvaart inmiddels vast dat hybride oplossingen de
toekomst hebben: diesel wanneer nodig, volledig elektrisch indien mogelijk en vaak een combinatie van deze twee.
Tijdens de Europort zal Marine Hybrid Solutions centraal staan bij de eerdergenoemde maritieme Pon bedrijven. Met de
toenemende wens voor emissiereductie als gevolg van bewustwording en regelgeving biedt deze hybride aandrijving een
sluitende business case die klaar is voor de toekomst. De voordelen van een hybride oplossing zijn evident: zowel operationele
kosten als emissies gaan omlaag waarbij ook de prestaties van het totale systeem verbeteren. De samenwerking tussen de
verschillende maritieme Pon bedrijven resulteert in een totaaloplossing met bovendien een vertrouwd aanspreekpunt voor
service en onderhoud. Door het bundelen van krachten wordt een sterk gentegreerd hybride totaalsysteem aangeboden voor
een groot aantal verschillende schepen. Zo past Bakker Sliedrecht haar meer dan 90 jaar ervaring op het gebied van
systeemintegratie toe. Pon Power en Bolier zijn daarnaast de vertrouwde partner voor dieselmotoren door ruime ervaring met
de sterke merken Caterpillar, MaK en EMD. EST-Floattech is bovendien de betrouwbare leverancier van veilige energieopslag
systemen met bewezen resultaat in elektrisch en hybride varende schepen. Benieuwd wat Marine Hybrid Solutions precies
inhoudt? Bezoek stand nr. 1204 op Europort van 7 tot en met 10 november in Ahoy Rotterdam. Voor meer informatie over
Hybrid Solutions kunt u ondertussen contact opnemen door te mailen naar info@marinehybridsolutions.nl of u kunt de
website www.marinehybridsolutions.nl bezoeken.

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CELEBRITY SILHOUETTE (MT) - arrived in the dark in Haifa and departed in the dark Photo : Peter Szamosi (c)

Twelve North African Stowaways Sent Home After

Three-Month Ferry Ordeal
Twelve North African migrant stowaways have been repatriated after being stuck on a ferry sailing back and forth between
Turkey and Ukraine for three months, the ferry operator said on Wednesday. With neither Turkish nor Ukrainian authorities
willing to accept the migrants, the men had been locked in their cabins while the ferry continued taking goods and passengers
between Istanbul and Odessa. Denmark's DFDS, which owns and operates the ferry, said a special task force set up by the
Danish Foreign Ministry helped find a diplomatic solution so the men could return home. Six of the men, who boarded the ferry
hidden in trailers with goods from Turkey, were identified as Algerians and sent home on Oct. 29. The other six were on their
way back to Morocco on Wednesday. The men had to be locked in guarded cabins because they had a tendency to be violent, a
DFDS spokesman said. DFDS had invited authorities from the United Nations aboard to question the men, while the Danish
Foreign Ministry held talks with Turkey, Ukraine and Lithuania, under whose flag the ferry was sailing, to resolve the situation.
Source: Reuters (Reporting by Julie Astrid Thomsen; Editing by Jacob Gronholt-Pedersen and Hugh Lawson)

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Verlenging samenwerking Van Oord en Wrtsil

voor zowel motoren als voorstuwingsinstallaties
van 60 schepen
Partnership leidt tot verregaande integratie, efficintie en hoogwaardige service
Van Oord en Wrtsil zijn overeengekomen dat
het huidige partnership contract voor het
wereldwijd onderhoud voor de motoren, n dit
keer tevens voor de voorstuwingsinstallaties,
aan boord van zestig schepen wordt verlengd
met een periode van drie jaar. Het contract is
recent ondertekend en direct ingegaan Alle
leveringen van onderdelen en services voor de
Van Oord vloot worden wereldwijd exclusief
verzorgd door Wrtsil. Wij willen dat Van
Oord volledig wordt ontzorgd en dat we
bovendien een gezamenlijke efficintieslag
maken op het gebied van de planning, proces
verbetering, logistiek en adminstratie, zegt
Peter Sterrenburg, key accountmanager bij
Wrtsil.
Verregaande integratie
Sterrenburg: Het partnership met Van Oord verzekert hen ervan dat we altijd beschikbaar zijn, doorlooptijden van services zijn
geoptimaliseerd en een maximale beschikbaarheid van de schepen wordt bewerkstelligd. Focus in de samenwerking ligt ook op
een verregaande integratie van de Supply Chain. Onderdeel van het succes is het hebben van een Wrtsil medewerker op
locatie bij Van Oord, waardoor direct ingespeeld wordt op de klantenwens, door korte communicatielijnen. Daarnaast heeft een
sterk verbeterde voorbereiding en planning van onderhoudsactiviteiten, geleid tot het voorkomen van verrassingen in uitvoering
en verbeterde overall kwalieit. Wij zijn ontzettend trots dat we de samenwerking mogen voortzetten met Van Oord, aldus
Sterrenburg. Jaap de Jong Directeur Ship Management Department Van Oord geeft aan dat het contract mede tot stand is
gekomen doordat Van Oord in de afgelopen jaren heeft kunnen zien dat de doorlooptijd, kwaliteit en ook de kosten veel beter
voorspelbaar zijn. De inzetbaarheid van de schepen is op een hoog niveau beland. Met het ontwikkelde partnership zal
gezamelijk worden doorgepakt op het gebied het sustainablility, optimalisatie van de total life cycle kosten en het infasering
van Smart Technology, sluit Peter Sterrenburg van Wrtsil af.

The 2015 delivered 368 mtr long and 51 mtr width YM WORTH imo 9704635, moored at the ECT Terminal, Amazonehaven,
Rotterdam Photo : Krijn Hamelink (c)

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Seaspan Expands Fleet Under Long-Term Charters

and Increases Unencumbered Vessels
Seaspan Corporation announced its financial results for the three and nine months ended September 30, 2017.
Key Financial Metrics
Total revenues of $211.0 million for the third quarter and $616.9 million for the nine months.
Earnings per diluted share of $0.26 for the third quarter and $0.60 for the nine months.
Normalized earnings per diluted share(1) of $0.18 for the third quarter and $0.50 for the nine months.
Cash available for distribution to common shareholders(1) of $65.1 million for the third quarter and $220.5 million for the nine
months.
Adjusted EBITDA(1) of $125.1 million for the third quarter and $398.3 million for the nine months.
Highlights
Accepted delivery of three 11000 TEU vessels on long-term bareboat charters with MSC Mediterranean Shipping Company S.A.
(MSC).
Entered into three-year time charter contracts with CMA CGM S.A. (CMA CGM) for two 10000 TEU newbuilding containerships
currently under construction.
Entered into vessel sale agreements for four 4250 TEU vessels. Two of the individual vessel sales closed in the third quarter and
a third closed in the fourth quarter.
Achieved reductions of 10.7% and 11.7% in ship operating expense per ownership day during the three and nine months
ended September 30, 2017, respectively, compared to the same periods in 2016.
Achieved vessel utilization of 96.9% and 95.6% for the three and nine months ended September 30, 2017, respectively.
Excluding the four 4250 TEU vessels that are being sold, vessel utilization was 98.0% and 97.0% for the same periods
respectively.
Currently 19 vessels in Seaspans operating fleet are unencumbered, including 2 x 3500 TEUs, 14 x 4250 TEUs, 2 x 4500 TEUs,
and 1 x 9600 TEU, and excluding the remaining 4250 TEU vessel subject to a sale agreement.
In October 2017, declared a quarterly dividend of $0.125 per common share for the third quarter of 2017.
David Sokol, Chairman of the Board, commented, During the third quarter, we grew our operating fleet under long-term time
charters and continued to achieve strong operating performance. We are pleased to have taken delivery of three 11000 TEU
containerships which are on 17-year fixed-rate charters with MSC. We also capitalized on improving industry conditions as we
entered into three-year fixed-rate time charters with CMA CGM for two 10000 TEU newbuildings delivering in 2018. Our
operating performance continued at a high level during the quarter as we achieved utilization of 98% excluding vessels being
sold, and continued to reduce ship operating expenses per ownership day.
Mr. Sokol continued, Maintaining a strong and flexible balance sheet remains a priority for Seaspan. Over the past four
months, we have repaid over $200 million in secured credit facilities and have grown our unencumbered fleet to 19 vessels.
Overall, we remain well positioned to capitalize on growth opportunities that may arise during this period of improving industry
fundamentals.
Third Quarter Developments
Vessel Deliveries

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In August and September 2017, Seaspan accepted delivery of the MSC Shuba B, the MSC Shreya B, and the MSC Nitya B, each
an 11000 TEU vessel. The vessels were constructed at HHIC-PHIL Inc. and each commenced a 17-year fixed-rate bareboat
charter with MSC. Upon completion of the bareboat charter period, MSC is obligated to purchase the vessels for a pre-
determined amount. These deliveries were financed with previously committed lease facilities.
New Time Charters
In August 2017, Seaspan entered into fixed-rate time charter contracts with CMA CGM for two 10000 TEU newbuilding
containerships currently under construction at New Jiangsu Shipbuilding Co., Ltd. and Jiangsu Xinfu Shipbuilding Co., Ltd. The
two vessels are currently scheduled to deliver in 2018 and, upon delivery, will commence three-year fixed-rate time charters
with options to extend for up to an additional three years. Seaspan has entered into advanced discussions on financing these
two 10000 TEU newbuilding containerships with a leading financial institution.
Vessel Sales
In August 2017, Seaspan entered into vessel sale agreements for four 4250 TEU vessels (the Seaspan Alps, Seaspan Grouse,
Seaspan Kenya and Seaspan Mourne) for gross proceeds of approximately $37 million. In the third quarter of 2017, Seaspan
closed on the sales of the Seaspan Alps and Seaspan Kenya, recording a gain on sale of $6.6 million, and the remaining two
individual vessel sales are expected to close during the fourth quarter of 2017.
At-the-Market Offering and Private Placement of Class A Common Shares
In August 2017, Seaspan issued 2,450,000 Class A common shares under at-the-market (ATM) offerings for gross proceeds of
$16.4 million, which completed the previously-approved $75.0 million Class A common share ATM plan.
In August 2017, Mr. Sokol purchased 1.0 million shares of Seaspan common stock for a purchase price of $6.0 million, or $6.00
per share, in a private placement.
Subsequent Events
Issuance of $80.0 million 7.125% Senior Unsecured Notes due 2027
In October 2017, Seaspan issued in a public offering an aggregate principal amount of $80.0 million of 7.125% senior
unsecured notes (Notes) at a price of $25.00 per note. The Notes have a 10-year maturity and Seaspan has granted the
underwriters of the offering a 30-day option to purchase up to an additional $12.0 million principal amount of the Notes on the
same terms. Seaspan used the net proceeds to repay a portion of a secured debt facility.
Vessel Sale
In October 2017, the sale of the Seaspan Mourne closed for gross sale proceeds of approximately $9.6 million.
Dividends
In October 2017, Seaspan declared quarterly cash dividends on its common and preferred shares.
Results for the Three and Nine Months Ended September 30, 2017
At the beginning of 2017, Seaspan had 87 vessels in operation. Seaspan acquired one 4250 TEU vessel, accepted delivery of
one 14000 TEU vessel and three 11000 TEU vessels, and sold two 4250 TEU vessels during the nine months ended September
30, 2017, bringing its operating fleet to a total of 90 vessels as at September 30, 2017. Revenue is determined primarily by the
number of operating days, and ship operating expense is determined primarily by the number of ownership days.
Source: Seaspan Corporation

BOW SPRING - (Odfjell) ran into difficulties Thursday morning at the Westerchelde. She encountered two black outs and was
"detained" by Rijkswaterstaat (Duitch shipping authority). During the afternoon she was allowed to proceed to Antwerp,
escorted by Multraship operated tug CARL . Photo : Willem Kruit (c)
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ITIC settles off-hire dispute resulting from ship

managers negligence
International Transport Intermediaries Club (ITIC) recently settled a claim brought against a ship manager for failure to
maintain its obligations under a technical management contract, leading to liability for costs incurred when the vessel was
denied permission to berth by port authorities in Australia.The manager was responsible for the technical management of a bulk
carrier which called regularly at an Australian port to load iron ore. The master had notified the manager of a problem with the
winch used for the vessels mooring rope which, although still operational, needed its worn pinion gear replaced. The manager
had taken no action to arrange the repairs and, over the following months, the vessel called several times at the same port.
Each time, when the pilot went on board, the master explained the problem to him, and the pilot was satisfied that, as the
mooring lines could be lifted by the winch, the vessel was able to berth safely. The situation continued until one pilot decided
that he would not accept the masters assurances and refused to allow the vessel to berth. The pilot spoke to the harbour
master, who instructed the vessel to go to the anchorage until the winch could be repaired. This caused a four-day delay,
during which time the vessel went off-hire in accordance with the terms of the charter-party.The owner subsequently brought a
claim for approximately $150,000 against the manager for the hire not paid to it by the charterer during the off-hire period, and
for the additional costs incurred in rectifying this problem outside of scheduled maintenance. The owner argued that, had the
manager responded when it was first made aware of the issue, the repairs could have been carried out without the vessel
having to go off-hire. Investigations confirmed that this was indeed the case. ITIC reviewed the owners claim, and determined
that some of the losses claimed would have been incurred irrespective of the managers negligence. Ultimately, however, it was
clear that the manager had breached its obligations to the owner under the ship management agreement and a settlement of
$120,000 was negotiated by ITIC.

TRAFI STUDY VERIFIES EFFICIENCY OF ATP

BALLAST WATER MONITORING TECHNIQUES
The Finnish Transport Safety Agency (Trafi) has published a review of methods available for analysing treated ballast water,
concluding that Adenosine Triphosphate (ATP) or Pulse Amplitude-Modulation (PAM) technologies should be used to detect the
effect of ballast water treatment in a simple, quick, portable and relatively cheap manner.
Although the study focused primarily on the water conditions and characteristics of the Baltic Sea, it evaluated the efficiency of
various test kits to assess their reliability in waters of low salinity and
temperature and high turbidity. The objective was to compare the
advantages and disadvantages of various methods and to provide
recommendations as to the most suitable systems available.Researchers
found that the use of these methods both indicative methods that provide
a direct measurement of a representative sample from the ballast water
tank increased the reliability of ballast water sampling where different
types and sizes of organisms were detected However, while both methods
were considered reliable indicative monitoring tools, the Trafi study found
that ATP technologies had the essential benefit of being able to measure
and detect all organism categories (bacteria, >10 to <50m and > 50 m)
listed in regulation D2 of the BWM Convention. PAM measurements were
found somewhat limited to detecting only the presence of phytoplankton. The benefit of ATP method over PAM fluorometry
is the ability to evaluate the concentration of all organism size categories including autotrophic and heterotrophic organisms,
cited the report.Carine Magdo, Business Development Manager at aqua-tools, a supplier of advanced second-generation ATP-
type ballast water monitoring systems, said: The research verifies the reliability of indicative ballast water sampling methods in
determining whether a vessel is compliant with the discharge requirements of the Ballast Water Management Convention. It
also found that test results are not affected by turbid water, which is especially important to vessels operating ballast water
treatment systems in the Baltic.
The Trafi study, titled Literature Review of the Indicative Ballast Water Analysis Methods, also provided important
recommendations on how best to prevent the over- and under-estimation of organism concentrations during sampling; a
problem that can result in an incorrect evaluation of ballast water treatment systems efficiency.
This can be achieved simply by ensuring samples are not taken within the first and last five minutes of deballasting
operations, Magdo explained. Trafi recommends that the usual ten-minute sampling time be revised to take 0.5l samples
every minute. At least two random samples in a ten-minute period should be taken, rather than a single ten-minute sequential

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sample as this can under- or overestimate the concentration of organisms present. Other than reliability and performance
efficiency, user-friendliness, training, and procurements costs were also assessed in the study, with Trafi suggesting indicative
analysis sampling devices should cost less than $100,000, with a maximum analysis time of two hours. Aqua-tools ATP-based
monitoring kit was costs below $5000 and less than $100 per sample analysis for the three factions. The price range for those
PAM sampling devices assessed, however, varied between $4,000 and $15,000. The Trafi report can be downloaded by clicking
HERE

The Port Towage Amsterdam operated tug THETIS assisting the JING JIN HAI into the IJmuiden locks
Photo : Simon Wolf. (c)

Nord Stream obtains new DNV GL certificate

The Nord Stream pipeline system has secured a new certificate from offshore oil and gas industry certifying body DNV GL for a
five-year period until 2022. The certificate confirms the continued integrity of the pipeline system through the Baltic Sea during
this period. DNV GL previously issued the initial certificate for the pipeline at the start of operation in October 2012, confirming
its full compliance with the requirements of the offshore standard DNV OS-F101 for submarine pipeline systems. For the last
five years, Nord Stream has worked alongside the certifying bodys experts regarding the development of its pipeline integrity
management system, verification, as well as monitoring of its operating and maintenance procedures. Nord Stream AG
compliance director Mario Nullmeier said: DNV GL provides us with the highest level of expertise in the field of overseeing
offshore pipeline operation. The consortium has invested an aggregate amount of 7.4bn in the project and operates two
1,224km natural gas pipelines through the Baltic Sea. We are very happy to have this renowned international company verify
the continuous integrity of our infrastructure, which ensures reliable and safe transportation of natural gas from Russia to

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Europe. Based in Switzerland and established in 2005, Nord Stream is an international consortium of five major companies,
including Gazprom, Wintershall Holding, PEG Infrastruktur, Nederlandse Gasunie and ENGIE. DNV GL Oil & Gas Russia &
Kazakhstan vice-president Nils Andreas Masvie said: We have been able to examine the key steps in the process and have
visibility of compliance-related activities that enable DNV GL to confirm the Nord Stream Pipelines continued integrity. The
consortium has invested an aggregate amount of 7.4bn in the project and operates two 1,224km natural gas pipelines through
the Baltic Sea. Designed to operate for at least 50 years, the pipelines became operational in 2011 and 2012 respectively, and
have the capacity to transport a combined total of approximately 55 billion cubic metres of gas a year.

Yesterday morning the AIDAPRIMA arrived for the last time in Rotterdam
Photo : Gerrit van Katwijk

Third Liwan gas development on track for 2021 start-up

Husky Energy is working toward sanction of the Liuhua 29-1 development, the third deepwater gas field serving the Liwan gas
project in the South China Sea, after concluding a gas sales agreement. Construction should start next year followed by first
gas in 2021. Production will be tied into the existing Liwan subsea infrastructure and the onshore Gaolan gas plant, and
delivered to buyers in the Pearl River Mouth basin area. Husky expects to recover around $250 million in exploration costs
within the first 18 months of production. Under the production-sharing contract (PSC), CNOOC can back into any field
development projects offshore China for up to a 51% working interest. The PSC for the Wenchang oil field in the Pearl River
Mouth basin is due to expire in mid-November, after which Husky will lose its 40% interest, which netted the company 6,000
b/d on average during 3Q. First lifting of liquids took place last month from the recently onstream BD gas project in the Madura
Strait offshore Indonesia. The facilities continue to ramp up toward the full gas sales rates, Husky adds, with a sales production

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target of 100 MMcf/d and 6,000 b/d of associated liquids. The partners are advancing work scheduled for other projects in the
Madura Strait, with seven production wells due to be drilled on the MDA-MBH fields in the first half of 2018, ahead of first gas
anticipated in 2019. A field at MDK will also be tied in, with all three fields sharing infrastructure. Construction of a floating
production vessel progresses, with the processed gas to be transported through the East Java subsea pipeline. Offshore
Newfoundland, Huskys development well completed this summer at the South White Rose field is building toward peak output
of 4,500 b/d, with plans also accelerated for two new infill wells. At the White Rose field, drilling is under way on a well
originally planned for 2018, but now set to produce first oil later this year. A well will also be drilled ahead of schedule at North
Amethyst and should begin production in early 2018.The company and its partner continue to assess a discovery at Northwest
White Rose. A potential development could tie into the SeaRose FPSO, existing subsea infrastructure and the new West White
Rose concrete gravity base wellhead platform.The West White Rose project is due to be completed in 2021, with first
production targeted in 2022 following installation and connection to the SeaRose FPSO via local subsea infrastructure. Source :
Offshore-Mag

NDURANCE (Boskalis) leaving the port of Dordrecht today on her way to Rotterdam after having spent a couple of weeks at
the Volker Stevin premises. Photo : Rob Boesveld (c)

Integration of Marine Insurance & Liability

Mechanism
Senior managers from Maritime Administrations and legislative draftspersons specializing in maritime and shipping related
legislation from 11 Pacific Island countries gathered in Suva at the end of September for the Regional Workshop on
International Maritime Organization Civil Liability Conventions.The meeting was part of Pacific Community (SPC) Transport
Programmes efforts to support effective technical services to ensure safe and secure transport in the Region in collaboration
with the International Maritime Organization (IMO).
IMOs global regulatory regime is essential for the safe and secure operation of shipping and the preservation of the oceans
and atmospheric environment. The workshop had a significant impact on the progress of ratification and full implementation
and enforcement of the relevant IMO liability instruments which provide for prompt and adequate compensation in the region,
said Mr Jan de Boer, IMO Senior Legal Officer, Legal Affairs Office, Legal Affairs and External Relations Division.
Understanding the principles for liability and compensation for damage caused by ships and aligning to an internationally
harmonised regulatory system approach, its therefore of the utmost importance for every Pacific Island country, said Mr
Thierry Nervale, Deputy Director Transport of SPC.
This weeks workshop was a great opportunity to fully comprehend and understand the IMO Civil Liability Conventions. It also
highlighted the need that it should be implemented into our national legislation after ratifying it. Without doubt this regional
interactive workshop will not only benefit each Maritime Administration but will foster efficient collaboration within the region
for the safe and the environment friendly connection of ships, ports and people, said Joe Fifita, Legal Officer, Ministry of
Infrastructure, Tonga.
The workshop gave participants an overview of the international liability and insurance requirements and schemes and detail
responsibilities of the various stakeholders involved.

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the 1998 built movie prop U Boat (U 571) also ex K-19 loaded aboard the 2015 built NLD flag and owned NLD flag general
cargo ship EEMSLIFT HENDRIKA at Valletta,Malta on Saturday 21st October, 2017.
Photo : Capt. Lawrence Dalli - www.maltashipphotos.com (c)

Samsung Heavy confirms Egina FPSO sailaway

South Korean shipbuilder Samsung Heavy Industries (SHI) has confirmed that Totals Egina FPSO has sailed away from its
Geoje shipyard, heading to Nigeria. As previously reported by Offshore Energy Today and now confirmed by the builder, the
giant FPSO left the shipyard on Tuesday, October 31. It will take three months for it to reach Nigeria, according to SHIs
statement on Wednesday. SHI won the order to build Egina FPSO in 2013 The FPSO, operated by Total, is 330 meters in
length, 61 meters across and 34 meters high, with a storage capacity of 2.3 million barrels of oil. Egina FPSO project is under

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 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 309

the Nigerian local content regulations, and a portion of the topsides fabrication and integration is to be completed in Nigeria.
SHI said that the remaining topside module integration and commissioning will take place in Nigeria for scheduled delivery in
the second half of 2018. SHI earlier formed a joint venture (SHI-MCI) with a Nigerian local company and established a
production facility in Lagos, Nigeria to meet the local content requirements. Following completion, the FPSO will be moored at
the Total-operated Egina oil field, located some 130 km off the coast of Nigeria at water depths of more than 1,500 meters.
Apart from the FPSO, infrastructure on the field will consist of an oil offloading terminal, and subsea production systems that
will include 52 kilometers of oil and water injection flowlines, 12 flexible jumpers, 20 kilometers of gas export pipelines, 80
kilometers of umbilicals, and subsea manifolds. SHI has now completed delivery or sail-away of three massive offshore projects.
Namely, the Ichthys CPF, the worlds largest floating gas processing facility, was delivered in April and Prelude FLNG, the
worlds largest FLNG, left Geoje in June. Source: Offshore Energy Today Staff

The PUTFORD JAGUAR outbound from IJmuiden after a crewchange Photo: Joop Marechal

Dredging Company Denied $5.9M Indemnity

Payout from US for Pipeline Rupture
A dredging company sued along with the U.S. government and ultimately hit with a nearly $14 million bench
verdict for damaging an oil pipeline in
By P.J. Dannunzio
A dredging company sued along with the U.S. government and ultimately hit with a nearly $14 million bench verdict for
damaging an oil pipeline in the Gulf of Mexico cant recover $5.9 million in indemnity from the government, a federal judge has
ruled.Weeks Marine paid out the entire $13.9 million judgment to Contango Operators Inc., a company it contracted with to
build an underwater pipeline along with the U.S. Army Corps of Engineers. The government was found 60 percent negligent
and Weeks 40 percent negligent for damage done to a Contango pipeline by a Weeks vessel accidentally dredging over it. The
court ordered the government to reimburse Weeks $8 million for its share of the damages. Weeks subsequently sued the
government for the remaining $5.9 million claiming the government negligently failed to inform it of the location of the pipeline.
However, U.S. District Judge Sim Lake of the Southern District of Texas wrote in his Oct. 31 opinion that Weeks
mischaracterized a contractual claim as a negligence claim. Citing a 2014 opinion in the case, Lake said, Any claim that the
USA was negligent for failing to inform Weeks Marine about the pipeline is essentially contractual. If the USA breached a duty
by failing to include information in the contract, such a duty would be based in the contractual relationship, and a breach would
have occurred by a failure to include the information in the contract. He continued, Any claim that the USA was negligent for

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failing to inform Weeks Marine about the pipeline after the contract was signed similarly would involve a duty based in the
contract even if other duties might be implicated as well and a breach consisting of a failure to supply information that
should have been included in the contract. As for whether Weeks was entitled to indemnity for any contractual claims, Lake
found Weeks arguments unconvincing. Weeks argued that the the governments omission of the location of the pipeline in the
contract was a positive assertion, or a representation on which it justifiably relied, and that the absence of the pipeline led to
Contangos injuries. The omission of the pipeline by the Corps may have been a positive assertion and was one cause of
Contangos injury, Lake said, but as the court previously held, Weeks Marine did not justifiably rely on it. Weeks Marine
possessed information about the Contango pipeline that it could have used to avoid striking the pipeline. Lake added, citing
language from the 2014 opinion, Weeks Marines sole reliance on information provided by the Corps did not satisfy its duty in
this case to exercise reasonable care in its dredging operations. Matthew F. Popp of Waits, Emmett & Popp in New Orleans
represented Weeks and declined to comment. Peter G. Meyer of U.S. Department of Justice Civil Division represented the
government and did not respond to a request for comment. Source: law.com

Indian Govt approves sale of entire 73% stake in

Dredging Corp
The Cabinet has approved DCI disinvestment, official sources said after the Cabinet meeting, chaired by Prime
Minister Narendra Modi.
The government today approved the sale of its entire 73.47 per cent stake in Dredging Corporation of India Ltd (DCI), official
sources said. The Cabinet has approved DCI disinvestment, official sources said after the Cabinet meeting, chaired by Prime
Minister Narendra Modi. They said the Cabinet has approved the sale of government's entire 73.47 per cent stake in the
company which could fetch about Rs 1,400 crore to the exchequer. The dredging company is under the administrative control
of the shipping ministry. It is involved in maintenance dredging, capital dredging, beach nourishment, land reclamation, shallow
water dredging, project management consultancy and marine construction. A core group of secretaries on disinvestment,
headed by the Cabinet Secretary, had already approved the sale of DCI. The government think tank Niti Aayog too had
favoured disinvestment. The government currently holds 73.47 per cent stake in DCI. At the current stock market prices, sale of
this stake would fetch about Rs 1,400 crore to the exchequer. The DCI stock was trading 20 per cent up at Rs 669.95 on BSE in
the afternoon. Source :Moneycontrol

Tandem Towage by Landfall tugs AHT ISA and

AHT DUTCH POWER.

The two state of the art Dutch-flagged anchor-handling tugs ISA and DUTCH POWER got awarded by consultancy Dutch
Marine BV for the tandem towage of the large floating Damen Dock No. 3 from Flushing to Rotterdam. Due the large size of
the dock (230m x 45m), originally approx. 100 tons bollard pull was required for this towage. But with the joined forces of the
AHT ISA and the AHT DUTCH POWER (respectively 51.6 and 45.1 tons bollard pull) we were allowed to perform this
voyage in tandem tow. In tandem towage, with a total output of almost 6.700 BHP, these high class ladies still archived an

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average speed of 4,5 knots. In fact its still possible to perform a tandem towage in the present time, when the right and open-
minded people are involved in the whole procedure and planning. Another Dutch masterpiece perfectly performed by both
crews on the ISA and DUTCH POWER, with excellent consultancy from TowService B.V. and Dutch Marine BV.
Source: Landfall Marine Contractors B.V.

CASUALTY REPORTING

Cargo ship with 10 crew sinks in Black Sea, coast

guard reports
A Turkish cargo ship with 10 crew on board sank in the Black Sea near the Asian side of Istanbul early on Wednesday morning,
according to the coast guard.The cause was still unclear. The ship, Bilal Bal, was carrying cast iron from Turkeys northwestern
province of Bursa to the northern province of Zonguldak, the Dogan news agency reported. Unfortunately, one of our cargo
ships sank in ... the Black Sea, Prime Minister Binali Yildirim said. Search and rescue operations were continuing, he said.
Three boats, one helicopter and one plane belonging to the coast guard were conducting search and rescue operations,
according the coast guard. Empty lifeboats had been found as well as some life jackets, the coast guard said. Five boats more
were deployed to aid in the operations, as well as a remotely operated underwater vehicle from the Turkish naval forces, it
said. Source : Reuters Reporting by Can Sezer; Writing by Daren Butler and Ali Kucukgocmen; Editing by Dominic
Evans and David Dolan, Larry King

NAVY NEWS
Navy cannibalizing ships for parts, leaving vessels
out of action
The Royal Navy is cannibalizing boats for parts to complete the building of other ships, leaving established vessels without the
capacity to sail. An investigation uncovered mass stripping of parts from across the whole fleet. The Navys 19 frigates and
destroyers and seven attack submarines sometimes do not have the spares they need to go to sea. The findings came during a
probe by the National Audit Office (NAO).
To patch over the problem, thousands of parts have been swapped or removed, but the move has consequences. In one
shocking example, a ship was delayed for 42 days after having parts removed.
The NAO found a 49 percent increase in the practice over the past five years, revealing the rise has a huge financial impact.
Around 5 million (US$6.65 million) was added to the overall construction of the third Astute class submarine, HMS Artful,
stranded in port for more than one month because parts were taken during its construction. Nine members of a Royal Navy
submarine crew have been dismissed after failing drug tests, according to the Ministry of Defence. The Ministry of Defence
(MoD) said it only carried out the practice when necessary. However, there were 795 instances of harvesting one vessel for
another in 2016. This means it occurs around 66 times per month, double the amount per month in 2005. The NAO accused
the MoD of failing to monitor the practice which has led to an estimated 40 million cost increase on submarine projects
alone. Government cuts to the maritime support budget have also exacerbated the problem, the report said. In the past two

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years, the Navy has removed an estimated 92 million from its maritime support in-year budgets, the report said. Although the
NAO found during high-intensity operations the practice can keep vessels at sea during a vital period, and, it can be the most
effective way to keep vessels at sea. However, there were many more instances than appeared necessary. Between April 2012
and March 2017, there were 3,230 acts of cannibalization for 6,378 parts. Less than 0.5 percent of parts we use come from
swapping components, and we only do this when it's absolutely necessary to get ships out of port and back on to operations
more quickly, an MoD spokesman said. We continue to make improvements to how we manage this long-established
practice. Source : Russia Today

Zr.Ms.ZEELAND deed op de valreep drugsvangst van ca. 600kg coke in Caribisch Gebied. Bemanning was bijna op weg naar
huis. Well done!

China, ASEAN hold joint naval drills as tensions

ease
China and members of the Association of Southeast Asian Nations (ASEAN) have held their largest- ever joint maritime rescue
exercise, signalling a lull in South China Sea tensions The drill yesterday simulated a collision between a Chinese passenger ship
and a Cambodian cargo vessel off south China's Guangdong province. It involved about 1,000 rescuers aboard 20 ships and
three helicopters, according to reports in Chinese state media late last night. China, Thailand, the Philippines, Cambodia,
Myanmar, Laos and Brunei took part, with Vietnam notably absent. The exercise followed meetings between the Chinese and
Singaporean defence ministers on the sidelines of the 11th ASEAN Defence Ministers' Meeting in the Philippines last month.
China asserts sovereignty over almost all of the South China Sea in the face of rival claims from its Southeast Asian neighbours
-- including four ASEAN members. It has rapidly reclaimed reefs, creating artificial islands capable of hosting military planes.
Disputes have sometimes spilt over into confrontations as vessels from the competing countries spar over fishing grounds and
resource extraction. But lately some have eased their opposition to China's claims. Last year a UN-backed tribunal, ruling on an
application by the Philippines, rejected Beijing's claims to most of the South China Sea Yet current Philippine President Rodrigo
Duterte has refused to use the decision as leverage, softening his predecessor's policy in favour of billions of dollars in trade
and investment from the mainland. Vietnam, however, has continued to deliver sharp rebukes. In June a meeting between
Vietnamese and Chinese generals over border issues was abruptly cancelled, with both sides citing a sudden scheduling conflict.
Taiwan -- which is not an ASEAN member -- also claims almost the entire area, which is believed to sit atop vast oil and gas
reserves source: .(AFP) AMS

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The future of Australias Adelaide Class FFG frigates has

been discussed this week during Minister for Defence
Industry Christopher Pynes visit to Europe.

Minister Pyne has confirmed he discussed Poland's expression of interest in purchasing the frigates while meeting with his
Polish counterparts. Poland officially expressed its interest in the vessels in March this year when Michal Jach, the chairman of
the Polish parliament's National Defence Committee, told the Safety Forum 2017 conference in Szczecin: "The acquisition of
used Adelaide frigates from Australia would represent a major upgrade for Poland, it would raise the combat capability of our
Navy." Like Australia, Poland is working to significantly modernise its defence capability, announcing in August it will spend $46
billion over the next 15 years. The vessels could provide enhanced ballistic missile defence to Poland, given the frigates are
armed with a Mark 13 missile launcher for SM-2 missiles. Australia's Adelaide Class frigates, which come out of service over the
next two years, are being replaced by the three Hobart Class Air Warfare Destroyers, one of which has been active since
September this year. The FFG frigates have been in service since 1980 and three of the original six are still in service. The
frigates are based on the US Navy's Oliver Hazard Perry Class frigates, but were modified for Australian requirements. The first
four vessels were built in the US, while the other two were constructed in Australia. Poland already operates two former Oliver
Hazard Perry Class frigates ORP GENERAL KAZIMIERZ PULASKI (273) and ORP GENERAL TADEUSZ KOSCIUSZKO
(273) and it is believed both frigates would be compatible with the Australia's FFGs. Source: defenceconnect

India needs a more robust naval presence in Asia

Indian Ocean Leadership? Delhis Boasts Ignore Reality
At a biannual naval commanders conference in New Delhi last week, the Indian Navys top leadership cleared a new maritime
deployment plan. In a bid to counter emerging challenges in the Indian Ocean littorals - in particular, the growing presence of
Chinese warships and submarines in Indias near seas - senior commanders backed a proposal for the prolonged deployment of
warships in critical and vulnerable spaces in the Indian Ocean. The 'new mission-based deployment' plan involves the
deployment of combat-ready ships and aircraft along important sea-lanes of communications and 'choke points' in the Indian
Ocean, from the Persian Gulf and Gulf of Aden to the Malacca Strait and Sunda Strait. According to the navys spokesperson, 12
to 15 destroyers, frigates, corvettes and large patrol vessels are now permanently positioned in the IOR, supported by naval
satellite Rukmini (GSAT-7) and daily sorties by Poseidon P-8I maritime patrol aircraft.

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Indias naval leadership expects the new warship deployments to burnish the Indian Navys credentials as an outcome-oriented
security provider in the Indian Ocean. Maritime watchers believe active surveillance by Indian ships and aircraft, coupled with
regular exercises with partner navies, can deter Chinese naval ships and submarines from making frequent forays into Indias
near-seas. Over time, they suggest, aggressive patrols by the Indian Navy and partner maritime forces in the near seas could
deny the PLA Navy the use of subcontinent littorals. Yet, as compelling as the assessment outwardly appears, the notion that
Indian naval power can prevent Chinese warships and submarines from accessing Indias near seas is inherently flawed.
Trading nations regard the oceans as a shared global commons, with equal-opportunity rights for all user states. Unless a sea-
space is a site of overlapping claims (as in the case of the South China Sea) or a contested enclave in a geopolitically troubled
spot (as in the Persian Gulf), no coastal state ever seeks to openly deny another the use of the high seas. This balance only
changes during war, when navies try to block adversaries from entering critical sea spaces in the contested littorals. During
peacetime operations, however, maritime forces enjoy assured access to the seas that lie beyond national territorial waters,
even if a coastal state insists on prior notification.
A strategy aimed at denying Chinese warships entry into Indias surrounding seas is also unlikely to succeed because the Indian
Navys capacity for active defense has eroded in recent years. Naval commanders acknowledged last week that critical
capability shortfalls in multi-role helicopters, conventional submarines and mine counter-measure vessels needed concerted
policy attention. Moreover, Indias anti-China maritime posture in the Indian Ocean does not appear to enjoy much support in
South Asia. Much to New Delhis chagrin, Beijings infrastructure and investment initiatives in the Indian Ocean have been
welcomed by regional states, some of whom have openly embraced Chinas Belt and Road Initiative. The ideal course for New
Delhi would be to emulate Beijings maritime playbook by leveraging naval operations in the Asia Pacific for political gains. In
recent years, the Chinese navy has sought to project power in the Indian Ocean through a constant naval presence in Indias
near seas. By refusing to accept the Indian Ocean as an Indian backwater, the PLA Navy has made inroads into Indias
geopolitical sphere of influence. Indias response must be through a strategy of counter power-projection in the South China
Sea, long considered a Chinese preserve. The process might already be underway, with a recent surge in Indias eastern naval
deployments. Speaking at the naval commanders conference last week, Defence minister Nirmala Sitharaman acknowledged
the Indian Navys 'high operational tempo' had resulted in a maritime presence across the Indo-Pacific space. New Delhis Act
East naval push is evident from the recent three-month deployment of INS Satpura and INS Kadmatt to East and Southeast
Asia. The warships commemorated 25 years of India-ASEAN partnership by attending an International Fleet Review hosted by
the ASEAN in Thailand, following up with visits to Singapore, Vietnam, Philippines, Cambodia, Malaysia, Brunei, Japan and
Russia.
Still, Indias maritime deployments in the Pacific do not display the intensity and vigour associated with an active naval
projection strategy. Unlike the Indian Navys active operational posture in South Asia (focused increasingly on anti-submarine
operations), Indias naval contingents in Southeast Asia have confined themselves to the benign and constabulary end of the
operational spectrum. Compared to maritime exercises by other powerful Indo-Pacific states, Indias naval interactions in
Southeast Asia remain vastly below par. India has little option but to expand its naval engagements in the Asia Pacific. Upping
the tempo of its Pacific operations would enable the projection of naval power in Southeast Asias sensitive littorals, also raising
New Delhis strategic profile in the neighbouthood. This is more than a theoretical proposition. Indias maritime presence in the
Western Pacific creates complications for Beijing much in the way PLA Navy operations in the Indian Ocean restrict Indias
strategic choices. Yet Chinas political and territorial ambitions in the South China Sea make it far more sensitive to naval forays
by unfriendly states, implying that the Indian Navys operations in Southeast Asia are likely to more effective than Indian
analysts expect. Japans proposal for a new quadrilateral dialogue on the sidelines of the East Asia Summit in Philippines later
this month should nudge New Delhi into thinking hard about the benefits of assuming robust naval posture in wider Asia. At the
same time, Indias political leadership must repose greater strategic confidence in Australia, who many Indian analysts wrongly
hold responsible for the failure of the quadrilateral in 2007. To deter China from operating in the Indian Ocean, Indian naval
commanders need to leverage Chinas vulnerability in its near seas. The Indian Navys Western Pacific operations, however,
must be calibrated to ensure the Indian Navy does not accidentally cross the threshold of provocation to conflict with China.
More crucially, Indian naval commanders will need to plan for counter-presence in Chinas near seas in such a way that Beijing
cannot prove a territorial infringement, even while feeling the pressure of a perceived violation of its sphere of influence.

Navy Collisions That Killed 17 Sailors Were

Avoidable, Official Inquiry Reports
Two collisions between Navy destroyers and commercial vessels in the Western Pacific earlier this year were avoidable and
the result of a string of crew and basic navigational errors, the Navys top officer said in reports made public on Wednesday.

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Seven sailors were killed in June when the destroyer Fitzgerald collided with a container ship near Japan. The collision in August
of the John S. McCain another destroyer, named after Senator John McCains father and grandfather and an oil tanker
while approaching Singapore left 10 sailors dead. In the case of the Fitzgerald, the Navy determined in its latest reports that
the crew and leadership on board failed to plan for safety, to adhere to sound navigation practices, to carry out basic watch
practices, to properly use available navigation tools, and to respond effectively in a crisis. Many of the decisions made that led
to this incident were the result of poor judgment and decision making of the commanding officer, the report concluded. That
said, no single person bears full responsibility for this incident. The crew was unprepared for the situation in which they found
themselves through a lack of preparation, ineffective command and control, and deficiencies in training and preparations for
navigation. In the case of the John S. McCain, the investigation concluded that the collision resulted from a loss of situational
awareness while responding to mistakes in the operation of the ships steering and propulsion system while in highly trafficked
waters. The collisions were avoidable, Adm. John Richardson, the chief of naval operations, said in a summary of the two
reports, released by the Navy on Wednesday morning.
The release of the twin reports on the collisions, as well as a broader review of the Seventh Fleets pace of operations, training,
equipment and maintenance, came a day after the Navy held closed-door briefings for lawmakers on Capitol Hill on its findings
and recommendations, and sent officers crisscrossing the country to brief family members of the sailors killed. Senator Roger
Wicker, a Republican from Mississippi, attributed the two fatal collisions to dwindling Navy resources in the Pacific, combined
with judgment and training errors a sentiment echoed by lawmakers as they left Tuesdays private hearing. In general,
were asking too few ships to do too many things, Mr. Wicker said. Mr. McCain, Republican of Arizona and chairman of the
Senate Armed Services Committee, on Tuesday also pointed to the automatic budget cuts on the Pentagon since 2013, known
as sequestration, as one of the primary culprits behind the combined 17 deaths aboard the two destroyers. Weve deprived
them of the funds to do it, Mr. McCain said of the continuous operations in the Pacific. Were putting those men and women
in harms way to be wounded or killed because we refuse to give them the sufficient training and equipment and readiness. Its
a failure of Congress.Its on us.Already the fallout from the two fatal crashes as well as two others in the western Pacific this
year, has been dramatic. The commander of the Navys Pacific Fleet, Adm. Scott H. Swift, took early retirement after being
notified that he was no longer in the running to take charge of the Pentagons overall Pacific Command, which would oversee
any military operations against North Korea. Vice Adm. Joseph P. Aucoin, the former head of the Seventh Fleet, based in Japan
and the Navys largest overseas, was removed in connection with the accidents. The Navys top officer for ships worldwide, Vice
Adm. Thomas S. Rowden, has also said he will retire early. Several other senior officers in the Seventh Fleet chain of command,
as well as the commanding officers of the Fitzgerald and John S. McCain, have also been relieved of their duties. Even before
the more comprehensive review was conducted by Adm. Phil Davidson, the head of the Fleet Forces Command in Norfolk, Va.,
urgent new orders went out in early September for United States Navy warships. These directives included more sleep and no
more 100-hour workweeks for sailors. Ships steaming in crowded waters like those near Singapore and Tokyo were ordered to
broadcast their positions as do other vessels. And ships whose crews lack basic seamanship certification will probably stay in
port until the problems are fixed. These were all seemingly obvious standards, military officials said, except that the Navy
rushed the remedies into effect only after the two deadly collisions in two months, despite repeated warnings about the
looming problems from congressional watchdogs and the Navys own experts dating to 2010. Source: MSM

SHIPYARD NEWS

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 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 309

Several vessels and workplatforms moored at Damen Shiprepair (Shipdock) Amsterdam

Photo : Henk Honing Foto & Video Honing

ROUTE, PORTS & SERVICES

Port of Indiana-Burns Harbor receives

congressional support for $19.7M expansion
U.S. Secretary of Transportation Elaine L. Chao has confirmed the Port of Indiana-Burns Harbor will receive one of the nations
10 FASTLANE small project grants for 2017. In August, Secretary Chao informed Congress the Department of Transportation
was recommending approval of a $9.85 million discretionary grant for the port. After a 60-day review period, the House
Committee on Transportation and Infrastructure and the Senate Committee on Environment and Public Works approved all the
projects. The ports grant is part of a $19.7 million expansion of the infrastructure that will increase cargo handling capacity and
multimodal capabilities. Indianas ports are critical hubs for jobs and economic growth and this expansion will help our state
attract even more business to northwest Indiana, Governor Eric J. Holcomb said. This new investment will not only improve
the regions economic vitality, but also the international competitiveness of our entire state.
The port expansion will include the construction of a new 2.3-acre cargo terminal with multimodal connections for handling
cargo transfers between ships, barges, rail cars and trucks. In addition, 4.4 miles will be added to the ports existing 14-mile rail
network. Two new rail yards will create rail storage for 165 rail cars, accommodate a 90-car unit train and provide rail car
switching within the port, which will improve operating efficiencies for port companies. Improvements to the west dock,

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 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 309

including extending a retaining wall and paving a dock apron, will result in an additional 1,200 feet of usable dock space. The
project scope also includes a new six-acre truck marshalling yard that will relieve congestion along port roads. Ports of Indiana
application, because this major federal grant will allow Burns Harbor to move forward with an expanded, increasingly-efficient
operation. Im looking forward to seeing these upgrades in action because we know it will bring more economic opportunities to
the region and our state.
The Port of Indiana-Burns Harbor handled nearly 2.6 million tons of cargo in 2016, completing the highest three-year total in
the ports history. Ship traffic through the port was up nearly 20 percent for the first nine months of 2017, while total shipments
were up nearly 11 percent, compared to the same time period last year. Improving infrastructure is one of the best ways we
can foster growth, and our federal and state governments continue to make investments to attract new business and help
existing businesses expand, said U.S. Senator Todd Young, a member of the Senate Transportation and Commerce Committee.
Our ability to move raw materials and finished products is critical for economic success and this FASTLANE Grant will help our
Lake Michigan port strengthen the Hoosier economy.
The Port of Indiana-Burns Harbor opened in 1970 and serves the largest steel-producing region in North America. Major
cargoes handled by the port include steel, coal, limestone, fertilizer and grain. I congratulate the Port of Indiana-Burns Harbor
for their diligence to successfully obtain this federal grant opportunity, said Congressman Pete Visclosky. This port is an
essential component of a strong and growing northwest Indiana economy and these federal funds will help improve its ability to
create jobs and generate additional economic activity throughout our region and our state. Port operations generate an
economic impact of $4.9 billion per year and support over 39,000 total jobs. With these investments, companies using water to
move cargo will have new options for their inbound raw materials, outbound finished products and transferring shipments
between ships and barges, rail cars and trucks, said Ports of Indiana CEO Rich Cooper. Strategic investments in port
infrastructure produce a foundation for long-term growth, bring a positive economic impact to the area and support trade
throughout the state. Source: Ports of Indiana

Brand verwoest nieuwe

kamers van Villa Augustus
in Dordrecht
Bij Villa Augustus aan de Oranjelaan in Dordrecht heeft in de nacht
van woensdag op donderdag brand gewoed. De brandweer dacht
eerst dat een woonboot vlam had gevat, maar het bleek om het
ponton te gaan, waarop het hotel nieuwe kamers bouwt. De brand
brak rond 02.00 uur uit en ging gepaard met metershoge,
uitslaande vlammen. De brandweer heeft overwogen om de
hotelkamers, die al in gebruik zijn, te evacueren. Maar dat is niet
gebeurd, omdat ze op flinke afstand van de brand lagen.
De kamers in aanbouw zijn volledig verwoest. Ze zouden dit
voorjaar in gebruik worden genomen. De oorzaak van de brand is
onduidelijk. De uitgebrande ponton bij Villa Augustus is de in
Rotterdam wereldberoemde ADMI. Het voormalige drijvende
kantoor van Sleepdienst Eerland. De ADMI. is later gekocht
door Smit en afgemeerd in de Waalhaven bij hun nieuwe kantoor,
waar het dienst deed als ontvangstruimte en als onderkomen van de personeelsvereniging. Bron : TV Rijnmond

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MARITIME ARTIST CORNER

Several ships moored at the Parkkade in Rotterdam is the latest creation of Maritime Artist Ronald van Rikxoort
Zie more work by Ronald at www.artabc,nl (c)

. PHOTO OF THE DAY ..

FAR SENATOR loading anchors at MMHE Shipyard, Johor Bahru, Malaysia. As seen from the LEWEK CENTURION
Photo : Max Kondratyuk

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 DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 309

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