177-25-06-2016 - Parametric Roll

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2016 – 177
Number 177*** COLLECTION OF MARITIME PRESS CLIPPINGS *** Saturday 25-06-2016

News reports received from readers and Internet News articles copied from various news sites.
The FRISIA INN outbound from Willemstad-Curacao – photo : Kees Bustraan ©
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EVENTS, INCIDENTS & OPERATIONS
The Iskes Towage & Salvage owned and Port Towage Amsterdam operated tug SIRIUS moored at the new
tugboat quay at the Midden sluiseiland in Ijmuiden Photo : Henk Honing - Foto & Video Honing ©
Seven Indonesian sailors kidnapped in

Philippines
By Kanupriya Kapoor
Seven Indonesian sailors have been taken hostage in the Sulu Sea in the southern Philippines, Indonesia's foreign
minister said on Friday, the latest in a string of abductions in the waters between the two Southeast Asian neighbors.
Indonesian authorities have voiced concerns that piracy in the Sulu Sea area, a major sea traffic lane for the world's
top thermal coal exporter, could reach levels previously seen in Somalia. Analysts say $40 billion worth of cargo passes
through those waters a year, including supertankers from the Indian Ocean that cannot use the crowded Malacca
Strait."We got confirmation of an incident of kidnapping involving Indonesian crew of a ship," Indonesian Foreign
Minister Retno Marsudi told reporters. She said the hijackings were carried out by two different armed groups in
attacks on a tugboat towing a coal-carrying barge. Six of the 13 crew on board were freed, Marsudi said, and were on
their way back to Indonesia "We absolutely do not tolerate this. The government will try all options to free the
hostages," Marsudi said.Up to 18 Indonesians and Malaysians were kidnapped in three attacks on tugboats earlier this
year in Philippine waters by groups suspected of ties to the Abu Sayyaf militant network. All 14 Indonesian citizens
were later released.The Philippine military has said the militants have been targeting foreign crew of slow-moving

tugboats because they can no longer penetrate resorts and coastal towns in Malaysia's eastern Sabah state due to
increased security.The rise of sea hijackings prompted Indonesia, the Philippines and Malaysia to agree last month to
carry out coordinated patrols to secure the region's busy waterways However, coordinated patrols are yet to get
underway. Abu Sayyaf, known for amassing tens of millions of dollars from kidnappings, has beheaded two Canadian
nationals in recent weeks after ransom deadlines passed. The group is still holding Malaysian seamen and Japanese,
Dutch, Norwegian, and Philippine citizens. Source: Reuters (Additional reporting by Fergus Jensen; Writing by
Randy Fabi; Editing by Paul Tait)
Maersk chairman says company could be split

up -media
P. Moller-Maersk's chairman says that the Danish shipping and oil conglomerate could be split up in several companies,
after it on Thursday appointed the head of its container business as new chief executive. "The question is whether we
should be a large group, or whether we should be a number of independent companies," Michael Pram Rasmussen
told Danish online media Finans. "It is a possibility for us, but it is not something you just do. It would be a huge task,"
he said. His comments follows the appointment of Maersk Line chief executive Soren Skou as CEO of the whole group,
replacing Nils Smedegaard Andersen. Source : Reuters (Reporting by Teis Jensen)
\
The COSCO BEING handling boxes in Seattle. Photo: Aart van Essen ©
Succesvolle derde editie Rotterdams

Havenevenement
Talenten die werken of leren in de Rotterdamse haven
zijn vanavond in de schijnwerpers gezet tijdens het
Rotterdams Havenevenement. Het evenement is een
initiatief van de STC-Group, Havenbedrijf Rotterdam,
Jong Havenvereniging, Deltalinqs en Marine Club
Rotterdam. Met de organisatie willen de initiatiefnemers
onderstrepen dat de Rotterdamse haven een geweldige
leer- en werkplek is voor talenten van ieder
opleidingsniveau. Nieuw tijdens deze editie van het
leukste feestje voor de haven was de uitreiking van de
prijs voor het beste Havenidee.
MCR-prijs
Tijdens het evenement dat plaatsvond in de Lloydzaal van de STC-Group zijn drie prijzen en twee titels uitgereikt. De
MCR-prijs voor de meest talentvolle MBO’er ging dit jaar naar Nick de Willigen, vierdejaars Allround Operational
Technicus aan het Scheepvaart en Transport College. Nick ontving onder andere een studiebeurs uit het twee jaar

geleden opgerichte Pieter van Essen studiefonds. De andere twee finalisten waren de tweelingbroers Mitch en Tristan
den Engelsman, beiden studenten aan het Scheepvaart en Transport College.
Titel Havenwerker van het jaar
Na een spannende stemronde mag Ed van den Hoek van Matrans Marine Services B.V. zich Havenwerker van het
Jaar noemen. Ed ontving de bij de titel horende prijs uit handen van de Rotterdamse havenwethouder Adriaan Visser.
De titel Havenwerker van het jaar wordt uitgereikt aan een havenwerker die uitblinkt in veilig en innovatief werken en
collegialiteit. Mark Berendsen en Karel van Riet Paap waren ook doorgedrongen tot de finale.
SmartPort Scriptieprijs
Veel serieuzer van toon was de uitreiking van de SmartPort Scriptieprijs. Deze prijs voor de beste scriptie is uitgereikt
aan Michiel Hoefnagels van de Erasmus Universiteit. Michiel schreef een scriptie met als titel ‘Industrial collaboration
based on maintenance maturity and inventory commonality’. Sarah Sangster, Christos Manias en Bart Heinz drongen
eveneens door tot de finale.
Jong Haventalent
Robin Groen van iTanks mag zich Jong Haventalent 2016 noemen. Ronald Lugthart overhandigde de jonge marketeer
het prijzenpakket. Nandi Dijkstra (Mercurius Shipping Group) en Patrick van Helden (Allseas) waren de andere twee
finalisten in deze categorie.
Beste Havenidee
Nieuw dit jaar was de uitreiking van de prijs voor het beste Havenidee. Dit is een initiatief van Hogeschool Rotterdam.
Twee teams van maritiem officieren die een HBO-opleiding volgen bij de Rotterdam Mainport University en Tom van
den Marel die Logistiek en Economie volgt aan Hogeschool Rotterdam dongen mee naar de prijs. Het Beste Havenidee
2016 is Danger of enclosed spaces geworden. Dave Smorenberg, Lezan Sadiq, Lucas Theuws, Dylan Zasada en Niels
Ronda gingen met de prijs naar huis.
10 HOURS OF HORROR AND HOPE

Last Wednesday Captain Peter
Heimstaedt of Orophil
Shipmanagement Corp presented for
the PROPELLER CLUB OF MANILA in
the tower club "10 hours of horror
and hope". During this very interesting
presentation he told the audience of
approx 40 persons the tale of a terrible
situation he was involved in when the
5400 TEU container ship where he was
onboard was hit by a freak wave and
ended up in a Parametric Rolling
situation in the Gulf of Alaska in 2014.
Rolling and pitching is a part of every ship that is going out at the sea. The first
thing you might think up on hearing the word “Parametric rolling” is that it must be
a type of rolling movement occurring in ships. Rolling and Pitching is a normal
movement phenomenon which occurs in all kind of ships, so what is new about this?
CLICK HERE TO VIEW THE OOCL BRISBANE IN A CLASSIC EXAMPLE OF PARAMETRIC
ROLLING
Causes of Parametric Rolling
The size of container ships is increasing drastically as companies are looking forward to monster ships; for e.g.
Maersk’s Triple-E Vessels. The new
container ships coming to the market have
large bow flare and wide beam to decrease
the frictional resistance which is generated
when the ship fore end passes through the
water, making it streamlined with the hull.
CLICK at the graphic on the left !
As the wave crest travels along the hull, it
results in flare immersion in the wave crest and the bow comes down. The stability (GM ) varies as a result of pitching
and rolling of the ship. The combination of buoyancy and wave excitation forces push the ship to the other side.

The similar action takes place as the bow goes down in the next wave cycle resulting in synchronous motion which
leads to heavy rolling up to 30 degree in a few cycles. This type of rolling is known as Parametric rolling.
This phenomenon occurs only when the sea condition is in head / stern or anywhere near to them. There are two pitch
cycles- maximum and minimum. The period of roll is half the natural rolling period which coincides with large phase
angle and maximum roll always occurs when the ship is pitching down i.e. bow is down.
Click HERE TO SEE THE 2994 TEU CONTAINER SHIP OOCL BELGIUM TAKING AN 40
DEGREES ROLL IN THE NORTH ATLANTIC
Effects of Parametric Roll
•Heavy stresses in ship structure especially in fore and aft parts
•Extreme stresses on container and their securing system resulting in failure of the same and even loss of containers
•Unpleasant for the crew of the ship
•Variation in the load of ship’s propulsion engine
•If not tackled quickly, it can result in capsizing of ship
What to do in case of Parametric Rolling on ships?
•Do not panic in such situation. Keep your calm
•If rolling and pitching occurs simultaneously, avoid a head on sea and change the route.
•Always maintain a correct GM. Ship should not be too tender or too stiff.
•The roll damping measures must be quickly used
Photo’s : Piet Sinke and Click at the hyperlinks in the text !
Captain Peter Heimstaedt raised his criticism during the presentation against the ever increasing overflooding of
the shipmaster with instructions and directions from Charterers, he noted with satisfaction that most of the audience
agreed on his view. Further to the positive comments from the audience side he would like to remind us of the "Hill
Harmony Case" that he mentioned in my speech. That case which went up to the highest court in U.K. was arbitrated
a few years before the ISM Code came into force. Capt Peter was not aware whether this case had an impact on the
Maritime Safety Council of the IMO when they decided to include the "Master's Overriding Authority" in the
International Safety Management Code in 2004 (Ch. 5.2). However, as he see it, this has not much impressed
Charterers who have imposed even more pressure upon Owners and Masters in order to gain full control over their
chartered vessels. One of the most adverse aftereffects of this unfavourable trend is the obvious loss of confidence of
today's shipmasters. As we as audience could learn through Capt Peter’s speech such aftereffect could also paralyze an
experienced veteran Master... I'm only asking: Is this really what we want? If our business will be ruled and
directed only by lawyers and lawmakers, by laymen and liability-claimers then nobody should be surprised when
shipmasters will not make decisions in the sense of their alleged overriding authority anymore. Do you
share this opinion? I'd be interested to exchange your views and discuss this issue, probably in a separate forum.
Please contact Capt Peter via p.heimstaedt@yahoo.com
Dredger washed close to the shore in Kollam

Had been anchored 3 nautical miles off coast
An unoccupied dredger lying anchored three nautical miles off the Kollam coast that broke loose from its moorings
washed up almost near the Mundakkal beach in the city on Wednesday morning. Following a legal tangle the dredger,
had been lying anchored off Kollam since November 2013. Fishermen of the area said that apparently during strong
winds on Tuesday night, the dredger either broke loose or was dragged close to the beach. They said that if the vessel

happened to get caught in the winds again, it could get bogged down in the beach.It was on March 26, 2013, that the
dredger Hansita, owned by the Mumbai-based Megha Dredging Private Limited, docked at the Kollam port for repairs
on developing engine trouble en route to Karwar. After repairs, the port authorities did not give clearance for the
vessel to sail as the owners failed to pay port charges of Rs.40 lakh. When coastal shipping programme was launched,
the port authorities moved the ship three nautical miles away to facilitate the inaugural function. Source; The Hindu
The CRYSTAL SERENITY moored in Skagway (Alaska) –

Photo : Willem J.M. Kappert - Chief Electrotechnical Officer MS Zaandam ©
Pacific Tugboat Service Celebrates Third Renaming

Ceremony by Honoring Local Military Heroes
On Friday, June 10th, the Port of San Diego and Pacific Tugboat Service collaborated with local military on a vessel
renaming event on Cesar Chavez Pier. About 130 eighth-graders from King Chavez Preparatory Academy in Barrio
Logan were presented four profiles of local military heroes and asked to match their attributes with one of four
different vessels from the Pacific Tugboat fleet. The final names of each vessel were revealed at the ceremony.Port
Commissioner Bob Nelson spoke to the students at the ceremony. “The Port thanks the 8th graders from King-Chavez
Preparatory Academy for responding to Pacific Tugboat Services’ call for help to re-name some of their vessels,” he
remarked. “We look forward to some of you becoming the tugboat captains, business people and military heroes who
will help make San Diego Bay and the rest of our country such a great place.” This is the third activity that the Port
and Pacific Tugboat Service have partnered on that has involved renaming vessels. In the past, however, 4th grade
students were targeted and they had the opportunity to come up with their own names. Logan was chosen the first
year, and King C. (for King Chavez Elementary) was chosen the second year.The concept to rename vessels after
military individuals came from Pacific Tugboat Service, who has a working relationship with the local military
community. Due to the solemn theme of the activity, eight-graders were asked to participate this year. The
biographies of three Navy SEALS and one Marine, some living and some who have passed away, along with four
vessels with distinct characteristics were presented in a workbook to the students. The students had the opportunity to
learn about the different vessels in the fleet, which can be seen in their Bay, as well as the bravery of local heroes.
They then had the chance to decide which profile best matched each vessel. “The names of these four genuine
American heroes will be seen and heard on the waters of San Diego Bay, Los Angeles and Long Beach Harbors, San
Francisco Bay and Delta and all along the coast of California and beyond,” commented Co-Owner and General Manager
of Pacific Tugboat Service Steve Frailey. “Pacific Tugboat Service believes that the spirit and character of these four
Americans will become a part of each of these four vessels and the crews who man them.” From its humble beginnings
three decades ago – when it had just two small tugs and six employees - Pacific Tugboat Service has become a multi-
million-dollar business. As a member of the Port's Green Business Network, Pacific Tug's entire fleet runs on shore
power, meaning when it is docked, the ship's onboard diesel power supply is switched to shore-based electrical power.
This process reduces polluting air emissions and noise levels from idling engines. The vessel renaming activity is one
example of how the company not only cares about the quality of the air and water surrounding the bay, but the people
of the community where it resides. Source : portofsandiego
Kiel welcomes P&O’s “Arcadia” on maiden call

P&O Cruises’ “ARCADIA” berthed Wednesday, June 22nd for her first visit ever to the Port of Kiel, arriving just as the
prestigious Kieler Woche sailing regatta marked its half-way point. More than 2,000, mainly British, passengers used
the opportunity to visit northern Europe’s biggest maritime sailing event.
“ARCADIA” is on a 15-day Baltic cruise which began in Southampton on June 18th and has taken the English cruise
ship to Copenhagen before her visit to Kiel. During her stay in Kiel the ship berthed at a cruise terminal which is right

in the middle of the action. The large-scale summer festival with its entertainment, cultural, scientific and sport events
is within sight of the cruise terminal. Ship passengers can check out the Kieler Woche goings-on in the City Centre
itself and by foot along the Kiel promenade while the sailing ships themselves make their way on parallel courses along
the inner Fiord.In addition of course, English-speaking tourists can also take advantage of the classical land
excursions, which cover the whole of north Germany. Those attractions range from guided tours of the Kiel Fiord, visits
to the UNESCO World Heritage site Lübeck and variously themed excursions to the metropolis of Hamburg as well as
to panorama trips to the beach resort of Laboe and the region known as Holstein Switzerland with its state garden
show.The “ARCADIA” casts off from the Ostseekai Terminal at around 20 Hours and heads for the Swedish capital
Stockholm. Her destinations after that are Tallinn, St Petersburg and Helsinki before she sails back via Zeebrugge to
Southampton. The P&O Cruises shipping company is part of the Carnival Cruises concern. “ARCADIA” was completed
in 2005 at Fincantieri in Italy. She is of 84,342 GT and is 285 m long and more than 32 m wide. The Vista Class cruise
ship has 1,010 cabins for 2,016 passengers. Source: Portnews
Bronka port successfully offloads heavy-lift

cargo from BBC Citrine
the St. Petersburg, Russia based MSCC Bronka, a multipurpose

port Bronka (part of Big Port St. Petersburg) successfully
unloaded oversized, heavy-lift cargo of total weight of 3,690
tonnes from the general cargo ship BBC CITRINE delivered from
Houston, USA, the Bronka investor Fenix LLC said. The port has
received and handled since early June four conventional vessels
with oversized, heavy-lift project cargoes of 5,982 tonnes. One
cargo unit maximum weight was 200 tonnes.Multipurpose Sea
Cargo Complex "Bronka" (MSCC Bronka) is being built on the
southern shore of the Gulf of Finland, where the Dam and the
Ring Road border the territory of Lomonosov. The Bronka complex
will comprise three dedicated facilities: a container terminal
encompassing 107 hectares, the Ro-Ro terminal of 57 ha and a
logistics center of 42 ha. Container terminal will have a 1,220 m-
long quay wall (including 5 berths). The length of Ro-Ro terminal's dock line will be 710 meters (3 berths). After
completion of Bronka Phase 1 its capacity will reach 1.45 million TEUs and 260,000 units of Ro-Ro cargoes. In future
the MSCC Bronka expansion will help increase the facility's container throughput to 1.9 million TEUs. Upon completion
of the port's construction and dredging to the design mark of 14.4 meters in 2015 MSCC Bronka will be able to
accommodate Post-Panamax containerships and the ferries of Finnstar class. Once completed Bronka project will help
generate 2,300 jobs at its marine terminals alone. The first liner vessel called to Bronka terminal on September 8,
2015. Source: Portnews
Shell Restarts Offshore Drilling With IceMAX

Shell is to restart offshore drilling operations in Canadian waters, with the Stena IceMAX drillship, after authorities
gave the green light following a recent incident. Drilling had been taking place on the Cheshire L-97 exploration well,
offshore Nova Scotia, but was stopped following the loss of the drillship’s riser, which dropped to the sea floor during
heavy storms on the 5 March. The Canada-Nova Scotia Offshore Petroleum Board (CNSOPB) have now completed a
full investigation into the incident and are happy to allow offshore drilling to resume. “This has been a rigorous and

exhaustive review of the incident,” said CNSOPB CEO Stuart Pinks. “We are satisfied that the cause of the incident has
been properly determined and that appropriate corrective actions have been taken so that drilling may resume safely
According to the CNSOPB report, the drilling crew onboard the Stena IceMAX anticipated and prepared for the
incoming storm correctly. Preparations involved suspending drilling operations, installing two barriers to secure the
well (a downhole plug and the closing of the Blowout Preventer, BOP), and displacing drilling fluids in the riser to sea
water. When vessel motion exceeded the operational limits, the decision was made to disconnect and ride out the
weather with the riser attached to the vessel through the tensioner riser system, a standard procedure. To maximize
the distance between the bottom of the riser and the BOP so as to protect the integrity of the well, the tensioner
system holding the riser was fully retracted. During the height of the storm, the riser became detached from the
tensioner riser system, and fell to the sea floor.The CNSOPB added that no one was injured and no well fluids or
synthetic oil-based drilling fluids were spilled to the environment.The key factors in the cause of the incident were the
heave of the vessel andthe inability of the riser tensioner system to compensate for the difference in the movement
between the riser and the vessel with the tensioner system in a fully retracted position and with the Riser Anti-Recoil
System (RARS) inactive. A CNSOPB spokesman concluded: “As an additional safeguard, the CNSOPB has introduced a
condition further tightening operating limits under which drilling may occur.“Until such time as the CNSOPB completes
further reviews, Shell Canada is required to lower its well disconnect criteria on the Stena IceMax based on vessel
heave of five metres. The previous criteria was eight metres. The Stena IceMax Drillship, is an ultra deepwater,
harsh environment drillship, delivered in 2012, by Samsung Heavy Industries. IceMAX has a design capability to
operate in a maximum water depth of 10,000 feet (3,048m) and drill to a maximum depth of 35,000 feet (10,668m).
Source: offshorepost
First Damen tug for Bugsier

ASD 2411 joins German towage company in its 150th year of operations
Bugsier, the German towage and maritime service
provider, has boosted its already extensive fleet with the
addition of a Damen ASD 2411 tug. The tug represents
the first purchase of a Damen vessel for Bugsier.
Photo : Jan Ove Mühlpforte ©
Bugsier holds an established position in the German
maritime sector: the company is celebrating its 150-year
anniversary this year. This operational knowledge brought
mutual benefits to the vessel construction process.
“Damen is experienced in building tugs,and we are very
experienced in operating them,” comments Bugsier
Business Development Manager Sven Schrӧder.
“Therefore, we know what we want and we have ideas on
how to improve things.”
The BUGSIER 22 was built at Damen Shipyards Sharjah (DSSh) in the United Arab Emirates. DSSh is one of the
newest additions to Damen’s worldwide network of shipyards and boasts the highest standards of modern ship
construction and repair. The yard recently won the ‘Best New Build Yard’ award at the International Maritime
Awards, held at the Shiptek 2016 conference. “We worked closely with Damen’s Sharjah yard in the construction of
this vessel – our technical department closely monitored the entire construction process with good communication with
the management team and also the site management.” Mr Schrӧder concludes by pointing out the advantages of
working with Damen: “Short lead times, relatively short delivery times and good value for money – we are extremely
pleased with the result.” The power-to-length ratio of the Damen ASD 2411 is worth a special mention: this 24-
metre long vessel provides a bollard pull of 70 tonnes. The practical advantages of this compact power can be seen
when the tug is at work in a busy harbour situation such as the Port of Hamburg. “We are very proud to sell our first
tug to Bugsierin this very significant celebratory year for them,” says Damen Sales Director North, West & South
Europe Frank de Lange. “We look forward to continuing this business relationship well into the future.”

Flag-hoisting on Rosatomflot's Tambey tug in

Murmansk
An official ceremony of flag raising on board the TAMBEY,
second vessel built for the Portoflot project to service the
Port of Sabetta, was heldJune 23 in Murmansk, on the
territory of FSUE Atomflot, Atomflot said Thursday. The
multipurpose tugboat "TAMBEY" was built at Temryuk,
Krasnodar Region based Craneship Shipyard LLC for the
project Portoflot. Portoflot project implies the construction
and operation of three ice-class tugs, one harbour
icebreaker and one icebreaking tugboat. The shipbuilding
orders were placed with Craneship and Vyborg Shipyard.
The tug was named after the Yuzhno-Tambeyskoye gas
condensate field located northeast of Yamal Peninsula. The
workboat left May 28 Novorossiysk to sail to its homeport
Murmansk. The Arc 4 class has rated power 3,84 mW, speed in open water - 14,4 nm, max draft - 4.93 m, length -
30,87 m, beam - 11.2 m. Under the contract with Yamal LNG the TAMBEY will commence operation before 1 July.
Another ice-class tug the PUR has started operation for Yamal LNG project.
Ithaca Energy's FPF - 1 Nears Completion

By Joseph R. Fonseca
Providing an update on the status of the on-going Greater Stella Area (“GSA”) development programme Ithaca Energy
informed that the floating production facility (FPF-1) modifications programme undertaken by Petrofac in the
Remontowa shipyard in Poland is in the final stages of completion, with only a limited number of commissioning
activities requiring close out prior to sail-away.Commissioning operations on the FPF-1 have continued to progress well
over recent weeks and are now materially complete. The operations team have been living on the vessel since May,
the marine works have been finished and the engineering teams are in the process of closing out handover of the
various processing and utilities systems to the operations team. The planned vessel inclination test remains to be
performed, following which the FPF-1 will be moved to a location off the coast of Gdansk for the final marine system
trials prior to being towed to the field.It is anticipated that the period from sail-away to first hydrocarbons will be
approximately three months. Following towing of the FPF-1 to the field, the vessel will be moored on location using
twelve pre-installed anchor chains. The dynamic risers and umbilicals that connect the subsea infrastructure to the
vessel will then be installed. Thereafter, commissioning of the various processing and utility systems requiring
hydrocarbons from the field will be completed. First production from the Stella field is anticipated in late September
2016.Access has been secured to the Norpipe oil pipeline system, allowing oil exports from the GSA to transfer from
tanker export to pipeline export during 2017. This will significantly reduce the fixed operating costs of the GSA
facilities and enhance operational uptime, resulting in improved reserves recovery and increasing the long term value
of the GSA as a production hub.The key work associated with creating a connection to the system has been
successfully executed as part of a fast-track operational programme undertaken during the planned 2016 pipeline
maintenance shutdown. Acceleration of this work was made possible as a result of a conventional tie-in point on the
system being vacated by a third-party field disconnecting from the pipeline. This provided a unique opportunity for a

lower cost, lower risk connection to be made. Norpipe runs approximately 350 kilometres from the Ekofisk offshore
production facilities on the Norwegian Continental Shelf to a dedicated oil processing facility at Teesside in the UK,
with various UK fields exporting into the system via a spurline. In addition the Company has taken advantage of the
downturn in industry activity to secure attractive contracting terms, including a lump sum contract for the installation
of the 44 kilometre pipeline required from the FPF-1 to the Norpipe system.The net capital expenditure associated with
the work programme is approximately $20 million, with the majority being paid in 2017. Source; Marinelink
SALVIGILANT towing GSF GRAND BANKS
The 2007 built SGP flag and owned tug SALVIGILANT leaving Valletta, Malta on Wednesday 22nd June, 2016
towing the decommissioned semi-submersible driling rig GSF GRAND BANKS to Aliaga, Turkey for the breakers.
Photo : Capt. Lawrence Dalli - www.maltashipphotos.com ©
Maersk’s status as biggest container carrier on

the line
BY JONATHAN SAUL
DENMARK’s Maersk Line is fighting to remain the biggest container shipping carrier as a wave of mergers and
acquisitions, particularly in Asia, creates new challengers trying to grab a bigger share of a depressed market. Maersk
has made no major acquisition for more than a decade, but says it might be open to "the right opportunity", although
doubters believe such deals risk accumulating ships without securing enough customers. The unit of oil and shipping
group AP Møller-Maersk has a 15% share of the container market. However, it faces Chinese rivals with global
ambitions as well as traditional western competitors that are buying assets in Asia. The battle is over global container
traffic, especially between Asian ports — a relatively bright spot for an industry suffering its worst downturn since its
origins in the 1950s."It’s really tough and everybody in the industry is really suffering, and so have we," says Jakob
Stausholm, Maersk Line’s chief strategy and transformation officer and a member of its management board. "We are
defending our leadership position. If we are strong, there is no reason for us not to grow." The container industry,
which ships largely consumer goods ranging from iPhones to designer dresses, has been forced to cut costs and try to

build scale to cope with a weak global economy and overcapacity. "World GDP growth is struggling.… Combined with
trade growth slowing down, this is a recipe for a very bad market," says Evangelos Chatzis, the chief financial officer at
independent Greek container group, Danaos.
In November 2015, Maersk said it would save $250m in the following two years and reduce its workforce by 17%, or
4,000 people, mainly through attrition. The line managed to post a profit of $37m in the first quarter of 2016,
compared with a $182m loss in the last quarter of 2015. However, the profit was down 95% from the $714m it made
a year earlier. Now, it must deal with stiffer competition created by the mergers and acquisitions. The world’s third-
biggest player, CMA CGM of France, is in the process of acquiring Singapore’s Neptune Orient Lines for S$3.4bn
($2.5bn). Last week, CMA announced it would also form a joint venture with PSA Singapore Terminals to operate
container berths.In China, former state-controlled rivals Cosco and China Shipping Group have merged to create China
Cosco Shipping. In another deal, China Merchants Group is buying logistics group Sinotrans & CSC
Holdings."Developments are moving rapidly in Asia and the Neptune Orient Lines deal and separate consolidation in
China will give Maersk a run for their money," a shipping industry source says. "There is a question over whether
China will increasingly use these bigger Chinese lines to ship goods now over western carriers."Outside the region,
Germany’s Hapag-Lloyd is discussing a merger with Middle East container group United Arab Shipping Company.Size
matters in the current hard times. "If you are small, you cannot survive," says David Cheng of the Hong Kong Maritime
and Port Board. "The big container liners in Asia are not regional liners — they are global liners …. They are competing
with the big boys like … Maersk, CMA CGM." That struggle is set to centre on Asia. "The intra-Asia trade has remained
comparatively profitable despite the problems with the wider trade. Going forward, players will increasingly compete
for market share on this route and there is already positioning," a banker who arranges ship financing says. "The CMA
CGM acquisition of Neptune Orient Lines is a case in point of that type of positioning." Maersk Line’s parent has cash
reserves of about $12bn and is under some pressure from shareholders to put it to use.CEO Nils Smedegaard
Andersen said in May that the group held "plenty of liquidity reserves for unexpected and expected investments".The
line last made a major acquisition in 2005, when it bought P&O Nedlloyd, about five years after buying Sealand and
Safmarine. Stausholm held open the possibility of new deals. "If the right opportunity is there, we will look into it," he
says."If you look at the history of Maersk Line, we have achieved our leadership position by combination of organic
growth and acquisitions."However, he rejects suggestions that Chinese customers will turn predominantly to Chinese
shippers. "They also need a carrier like Maersk Line," he says."We have a strong position out of China, particularly into
Europe."He also pointed to Maersk’s Singapore unit. "The intra-Asia trade is small vessels and short distances and I
think we compete with our MCC subsidiary pretty well in that business."Some investors doubt the wisdom of the
current deal-making."By taking part in the consolidation, you effectively buy a pile of steel, but customers are not loyal
in this business. So, the big risk is that you are left with extra shipping capacity, while price-sensitive customers slip
away," says Otto Friedrichsen, an equity strategist at Danish asset manager Formuepleje. "I don’t think acquisitions is
the way to go." Formuepleje, with about $6.9bn under management, has shunned the shipping industry. "We see
major challenges for the industry in setting the market price at the moment, and that is one of the reasons we’re not
investing in Maersk," says Friedrichsen.Analysts Rahul Kapoor and Nilesh Tiwary at Drewry Financial Research Services
says the structural change would be negative for AP Møller-Maersk’s earnings."The traditional container shipping
model seems broken," they wrote in a note, maintaining the "unattractive" rating for the group’s stock The weak
market has hit the big lines that have invested heavily in mega-ships, largely to operate the main Asia to Europe trade
route. Industry sources have questioned whether there is enough work for the biggest container vessels at present,
putting more pressure on profits."The overcapacity is too large and the recovery will take its time," says Hermann
Klein, the chief operating officer with the Offen Group shipping company. Source: Reuters
Alaska ferry system looks into selling one of its

oldest ships
The Alaska Marine Highway System is exploring the sale of the state ferry TAKU."We are looking into retiring the Taku
and divesting of it," said Alaska Department of Transportation spokesman Jeremy Woodrow. "It's not a quick
decision."It's still early in the process, and there's no timeline for a sale, he said, but noted "it's highly likely that will
be where we're going as a state."The state needs to determine whether it would owe any of the cash from a sale to
the federal government because of Federal Highway Administration funding used to maintain the vessel.
It costs approximately $3 million per year in crew, insurance and generator fuel to keep the TAKU moored at the
state-owned south berth at the Ketchikan Shipyard. The TAKU also serves as a "hotel ship" for the system. Employees
who are temporarily in Ketchikan stay aboard the vessel rather than in hotel rooms. Woodrow said the ferry system's
plan "has always been to retire a mainline vessel when those (Alaska Class Ferries) come online." The two ferries
being constructed at the shipyard will be finished in 2018. The TAKU is one of the three ships built when the AMHS

was created in the 1960s. Since then, its fleet has grown to 11 ships. The vessel isn't scheduled to be replaced. The
next state ferry due to be retired is the TUSTUMENA, which sails the Aleutian Chain. The TUSTUMENA replacement
will cost approximately $230 million, according to Woodrow, and will be a federally funded project. Source: Alaska
Dispatch news / Ketchikan Daily News
Due to travelling this week the

newsclippings may reach you irregularly
The Liberian flagged “DS Republic” handling containers in Seattle. She was built in 2001 and has a length of 304
mtrs and is breadth 40 mtrs. Her deadweight is 80596 MT. Photo: Aart van Essen ©
Berth right: NOL-APL acquisition’s domino

effect on alliances
With last month’s EC (European Commission) approval the remaining step in the privatization of NOL-APL is now for
CMA CGM to buy outstanding shares (up to 90%) of NOL’s total stock. Last week the French shipping conglomerate
purchased 78% of NOL in a $2.4 billion cash deal with state-controlled Temasek Holdings of Singapore. Pledging to
move its Southeast Asian operations from Port Kelang and Tanjung Pelepas Malaysia to new mega berths at PSA’s
Pasir Panjang Terminal, CMA CGM has also agreed to relocate its Asian headquarters from Hong Kong to Singapore.
The joint venture called CMA CGM-PSA Lion Terminal Pte. Ltd. (CPLT) will begin operating later this year as containers
and equipment is transferred over. As part of its concession to the EC and Chinese regulatory bodies CMA CGM has
withdrawn APL from the G-6 alliance and plans to form the new “Ocean Alliance” in 2017 with COSCO, OOCL and
Evergreen Together the Ocean Alliance would control 1,123 container ships with 5,485,483 TEU of capacity and an
additional 104 vessels and 1,290,174 TEU on order (extrapolation of Alpha Liner data for June 2016). OOCL will also
be forced to withdraw from the G-6 all but destroying the alliance’s infrastructure. Reformation of the remaining 4
carriers with the addition of K Line, Yang Ming, Hanjin and possibly UASC will form “The Alliance” which is scheduled

to begin operations in 2017. It’s interesting to note that APL no longer appears on the Alpha Liner register of container
carriers in their June 2016 calculation of tonnage and ranking. What does this mean for the brand identity of the line
going forward? Prior to the actual purchase (December of 2015) Reuters reported that CMA CGM would consider listing
APL shares on the Singapore exchange at some future point but current plans to delist the line after the July 18th
deadline for share purchase will remove the carrier from public trading. The APL website herald’s news of its new
structure and CMA CGM executives indicate there is no plan to consolidate operations or move the U.S. headquarters
from Scottsdale Az. Currently APL strives for 100% on time performance (against a Q-1-16 average of 88%) for all
Asian services calling GGS (Global Gateway South Los Angeles) They also claim that timely cargo availability at GGS is
at 98% for the same period. CMA CGM expects great things from its purchase of APL with improvements in ocean
transit, terminal velocity and the combined strength of brand recognition for both carriers. The formation of new
consortiums in the coming year will bring challenges to both the “Ocean Alliance” and “The Alliance”.Trading partners,
all of whom have their own joint ventures in ships, terminals and equipment will have to work together to share
resources and draw on each other’s strengths to survive. Source : American Journal of Transportation
CORRECTION ON YESTERDAYS CLIPPINGS
Yesterday a photo made by Jan van der Doe of a tug could be seen in the newsclippings but I mixed up some
informnation given the photo was made in Stevenston (BC) and the tug is named KUULAKAL  sorry for the
inconvenience
Indonesia Is Fighting Illegal Fishing By

Blowing Up Boats
WRITTEN BY ROBERT BECKHUSEN
An Indonesian navy corvette fired on a Chinese fishing boat on June 17, forcing back an expedition by a dozen
intruding vessels near the Natuna Islands. The Indonesian ship seized one vessel, the Qiong Dan Zhou 19038, and
detained her 11 crewmembers. While a minor incident, the frequency at which Indonesian ships now intercept—and
occasionally shoot at—foreign fishing vessels is all part of a veritable war on poachers. Since December 2014,
Indonesia has sent warships to hunt illegal fishing boats, to drive them off or sink them. Most visible of all, Jakarta has

adopted a sensationalist approach by blowing up 174 foreign boats as of April 2016—many of them on television.
“Whatever flag it is, the moment these ships trespass on a territory under the jurisdiction of Indonesia, we in the TNI-
AL [the Indonesian navy] will not hesitate to take firm action,” Vice Admiral Edi Sucipto said in a statement after the
June 17 incident, according to IHS Jane’s Indonesia has even bagged prizes that have eluded militant environmental
groups. Indonesia is a country with one of the longest combined coastlines in the world, but it does not have a
substantial navy—11 destroyers, 18 corvettes, and two aging German-made submarines. The result is that Jakarta
cannot halt illegal fishing, but an assertive enough approach may reduce the damage to Indonesia’s environment and
economy.President Joko “Jokowi” Widodo has claimed the presence of thousands of foreign fishing boats in Indonesian
waters costs his country some $25 billion every year, although this number is likely exaggerated. A 2009 government
estimate put the losses at around $2 billion annually, according to Michael de Alessi, a professor of marine
conservation at the University of Washington. That’s still a lot of money, however, and blowing up poachers’ boats is a
practical means to warn others to stay away. “Jokowi’s Indonesia has evolved into something of an enforcer of the
seas, arresting vessels that plunder not only its own fisheries but others too,” Philip Jacobson wrote at conservation
news site Mongabay.The war on poaching is heavily due to Jokowi, a heavy metal fan and former governor of Jakarta
who was elected to the presidency in 2014. His election was a shift for Indonesian politics, which previously saw its
presidency dominated by former military officers and politicians with ties to the 31-year-long junta of Gen.
Suharto.Jokowi has described the campaign on illegal fishing as “shock therapy.” He has also emphasized a “maritime-
axis doctrine” aimed at building ports and growing the navy.
But arguably more important is Susi Pudjiastuti, the minister of Maritime Affairs and Fisheries whom the Financial
Times described as a popular “tattoo-clad chain-smoker” with a penchant for posing with sunglasses in front of
exploding fishing boats.The Interpreter noted the pyrotechnic demonstrations are mostly for show—with dynamite
added to the seized boats for visual effect. When sinking a vessel, Indonesian authorities remove the fuel and engines
to avoid environmental contamination. But the strategy has appeared to work, to an extent. Fishermen have attributed
a rise in yields to a “Madam Susi effect,” although critics point out that the touted economic gains are overstated due
to a lack of investment in the domestic fishing industry. “Pudjiastuti has also directed a purge of foreign-made fishing
boats, which purport to have been purchased from abroad by Indonesians but often serve as fronts for foreign-
controlled operations,” Jacobson wrote. “Many of these ships have been linked to human trafficking.” Indonesia has
even bagged prizes that have eluded militant environmental groups. In March, Jakarta blew up the Viking, a Nigeria-
flagged vessel wanted by Interpol for poaching rare Antarctic and Patagonian toothfish. The Sea Shepherd
Conservation Society had pursued the last of the “Bandit 6” vessels for years, and tipped off Jakarta about her
presence in Indonesian waters. “This is to serve as a deterrent to others,” Pudjiastuti said. “You may go freely in the
rest of the world, but once entering Indonesia, this is the consequence.”Indonesia’s waters are a magnet for fishing
boats from across the Western Pacific. Chinese, Vietnamese, and Malaysian boats are among the worst offenders—but
the fishing trade is global and the boats can come from anywhere.The presence of Chinese fishing boats pose a more
serious problem, as Beijing has the largest navy in the region and is willing to protect its citizens with force. The
Natuna Islands and their territorial waters — which extend 200 nautical miles from the coast—overlap with Chinese
claims in the South China Sea.In March 2013, the Chinese coast guard ship CCG3210 bullied an Indonesian patrol
boat into surrendering the seized crewmembers of a Chinese fishing vessel—and had possibly jammed the Indonesian
crew’s communications gear, preventing them from radioing for help. Beijing has aggressively expanded its military
presence in the South China Sea, and is building beefy warships to enforce its maritime claims. Which indicates the
poaching problem is not just the fault of criminal gangs—it’s partly state sponsored. Deterring illegal fishing backed by
nation states and powerful navies will take a lot more than blowing up unarmed trawlers. Source; Motherboard
Bronson Hsieh leaves Evergreen to head Yang Ming

By: Greg Knowler, Senior Asia Editor
Bronson Hsieh, Evergreen Group vice chairman, has been appointed chairman of rival Taiwan carrier Yang Ming Marine
in a stunning development that follows a succession battle sparked by the death of Evergreen Chairman Chang Yung-
fa in January.
At a board meeting in Taipei, Yang Ming elected Chih-Chien Hsieh, better known as Bronson, to succeed the retiring
Frank Lu as its chairman. “Facing several business cycles, he could always overcome all obstacles during the
recessions. Recognizing his solid working experiences and outstanding performance, the board of directors voted him
unanimously for the chairmanship,” Yang Ming said in a statement.The ocean carrier said Hsieh had worked in the
shipping industry since 1976 and his experience included a 20-year assignment in Germany, the U.K., the U.S., Italy,
Hong Kong and China. But Hsieh was caught up in the succession fight among four sons of Evergreen founder Chang
following his death on Jan. 20. Chang Kuo-wei, chairman of EVA Air and the only son of Chang Yung-fa’s second wife,
staked claim to the chairman’s position last week, citing the handwritten will left by his father.

The three sons by Chang's first wife immediately expressed "regret" that Chang's will was revealed while "the process
of succession was still being discussed,” and used their voting power to abolish the group's chairman position. Hsieh
was named as an adviser of Evergreen International Corp., a subsidiary of the giant Evergreen Group whose interests
include hotels and the group’s shipping agency.The new Yang Ming chairman takes over the world’s 10th-largest
shipping line at a difficult time. Yang Ming’s profit collapsed in the first quarter with a loss of 3.66 billion Taiwanese
dollars ($114.5 million) against a profit of 303 million Taiwanese dollars in the same period last year. Revenue dropped
18.2 percent year-over-year to 27.1 billion Taiwanese dollars. Yang Ming will join the THE Alliance by the end of the
first quarter of 2017, hooking up with MOL, NYK Line, “K” Line, Hanjin Shipping and Hapag-Lloyd. Source: The
Journal of Commerce
Asia Dry Bulk-Capesize Rates Could Rise in

Short Term
Shipowners seeking $10 per tonne from Brazil-China; dry cargo demand to remain subdued this year.
Freight rates for large capesize dry cargo ships on key Asian routes may firm up next week on increased chartering
activity, tighter tonnage supply and possible port disruption caused by bad weather in China, ship brokers said on
Thursday.“The general consensus is there will be an improvement in rates next week,” a Singapore-based capesize
broker said.Shipowners on Thursday were already offering higher rates of about $10 per tonne for iron ore cargoes
from Brazil to China due to limited availability of ships, brokers said.“I think they are being a bit greedy,” a Shanghai
capesize broker said, adding the prevailing rate was around $9 per tonne.“Prices for cargo derivatives have pushed up,
so people are saying the market will firm,” the Shanghai broker said.
That came after limited chartering this week with just 10 capesize fixtures by Wednesday’s market close, data on the
Reuters Eikon terminal showed. “It’s very, very quiet,” the Shanghai broker said.
BHP Billiton, Fortescue Metals Group and Vale were absent from the open chartering market this week, with only Rio
Tinto active, the data showed.“Rio Tinto has the cargo volume, but it needs FMG and BHP out there to prop up the
market,” the Singapore broker said. The possibility of fog at discharge ports in China could disrupt sailing schedules,
forcing charterers to pay higher freight rates to cover cargo commitments, the Singapore broker said.That came as dry
bulk cargo demand is expected to remain subdued this year, at a similar level to 2015 as China’s slowdown continues
to weigh on commodities demand, ratings agency Moody’s said in a shipping industry report on Wednesday. Delays in
vessel deliveries will help freight rates increase modestly this year, the report said. “Until there is a squeeze on
tonnage, which won’t happen for a year or two, it’s difficult to see any major changes to the capesize market,” the
Singapore broker said. Capesize charter rates for Western Australia-China fell to $4.33 per tonne on Wednesday, close
to a three-week low, from $4.83 per tonne last week. Freight rates were also around a three-week low at $8.99 per
tonne on Wednesday for a capesize charter from Brazil to China , against $9.26 per tonne on the same day last week.
Charter rates for smaller panamax vessels for a north Pacific round-trip voyage climbed to $4,167 per day on
Wednesday compared with $3,794 per day a week earlier on higher cargo volumes. Panamax rates have risen since
June 13 when they fell to $3,751 per day, the lowest since March 4.Freight rates in the Far East for smaller supramax
vessels rose slightly to around $6,000 per day this week on more cargo, brokers said. The Baltic Exchange’s main sea
freight index dropped to 585 on Wednesday from 604 last week. Source: Reuters (Reporting by Keith Wallis)
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HAL’s PRINSENDAM in the Geiranger fjord at midsummers eve

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Subsea 7 announces resizing and cost

reduction measures
Subsea 7 S.A. (announced that in view of continued difficult business and economic conditions in the oil and gas
market, a second phase of global resizing and cost reduction measures will begin in 2016. The Group plans to resize its
global workforce to approximately 8,000 by early 2017, down from the current level of 9,200. Consultation with
employees and employee representatives will take place on a local basis and consultation processes have begun in
Norway and the UK.Subsea 7’s fleet of active vessels will be managed commensurate with the projected workload,
while retaining capability and maintaining a global presence. Up to five vessels are scheduled to leave the current
active fleet by early 2017, based on stacking owned vessels and returning chartered vessels when existing contracts
expire.These cost reduction and resizing measures, together with those already initiated since the start of the year, are
expected to deliver approximately USD 350 million in annualised cost savings. The charge related to the resizing will be
recognised in 2016 and is expected to be less than USD 100 million.With effect from 1 July 2016, the Group will
change the structure of its organisation. The new organisational and reporting segments will comprise:
- SURF and Conventional,
- i-Tech Services and
- Corporate (including Renewables and Heavy-lift).

This will replace the ‘Southern Hemisphere and Global Projects’ and ‘Northern Hemisphere and Life of Field’ Business
Units and Corporate segment previously reported. Under the new organisational structure John Evans, Chief Operating
Officer, and Øyvind Mikaelsen, appointed Executive Vice President – Commercial, will report to Jean Cahuzac, Chief
Executive Officer. Steve Wisely will be appointed Senior Vice President i-Tech Services, reporting to John Evans. Jean
Cahuzac, Chief Executive Officer, said: “Our new organisational structure reflects our focus on commercial and long-
term strategic priorities as we adapt to the present low levels of activity and drive more efficient ways of working with
our clients. The reduction in the size of our workforce is a necessary step to maintain our competitiveness and protect
our core offering through the oil price cycle. “We remain confident in the long-term future for deepwater oil and gas
production. We are committed to retaining our core capabilities and developing our leading market position through a
strategy focused on differentiation delivered by our people, assets and technology.”
For more information, please visit: http://www.subsea7.com/
Micoperi enters low Abkatun pipe bid

By : Kathrine Schmidt
Italian contractor Micoperi has placed an apparent low bid of $16 million in a Pemex tender to repair and replace a
section of pipeline at the fire-damaged Abkatun field Bids on the engineering, procurement and construction contract
were opened Wednesday from five players, with an offer from Perforaciones Maritimas Mexicanas/Permaducto in
second place with an offer of $20.8 million. Mexican player Diavaz bid $22.9 million, Hoc Offshore offered $23.9 million
and Swiber brought up the rear proposing a plan of $55.4 million. Pemex will evaluate the bids over the coming days
and is set to announce a decision on 27 June. The execution phase is expected to last 150 days for the 19.6-kilometre
stretch of the 20-inch pipeline and associated equipment. A deadly fire in April 2015 devastated the Abkatun A-
Permanente platform and surrounding infrastructure.Pemex recently awarded McDermott the EPC contract in a much
bigger tender to replace the platform itself, a $378.3 million bid The complex had played a key role in separation and
dehydration of crude and processing of sour gas for assets in the shallow waters of the Gulf of Mexico.In particular,
the accident damaged a pipeline between the Abkatun A-Permanente platform and the Akal-C compression platform, a
connection that had allowed for greater “operational flexibility” in management of gas between processing centres in
the chain of platforms, according to the bid documents. The complex was installed in 1982 in 37.8 metres of water.
Source : upstreamonline.
Government starting to pull the plug on Sewol

investigative commission
Commission strongly resisting government’s unilateral plans to reduce staff and end activities
The South Korean government has initiated procedures to halt the activities of a special commission investigating the
2014 Sewol ferry sinking.The Ministry of Oceans and Fisheries salvage team for the Sewol established June 30 as the
final date for the commission’s activities and announced a plan unilaterally reducing its staff, prompting an outcry from
the commission, which called the measures an “unacceptable overstepping of authority.”Speaking at an emergency
press conference on June 22 at the commission’s offices in Seoul, chairperson Lee Seok-tae said the “interference in
the commission’s activity period and staff calculations by a ministry whose duties are restricted to the Sewol’s salvage
is an overstepping of authority without basis in the law.”

“We fully reject this announcement of the forcible ending of the commission’s investigative activities,” Lee said.
On June 21, the ministry sent the commission an official notice and issued a separate press release stating that the
commission’s period of activity was “scheduled to end on the June 30, with a summary report and white paper drafting
period between July and Sept. 30.”
It also announced that the commission’s staff was to be reduced from 92 to 72 members - indicating that only the
workers needed to summarize the findings and publish the white paper would be kept on after the investigation ends
later this month.The ministry added that the commission‘s participation in hull processing “will be guaranteed once the
Sewol is brought up.” But with the salvage delayed until August, the claim that the commission could be ensured a role
in hull processing and investigation through late September appears inconsistent. “There’s no way of knowing how
much or how we can examine the hull during this time, or whether the findings can be reflected in the report,” the
commission said.“With the possibility that the salvage could be delayed until after September, the ministry is just being
condescending in ‘guaranteeing’ the commission will be involved in the hull’s examination,” it added. In response, the
ministry said it had “indicated our intent to cooperate with the commission’s activities during the hull’s processing as
well.”It also explained the staff reduction notice by saying it had “requested information from the commission on how
many members it needed and received no response.”“[The reduced numbers] were decided on with the Ministry of
Strategy and Finance and Ministry of the Interior due to concerns about a possible personnel vacuum once the
[commission’s] activities end,” it added.But the procedural diagram for processing the salvaged Sewol‘s hull as stated
by the ministry indicates that examination would only be possible after three months of cleaning, sterilization,
establishment of entry routes, and recovery of undiscovered human remains. Even if the hull is raised in August, any
examination would have to wait until late 2016 at the earliest - effectively ruling out the possibility of examination and
investigation activities by the commission.The commission itself plans to continue investigation with an ending date set
in early February 2017.“We are rejecting the government’s notice of a forcible shutdown in investigation activities and
will continue doing our current investigations after July 1,” it said.Lee also said, “I am the one with the authority when
it comes to staffing the commission.”“Even if the currently dispatched officials are returned [to their original
workplaces], we are going to continue investigating with special government service officials,” he continued.The
opposition Minjoo Party of Korea lawmaker Park Ju-min, who sponsored a special Sewol law amendment to guarantee
the commission’s activity period, said the Ministry of Oceans and Fisheries is “overstating things by confusing the hull
processing with the hull examination and acting as though it has recognized post-salvage hull examination authority.”
“The government needs to comply sincerely with the examination at once and cooperate with a thorough investigation
to clear away any and all suspicions,” Park said. Source : The Hankyoreh
The Shipping Finance Crisis

It is now clear that the demands for shipping services are way below the availability of the fleets of existing ships in
most sectors.While the tanker markets remain finely balanced, as the price of crude oil does not seem to affect
demand, orders for new crude carriers are cause for concern.The dry-bulk and container sectors are grossly over-
tonnaged causing most companies in these sectors to record growing losses.
Most financial analysts and some major shipbrokers now concede that this shipping crisis will continue through the
remainder of this decade and maybe well into the next one.The publicly traded shipping companies provide a window
of information on the crisis, but represent less than 25% of total fleet capacity, and are the area where most of the
new equity has been invested and lost.Other companies which are subsidiaries of major industrial companies such as
Maersk, Mitsubishi, Hyundai and the Oil Majors, do not publish detailed financial statements but some have recorded
financial problems with their fleets.The Asian shipbuilders are in deep trouble with capacity down by over 50% and the
volume of ships on order is at a level last seen in the late nineties. The Chinese will continue to support their
shipbuilders, as part of its plan to keep freight rates down on its primary routes, by building new ships for Chinese
owners or those chartering ships to Chinese companies.Thus the shipping industry has reverted to its traditional
structure with large private owners and the industrial groups contracting for ship charters on terms that are rarely
published, while the new public companies fight for business in the spot markets.Estimates show that more than $50
billion from Private Equity and Hedge Funds has been invested in the public companies. Another $50 billion has been
invested in Germany by the German KGs. These equity funds were supplemented by huge levels of bank finance which
was recklessly lent with no secure income streams in place.The German shipping crisis has created more than $50
billion of non-performing loans in the German banks and an estimate of a similar level of losses in the KG funds.
Estimates of the total bank losses exceed $100billion.The publicly traded shipping companies are today hardly solvent,
generating revenues that barely cover vessel operating expenses, do not cover debt service or generate cash reserves
for essential maintenance, and are in many cases managed by the investor funds that do not understand how shipping
works.Also the fundamental financial fact is that ships are depreciating assets that have operating lives that rarely
exceed 20 years. The GAP accounting rules depreciate the ships over 25 years and the NAV is therefore not in line with

true values and in this crisis the market values are invariably below NAV. This summary identifies the crisis but the
cause is mostly self-inflicted. The Chinese industrial boom of the last decade was always temporary and with the
appointment of a new government in 2010 the excesses of the previous one were revealed and steps taken to re-
balance the economy and centralize controls again away from the Regions.The shipping industry, fueled by huge
amounts of new risk capital and careless bank debt, embarked on a new-building program that enlarged fleet capacity
by more than 50% in the dry-cargo and container sectors and by 30% in the products carrier sector.Large orders for
new deep-ocean oil rigs and fleets of offshore supply ships combined, with the ships, to fill the world’s shipyards
through 2010.By the time most of these ships were delivered it was obvious that the China boom was over and along
with the banking crisis the global economies were heading for another recession.As the share prices of the public
companies dropped more Funds entered the markets buying on the false assumption that ship prices would recover to
the heady levels of the last decade. This ignored the fact that voyage revenues were not covering all the operating
costs, including maintenance and repair, or generating cash reserves to meet fleet replacement costs.Ship values
continued to decline but instead of closing out the risks by selling the ships, various forms of restructuring were
instigated by the Funds which served only to compound the problems. These included: – more Secured Debt;
Perpetual Preferred Equity and Reverse Stock Splits, all designed to keep the companies afloat while effectively wiping
out the original equity. As the Funds had no experience or way of increasing voyage revenues they focused on
operating expenses, but have adopted measures that can seriously affect the safety and reliability of the ships.These
measures include: cheap or under-paid crews; little or no spare parts on-board; minimal maintenance and no cash
reserves for statutory dry-dockings.The Head of one large dry-cargo company, and an ex-banker, recently boasted the
he had got costs down to $4,000 per ship per day. To which one major Greek shipowner commented “which part of
the ship is he running?”Comparatively the Chairman of Nordic American Tankers also stated that his operating costs
were $11,000pd. He is a long term shipping expert who does understand the industry.Consolidation has also been
trumpeted but so far the largest one in the dry-cargo sector is a disaster and will likely end in total collapse. Like
restructuring these activities generate huge legal and banking fees and so far fail to generate increased
revenues.Charterers are increasingly unwilling to fix ships from most of the public companies on anything more than
voyage charters, yet some of the dry-cargo companies still report period charters at rates that fail to cover costs.The
solution is to sell the ships that are not financially viable before their running costs increase and their values decline
further with age, pay off the secured debt and distribute the balance, if any, to the equity holders.This needs to be
done soon and certainly by the end of this year as the public share prices continue to decline and the global economic
outlook is gloomy. Source: Article By Paul Slater, First International Corp.
Far East-US east coast services via Panama

boost demand for bigger ships
THE launch of six Far East to US east coast services via the expanded Panama Canal has given a boost to the markets for very large
containerships, reports Alphaliner. More than 50 vessels of 6,000 to 10,000 TEU will be deployed on these strings, replacing 80
ships of 4,000-5,100 TEU. Activity in the charter market remains focused on the larger sizes, with a continued demand for
neopanamaxes. Charter rates in these segments are slowly on the rise thanks to the decrease in the tonnage oversupply. NYK is
reported to have fixed the 8,533-TEU ER Tokyo at a rate of US$9,300 for a 7-12 months charter. The deal marks an improvement
over recent fixtures of comparable tonnage, generally concluded at around $8,500 per day Due to the demand boost provided by
the launch of the new Asia-USEC services better days should come sooner for ships of above 7,500 TEU than for the neopanamax

ships of 5,300-7,500 TEU. Charter rates fail to progress in the classic neopanamax segment (5,300-7,500 TEU), even though the
number of spot vessels has halved, from a high of 46 units in mid-April to only 23 vessels currently. Among the fixtures reported,
Maersk snapped up the 6,078 TEU sisters Conti Darwin and Conti Stockholm for 7-12 months at a reported $5,500; and the 5,576
TEU Diana-controlled March (Imabari Millenium) for the same period at a slightly higher $6,075. The three ships will join the new
Maersk-Arkas joint service connecting the East Med area to the Black Sea.The total capacity of the idle fleet globally shrunk to 1.005
million TEU as of June 13, down from 1.037 million TEU, as larger tonnage is coming out of the idle pool, according to the latest
data from Alphaliner. Source: Schednet
NAVY NEWS
The Moroccan Royal Navy entrusted PIRIOU
with the building of Hydro-Oceanographic and
Multi-Missions vessel
PIRIOU has just recorded a new order from
the Moroccan Royal Navy for a 72 m
HydroOceanographic Multi-Missions vessel
(BHO2M) to be delivered by mid-2018. This is
the third contract awarded by the Moroccan
Royal Navy (MRN) after the contract for a 50
m LCT (Landing Craft Tank) to be delivered
next July and the contract for the overhaul of
the OPV 64 ‘Rais Bargach’ presently under
way in Concarneau.
The BHO2M is a last generation scientific
vessel equipped with the systems matching
the topographic studies answering the International Hydrographic Organization (IHO) standards. She was designed
from the Multi-Missions vessel (B2M) under construction in Concarneau for the French Navy. This contract is the
outcome of the significant work of a tight team comprising:
PIRIOU who ensures the vessel design, studies and building,
The SHOM (Navy Hydrographic and Oceanographic Department) for the scientific part of the vessel and the training
of the technicians of the Hydrography, Oceanography and Cartography
Division (DHOC) of the MRN,
KERSHIP for the expertise in military systems and contract management.
Vincent FAUJOUR, PIRIOU General Manager declares:

‘We are very pleased and honoured to build this second vessel for the Moroccan Royal Navy. Thanks in particular to a
close and crucial collaboration with the SHOM, we have designed a performing vessel with all the qualities required to
become the new reference in terms of hydro-oceanographic vessel. Following on from the expedition vessel YERSIN
and the Polar Logistic Vessel PLV, PIRIOU thus confirms its ability to design and build very technical vessels with
scientific or exploration purposes. Besides we are developing our activities in the Law Enforcement and Defence
business and now exporting, both with KERSHIP and the support and partnerships forged with the French Defence and
especially the French Navy I sincerely thank’. The BHO2M is able to fulfil long lasting operations, mainly hydrographic

and oceanographic missions such as the completion of topographic studies, data acquisition and process, scientific
sampling and the related analyses. She is fitted with an appendix where the acoustic bases of the scientific equipment
including the two multibeam echo sounders are located. As the most performing vessel of her generation as for
acoustics, the BHO2M will be able to achieve these missions as well at high speed as in a rough sea. She will also be
able to answer the operational requirements of the authorities regarding patrol, humanitarian assistance, Special
Forces or divers deployment, search and rescue and environment protection.
The BHO2M features:
- building at European standards
- the most recent scientific integrated equipment matching the works answering the IHO
standards
- endurance, seakeeping behaviour and high performances for long lasting deep sea missions
- versatility enabling a large range of specific missions thanks to:
o a wide rear deck to store containers or other equipment
o handling means to load and operate special equipment
o two VERTREP areas
- dedicated facilities: sickbay, divers fittings, conveniences for scientists
'Pocket Battleships' Part Of Navy's Mega-

Growth Plan
Written by Vishnu Som
On a day when the Defence Minister Manohar Parrikar told Armed Forces commanders to focus on India's 'Look East'
policy by stepping up joint exercises with friendly countries in South East Asia, details have emerged of plans to
significantly expand the Navy's war-fighting capability. On Saturday, the Defence Acquisition Committee of the Ministry
of Defence is expected to review and clear proposals worth nearly Rs. 29,000 crore for a host of new generation
warships, upgrades and Naval fighting systems. Delhi Class destroyers will also be armed with the Brahmos anti-ship
missiles.Among the most significant, is a proposal to construct an all-new class of six next-generation missile boats in
India, which, once completed, will be among the most powerful vessels of their class in the world. The 1,250-ton
'pocket battleships' are to be armed with Brahmos anti-shipping missiles which can strike targets at sea and on land
300 kilometres away.The boats, which will replace the Navy's ageing Prabal class missile-boats, will also be equipped
with surface to air missiles, close-in-weapon-systems to intercept hostile missiles, a main gun and point defence guns
to counter threats, potentially from terrorists operating in small fast boats. They will be built in India and with the
project likely to cost Rs. 13,000 crores.Heavily armed for their size, the missile boats follow a recent trend of modern
Navies building a new generation of small missile armed ships. In October last year, the Russian Navy launched 26
missiles from four small frigates and corvettes in the Caspian Sea to strike ISIS targets more than 1,500 kilometres
away.The Indian Navy, for its part, has long favoured small missile boats. In the 1971 war against Pakistan, an Indian
variant of the 245 ton Russian designed Osa class missile boats caused widespread destruction on Pakistani shipping in
and around Karachi harbour in the first use of anti-ship missiles in combat in the region. This was only the second time
in Naval warfare that anti-ship missiles had been used successfully in combat. So successful was Operation Trident as
it was known, that the Navy celebrates Navy Day every year on December 4 to mark the occasion. Other than missile
boats, the Navy is set to significantly upgrade its legacy Delhi class destroyers and the relatively new Talwar class
frigates with the made-in-India Brahmos missile, significantly expanding their offensive firepower. The existing
weaponry of less-capable Klub anti-ship missiles which currently equip the Delhi and Talwar class may be transferred
to older warships though these plans are still being finalised. The deal to upgrade these warships will cost 2700 crores
which will include the entire Brahmos missile complex including practice missile rounds. Significantly, the Navy wants
to upgrade its ability to carry out clandestine operations by its Marine Commandos who will now be equipped with two
Special Operations Vehicles (SOV), essentially mini-submarines, to be built at Hindustan Shipyards Limited in
Visakhapatnam. Each SOV will embark three swimmer delivery vehicles (SDV) to be used by specialist divers in
commando operations. This project is worth Rs. 2000 crores.As part of its overall blue-water plans, the Navy sees fleet
support ships as an essential force-multiplier giving it the ability to operate far away from Indian shores. To this end,
Hindustan Shipyards Limited and Hyundai Heavy Industries of South Korea have been in talks for the construction of
five Fleet Support Ships in India worth Rs. 9000 crores. It is unclear at this stage if the deal will involve a government
to government deal between India and South Korea or will be negotiated between the two companies involved.Finally,
the Navy plans to acquire five diving support craft in a Make-in-India proposal for 150 crores to replace its elderly
vessels.Naval ship-building is an area of strength in India and the biggest success-story of this government's Make in

India plans in the defence sector. For decades India has been designing and manufacturing the ships it needs from its
own aircraft carriers to nuclear submarines. Source: NDTV
UK Navy’s HMS Diamond completes operational

sea training
The UK Royal Navy's Daring-class air-defence destroyer HMS Diamond has successfully completed six weeks of
operational sea training off the coast of Plymouth, UK. The training is designed to assess the operational readiness of
the naval vessel and troops for front-line duties, ranging from destroying airborne threats to humanitarian assistance
and disaster relief missions.It also marks an end to eight months of trials, training, instruction and assessment, which
are performed after a destroyer undergoes a comprehensive maintenance and upgrade package."I am very proud of
the amazing Type 45 technology in HMS Diamond, but what I am even more proud of is my amazing team of
sailors." HMS Diamond commanding officer commander Marcus Hember said: "Of course, I am very proud of the
amazing Type 45 technology in HMS Diamond, but what I am even more proud of is my amazing team of sailors."To
see them flourish in this high tempo training environment has been a great experience and I am confident they are
ready for anything."HMS Diamond is the third of six Type 45 air defence destroyers and is designed to be capable of
conducting stealth operations at sea.The vessel is equipped with advanced military sensors and a range of potent
weapons systems, which enable Diamond to detect and terminate any airborne, surface and sub surface
threat.Constructed by BAE systems and launched in 2007, Diamond was deployed in the Middle East Area of
Operations in 2012, and had been a part of Operation Recsyr in February 2014. Currently, the destroyer is attached to
the UK's new Joint Expeditionary Force (Maritime) (JEF M), which can deploy anywhere in the world within five days of
SHIPYARD NEWS
DSME: Difficulty Securing Payment for Two

Drillships
On Tuesday, Lee Dong-geol, the chairman of Korea Development Bank, told a meeting of entrepreneurs that he was
not yet certain whether KDB would be extending more aid to troubled Daewoo Shipbuilding and Marine Engineering
(DSME), and would proceed cautiously. KDB is DSME's largest creditor and faces the largest exposure to any potential
default. South Korea's government has recently moved to recapitalize the bank in anticipation of losses and the need
for intervention in the nation's struggling shipping and shipbuilding sectors. KDB has come under criticism from
government investigators looking into a long-running accounting scandal at DSME for failing to detect or counter
improper financial practices at the shipbuilder, which misstated its earnings by several billion dollars in 2013 and 2014.
Mr. Lee addressed the past problems in his remarks Tuesday and appeared to acknowledge that KDB did not do all
that it could have at the time. "There were some things that we should have done better, and I regret it now,” he said,
as reported by Korea Joongang Daily. Lee took up the chairmanship at KDB in February, after the period in question.
Separately, a report in South Korean media shed additional light on the specific problems facing DSME. The firm has
secured more recent orders (by value) than its compatriots – notably up to $1 billion worth of tankers – and it still has
the world's largest orderbook. However, it will likely face a liquidity crunch as soon as September, when $350 million in
bonds will mature, reports Business Korea. The paper quoted DSME President Chung Sung-rip saying that “when the

company fails to extend the maturity of large-scale corporate bonds in September, it will go into court receivership."
Among other challenges for meeting that deadline, DSME said Tuesday that it does not expect to be able to secure
final "heavy-tail" payments for the delivery of two drillships, Sonangol Libongos and Sonangol Quenguela, totaling to
about $850 million. Daewoo cited the finances of the shipowner; the yard secured export credit insurance for the two
vessels in December but information on whether it would apply was not immediately available. Sonangol is Angola's
state oil company, and with falling oil prices it faces challenges: the firm has halted its remittances to the state, taking
away 60 percent of government revenue. In response, Angolan President Jose Eduardo dos Santos has appointed his
daughter Isabel to take over as head of the firm. There is a silver lining, however: despite financial turmoil, Sonangol
has secured a number of recent large-scale finds in its offshore Kwanza pre-salt basin – including a claimed 2.8 trillion
cubic foot natural gas reservoir. Source: MAREX
Why Dose DSME Union Oppose Special Ship

Division Spin-off
By ; Jung Min-hee
Daewoo Shipbuilding & Marine Engineering (DSME) union is in dilemma now. Although the majority of the
workers voted in favor of a walkout on June 14, they are feeling pressure from the government and creditors to go on
strike. Financial authorities and creditors are giving an official warning that they would cut off upcoming financial
support of 1 trillion won (US$868.06 million won) when the labor union pushes ahead with strike. Then, why does the
union still use a strike as a trump card in spite of that?
The DSME union insists that creditors can spin off its specialized defense business unit into a wholly owned subsidiary
and liquidate or sell DSME, which is a non-defense unit and parent company, to foreign companies in the name of bad
company. When the defense unit is included in the company, it is impossible to sell it overseas under the Defense
Acquisition Program Act and Foreign Investment Promotion Act. But, once the unit is separated, creditors can sell the
company to overseas companies Considering the domestic shipbuilding market conditions, the labor union believes
that the company can be sold to foreign companies, which are dying to secure excellent technologies, particularly
Chinese companies. Due to a possible negative public sentiment over the overseas sales, creditors cannot sell the
company right away. However, they will ultimately sell DSME to companies abroad in the medium and long term when
its defense unit is separated, according to the union. Given the previous overseas sales for automakers and electronics
and electricity companies in the process of restructuring, the company will have only empty shell without core assets
like patents and highly skilled employees. The union of Hyundai Heavy Industries, which submitted the application for
labor dispute mediation to the Central Labor Relations Committee on the 20th and is planning to go on strike, also
opposes the spin-off of its unit for the same reason. The company plans to separate the equipment support unit with
994 regular employees to subsidiary. The union, however, opposes the plan, citing, “there is no reason to be
separated.” Hyundai Heavy is said to be push ahead with the spin-off next week. Source: Business Korea
ROUTE, PORTS & SERVICES
Seoul needs to do more to save Korea's

shipping sector: Seaspan CEO
SOUTH Korea's economy could lose US$19.13 billion, including up to $1.12 billion at the port of Busan, and 5,400 jobs
in the event that the nation's two leading shipping lines, Hanjin Shipping and Hyundai Merchant Marine (HMM) file for
bankruptcy, according to estimates contained in a report by the Korea Shipowners' Association. In response to
concerns such as these, founder and chief executive of containership lessor Seaspan Gerry Wang, urged the South
Korean government to do more to help its struggling shipping sector in an interview with maritime news outlet Splash.
To regain profitability in a difficult market, Hanjin Shipping and HMM have been seeking to restructure debts and cut
charter rates for months. HMM reached an agreement with shipowners earlier this month on a 20 per cent rate
reduction for chartered containerships, reported American Shipper. But Hanjin has failed to secure the 30 per cent
reduction in charter rates demanded by its creditors, meaning it could face court receivership if it is unable to come to
terms with shipowners as the charter rate reduction is seen as a crucial first step in its restructuring.shipbuilding
industry, their exports, their national shipping lines, their reputation as law-abiding OECD country," said Mr Wang. "If I
were the Korean government I would stand firm behind Hanjin Shipping right away."Mr Wang told Bloomberg that
Seaspan would not accept any rate cuts for the seven container vessels leased by Hanjin, even going as far as to call
the contract renegotiation illegal."Hanjin Shipping, without a liquidity injection from controlling shareholder, the Cho
family and the Korea Development Bank, will have a very challenging road ahead," he said. Asked about Seaspan's
plans, Mr Wang said the firm is aiming to build its own liquidity to make strategic acquisitions as assets may be sold
below market value during the current down market for the shipping industry. Source; Schednet
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PROVIDER, YOUR ADDRESS WILL BE “DEACTIVATED”
AUTOMATICALLY IF THE MAIL IS BOUNCED BACK TO OUR SERVER
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You can also read the latest newsletter daily online via the link :
http://newsletter.maasmondmaritime.com/ShippingNewsPdf/magazine.pdf
The 1960 built MAARTJE IMO 7117400 inbound between the Hoek van Holland breakwaters
Photo : Krijn Hamelink ©
Crowley to Launch Weekly LCL Shipping

Service from Houston to 33 Port Destinations
in the Caribbean Basin July 1
Crowley Maritime Corporation announced that it will begin offering weekly, fixed-day, less-than-container-load
(LCL) shipping services from Houston to 33 port destinations throughout the Caribbean Basin on July 1. The new
logistics service will be the only one of its kind available from the Houston gateway. This new offering is designed to
further enhance supply chain options for those shipping directly into the Caribbean Basin from the West and Gulf
Coasts of the U.S.
“Customers will be able to drop their cargo in Houston, and with our weekly, fixed-day service, have their cargo
landed virtually anywhere within the eastern and western Caribbean, and Central America,” said Mike Griglione,

Crowley’s general manager of logistics in Houston. “This is just another way we are adding value to our customers’
supply chains by both increasing the velocity of those supply chains with our integrated services and reducing their
total landed cost.” “No other logistics company is providing a weekly, fixed-day, LCL service like this to the Caribbean
Basin from Houston,” said Ken Black, Crowley’s general manager of logistics in Miami, adding that it is just one facet to
a comprehensive suite of logistics services being provided by Crowley in Houston. In addition to LCL transportation,
Crowley also offers custom packing options, cargo consolidation and deconsolidation, warehousing, distribution, cross-
docking, freight forwarding, import/export documentation, last-mile delivery, cargo insurance and customs brokerage
services for cargo of all types and sizes.LCL cargo shipments from Houston should be booked by calling 1-800-
CROWLEY, and the cargo should be consigned to Crowley Logistics, Inc. c/o Customer Name, Destination Country;
15894 Diplomatic Plaza Dr., Houston, Texas 77032. Weekly cargo cutoff is noon every Thursday to ensure prompt
departure and delivery to destination.Crowley Maritime Corporation, founded in 1892, is a privately held family and
employee-owned company that provides marine solutions, energy and logistics services in domestic and international
markets by means of six operating lines of business: Puerto Rico Liner Services, Caribbean and Latin America Liner
Services, Logistics Services, Petroleum Services, Marine Services and Technical Services. Offered within these lines of
business are: liner container shipping, logistics, contract towing and transportation; ship assist and escort; energy
support; salvage and emergency response through its 50 percent ownership in Ardent Global; vessel management;
vessel construction and naval architecture through its Jensen Maritime subsidiary; government services, and petroleum
and chemical transportation, distribution and sales. Additional information about Crowley, its subsidiaries and business
units may be found at www.crowley.com.
Click HERE for the LIVE STREAM WEBCAM in Hoek van Holland
Berghaven
BOEKBESPREKING
By : Frank NEYTS
“Polar Mariner”
Whittles Publishing recently released a new maritime title, “Polar
Mariner. Beyond the limits in Antarctica”, written by Captain Tom
Woodfield. The author made 20 seasonal voyages to the Antarctic on three
research ships between 1955 and 1974. Starting as a Junior Deck Officer he
worked for The Falkland Islands Dependencies Survey which in 1964 became
the British Antarctic Survey. The arts of exploration and survival during his
early years in this majestic but unforgiving continent are described as
attempts were made to establish research stations, support science, and
survey in totally uncharted, ice-filled waters amidst often ferocious weather.
Dramatic stories are featured such as the near loss of a ship in pack ice, the
stranding of another in hurricane force winds and the collapse of an ice-cliff
onto the vessel. As Chief Officer on the RRS ‘John Briscoe’, het vividly
describes predicaments such as being blown ashore in hurricane force winds
and being beset and crushed in pack ice. Appointed to command the RRS
‘Bransfield’, he recounts her extraordinary maiden voyage when it was
feared she would split in two. The battle with a horrendous storm at the end
of his last voyage is fully described together with his final sentimental return
to the Falklands. “Polar Mariner” (ISBN 978-1-84995-166-1) is issued as a
softback. The book counts 202 pages and costs £18.99 or $25.95. The book
can be ordered via every good book shop, or directly with the publisher,
Whittles Publishing, Dunbeath Mill, Dunbeath, Cairness IKW6 6EG, Scotland
(UK), e-mail: info@whittlespublishing.com , www.whittlespublishing.com
…. PHOTO OF THE DAY …..

The PACIFIC ORCA passing Vlissingen- Boulevard De Ruyter inbound at the Westerschelde –
Photo : Anja van Rijs ©
The compiler of the news clippings disclaim all liability for any loss, damage or expense however caused, arising from
the sending, receipt, or use of this e-mail communication and on any reliance placed upon the information provided
through this free service and does not guarantee the completeness or accuracy of the information
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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2016 – 177

Number 177*** COLLECTION OF MARITIME PRESS CLIPPINGS *** Saturday 25-06-2016

The FRISIA INN outbound from Willemstad-Curacao – photo : Kees Bustraan ©

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 1

EVENTS, INCIDENTS & OPERATIONS

Seven Indonesian sailors kidnapped in

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 2

Maersk chairman says company could be split

Succesvolle derde editie Rotterdams

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10 HOURS OF HORROR AND HOPE

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Dredger washed close to the shore in Kollam

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 5

The CRYSTAL SERENITY moored in Skagway (Alaska) –

Pacific Tugboat Service Celebrates Third Renaming

Kiel welcomes P&O’s “Arcadia” on maiden call

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 6

Bronka port successfully offloads heavy-lift

the St. Petersburg, Russia based MSCC Bronka, a multipurpose

Shell Restarts Offshore Drilling With IceMAX

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 7

First Damen tug for Bugsier

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 8

Flag-hoisting on Rosatomflot's Tambey tug in

Ithaca Energy's FPF - 1 Nears Completion

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 9

SALVIGILANT towing GSF GRAND BANKS

Maersk’s status as biggest container carrier on

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 10

Alaska ferry system looks into selling one of its

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 11

Due to travelling this week the

Berth right: NOL-APL acquisition’s domino

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 12

CORRECTION ON YESTERDAYS CLIPPINGS

Indonesia Is Fighting Illegal Fishing By

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 13

Bronson Hsieh leaves Evergreen to head Yang Ming

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 14

Asia Dry Bulk-Capesize Rates Could Rise in

ALSO INTERESTED IN THIS FREE MARITIME NEWSCLIPPINGS ?

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 15

HAL’s PRINSENDAM in the Geiranger fjord at midsummers eve

Subsea 7 announces resizing and cost

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 16

Micoperi enters low Abkatun pipe bid

Government starting to pull the plug on Sewol

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 17

The Shipping Finance Crisis

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 18

Far East-US east coast services via Panama

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 19

Vincent FAUJOUR, PIRIOU General Manager declares:

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 20

'Pocket Battleships' Part Of Navy's Mega-

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 21

UK Navy’s HMS Diamond completes operational

DSME: Difficulty Securing Payment for Two

Distribution : daily to 34.000+ active addresses 25-06-2016 Page 22

Why Dose DSME Union Oppose Special Ship

ROUTE, PORTS & SERVICES

Seoul needs to do more to save Korea's

Number 177* COLLECTION OF MARITIME PRESS CLIPPINGS * Saturday 25-06-2016