Collection of Maritime Press Clippings

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2020 – 166
Number 166 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Sunday 14-06-2020
News reports received from readers and Internet News articles copied from various news sites.
1942 built ALPENA, cement carrier, crossing St. Clair Lake June 11 - 2020. Oldest trading
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EVENTS, INCIDENTS & OPERATIONS
Don’t blame the weather and APL England

By : Michael Grey
Michael Grey examines issues around extreme weather, container lashings and "reasonable" expectations of the vessel's
master.

It was once a simple, almost routine, matter. If you had suffered from heavy weather on passage, whether the ship or
her cargo had been damaged, or even lost over the side, you
would make the appropriate entries in the log book and on arrival
at port, note protest with the notary public. You would do this
even if you suspected there might be damage, thus warding off
any subsequent problems.
Heavy weather was not something you could be blamed for; in
some trades there was a lot of it about, although in more recent,
less trusting times, there will inevitably be some blighter
disputing the facts you presented and demanding weather
“hindcasts”, insinuating that it had not been anything like as wild
as you had maintained.
That was then and this is now, and in the event that your cargo
has been lost in extreme weather, the master of the ship may
well end up in court facing all sorts of charges. This indeed was
the fate of the master of the APL ENGLAND, which a couple of
weeks ago lost some 50 containers in a storm off the coast of
New South Wales. A fair number of these ended up on the
beach, and as with the current customs, all will have to be
located and salvaged.
A bond of no less than A$22m has been demanded and one
doesn’t suppose there will be much change after the salvage has
been completed. The Australian authorities have spent the best
part of a year recovering the boxes lost in an earlier incident and
probably have an idea of the costs involved. The owners of the
ship will also face charges.
But once again there has to be professional concern that it is once again the master of a ship who ends up facing the
music after such incidents. In this recent case, the authorities discovered, when the ship arrived in Brisbane, that there
were deficiencies in the lashing of the boxes and corrosion in the equipment, which would negate any protests about the
extreme weather and the fearsome rolling that displaced the cargo. Case closed – there was somebody to blame and the
wretched master was the person on the spot, facing everything from pollution to neglect of his duties.
Maybe you can understand the anger and frustration when coastal states have their shores despoiled in such a fashion,
especially when it happens more than once and is thus surely foreseeable. There are beautiful beaches on the Dutch
Wadden Sea that have containers washing up on them quite regularly. People who see container ships passing close to
shore note the ludicrous height of their deck stacks and probably wonder how they are secured. And the truth is that they
depend on much the same sort of lashing arrangements that they used on first generation ships half a century ago, when
a two high stack was about all they could manage.
There may well be people who will suggest that the height of deck stacks is now quite ridiculous, even though well-
equipped modern vessels may “rack” the first four or five boxes above deck level, before piling on another half dozen.
And haven’t we forgotten the old English law term “reasonable” in what might be expected of the few people aboard a
modern containership? Is it reasonable to prosecute a master because he hasn’t managed to inspect every single lashing
lug for the onset of corrosion? The APL England was a modest size of vessel these days – but would the master of the
23,964 teu HMM Algeciras, currently the world’s biggest box boat, have the same sort of obligations foisted on him? The
answer is of course in the affirmative, but where is the fairness in that?
You might argue that the Australian prosecution might persuade ship operators that the present arrangements for
inspection and lashing are archaic and that they cannot treat ship and cargo safety as a sort of percentage game. But
fairness, and that wonderful word “reasonable” demands that we should no longer treat the the ship’s people as a
convenient sacrifice, should the weather cut up rough on passage. Source : Seatrade Maritime News
Port of Oakland loaded box volume declines in

May as expected
Port of Oakland loaded container volume decreased 12.7 percent last month from May 2019 totals, according to data
released yesterday. The Port had been expecting cargo decline due to continued COVID-19 impacts on global shipping.
The Port pointed to lower consumer demand in domestic and foreign markets, both driven by coronavirus pandemic
uncertainty, as the main reason for declining trade volume. “Since March, the Port has seen indications of more significant
cargo declines, so the May results are not unexpected,” said Port of Oakland Acting Maritime Director Delphine Prevost.

“Ocean carriers have been reducing the number of vessels in service in anticipation of expected declines in import
demand. It’s created challenges for exporters who are seeing less predictable vessel schedules and facing issues with
finding capacity for their exports.” According to the Port, May 2020 loaded import volume dropped 14.6 percent from May
2019. Loaded exports declined 10.7 percent. The return of empty containers to Asia decreased 28 percent. As a result,
total cargo volume declined 16.8 percent. Overall, the January-to-May 2020 cargo statistics show a 7.8 percent decrease
compared to the same time period in 2019. Source : portnews
The 1200 TEU 2003 delivered PRESIDO transiting the Singapore Strait in the Westbound TSS inbound for Singapore
Pasir Panjang Container terminal for box handling before heading for Yangon in Myanmar with ETA June 16th
Photo : Piet Sinke www.maasmondmaritime.com (c)
CLICK at the photo & hyperlink in text to view and/or download the photo(s) !
Container Shipping Hit Hard by US Lockdown -

BIMCO
The coronavirus pandemic has shutdown much of the U.S. economy for months and even as parts of it reopen, the data
is beginning to reveal the extent of the damage that has been done and a slow recovery is taking a tentative shape The
second estimate for gross domestic product (GDP) in the first quarter shows a 5% contraction from the previous quarter,
and just 0.2% growth from the first quarter of 2019. With lockdown measures having only come into force in late March,
the second quarter of the year will prove even more damaging for the U.S. economy.
The most direct impact of slowing economic growth on the shipping industry is felt by the container shipping industry,
with demand for containerized goods one of the first things to be affected. Laden containerized imports to the U.S. West
Coast are down 12.5% in the first four months of the year, representing a loss of 434,000 20-foot equivalent units (TEU_
compared to the first four months in 2019.
Goods arriving with nowhere to go
April saw volumes into the US West Coast grew to 823,000 TEU in March, up from 622,601 TEU in March. This was
however not a reflection of higher demand, but rather of goods ordered earlier in the year, which were delayed by the
shutdown in China in February and started arriving at the West Coast just as demand was in freefall.

The 20.119 TEU COSCO SHIPPING TAURUS inbound for the Pasir Panjang Container terminal in Singapore for box
handling before heading for the Suez Canal with ETA June 20th in Suez for the canal passage inbound for European
waters. Photo : Piet Sinke www.maasmondmaritime.com (c)
Retail sales in March and April show this decrease in demand for container shipping goods. Sales in clothing stores in April
this year were just a tenth of what they were in April 2019. Food and beverage stores are the only type to not have seen
a fall in sales, but the other stores are what contribute to container shipping demand.
“Sales will likely bottom out in April or May as lockdown measures are eased across the U.S. However, a return to 2019
levels will take much longer. High unemployment and lower consumer spending power which are set to stick around for
longer than the immediate health crises mean that a return to 2019 sales is not just around the corner,” says BIMCO’s
Chief Shipping Analyst Peter Sand.
Inventories filled up
The retail inventory/sales ratio in March already shows how the falling sales have left warehouses stocked up. It rose to
1.53 in March, from 1.43 in February. The ratio had otherwise been falling since its previous peak at 1.51 in December
2018 when inventories were being filled as the trade war meant tariffs on goods from China were due to rise. The rise in
the ratio in March comes as sales fell by $24.4 billion while inventories rose by $6.6 billion from February.
“BIMCO expects that the ratio will have risen again in April, as imports rose while sales fell further. The higher ratio
illustrates that demand for shipping has been brought forward rather than growing. This means that even as sales slowly
start to recover in the US, demand for shipping will return at a slower pace as inventories are returned to normal levels,”
Sand says.
“For container shipping, the outlook is poor as the economic recession and a protracted return to 2019 sales levels, as
well as high inventory levels, mean that container volumes on the transpacific trade will not suddenly bounce back,” he
adds.Surprisingly, loaded container imports into the Port of Long Beach recovered somewhat in May to 312,590 TEU from
253,540 TEU in April, representing a 7.6% increase from volumes in May 2019. Accumulated in the first five months of
the year though, volumes are still down 8.2% from last year. If this trend is reflected across the rest of the west coast
container ports, inventories will be filled even further while awaiting a return to higher sales.
How long can freight rates remain unaffected?
Freight rates have so far held up on the Far East to U.S. West Coast trade, up $260 per 40-foot equivalent unit (FEU) to
$1,925, and are in fact at their highest level since the first quarter of 2019. However, this has only been driven by
widespread blanking of sailings which has driven the idle container shipping fleet to record highs. While this supports
freight rates, the idle container ships are still costing owners money. How long carriers will continue to blank sailings to
support freight rates remains to be seen. Source : maritimeprofessional
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The hard working Deck Officers of HAL’s elegant ZAANDAM Photo: Snr 2/O Michail Antoniou (c)
The GH ATLANTIS outbound from Rotterdam passing Maassluis

Photo : Cees Kloppenburg Maritime Photo Maassluis © CLICK at the photo !
Shipping Stuck Between A “Rock and a Hard Place”

Seatrade’s ORANGE STRAIT and ORANGE SEA got a glimpse of the sun while transshipping.
Shipping is bound to witness a difficult market in the coming months, with most market delegates adopting a “wait-and-
see” stance in every aspect of their business, which in itself could delay the market’s comeback. With things in the supply
side of the equation not leaving much room for adjustments, it seems as though ship owners need to brace themselves
for a “rocky” road ahead.
The KOTA ANGGUN bathing in the sun at the Singapore Eastern Anchorage earlier this week
Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo to view and/or download the photo !
In its latest weekly report, shipbroker Allied Shipbroking said that “it has now been established that the Covid-19
pandemic has already left its mark, whether you see it from a socioeconomic aspect and everyday reality, or within the
shipping industry and the way different business and operational activities are to be conducted from now on. Given also

that we are already in the midst of a transition mode, from a short-term shock over to a longer-term macroeconomic
“problem”, it is debatable as to what should be of higher concern (at this point at least)”.
According to Mr. Thomas Chasapis, Research Analyst with Allied, “both the continuous bearish signs and the general
uncertainty have attracted most of the attention in global markets. However, I must point out that the lack of direction
noticed in the market for a while now, as well as the concept of continuous postponements in the whole spectrum of
decision-making within the industry, are the most worrying indicators from a short to medium-term perspective. The
belief is that the current levels of disarray, alongside with the “wait and see” attitude, can further drive the recession
pattern that has gained pace since the outbreak”.
The BBC GDANSK transiting the Singapore Strait in the Westbound TSS
“Narrowing down the discussion to the dry bulk sector, one wonders as to how well the market can rebalance itself in the
near term? In previous market views, we mentioned that the step back in global trade can reach a level of as high as
15% for this year, while 2021 will play a role of just covering these losses in hope of managing to reach on par with 2019
volumes for several of the main dry bulk commodities. Can the fleet growth adapt to this reality quickly? A favorite topic
of late has been the comparison with what we witnessed during 2016. Even with the freight market being reminiscent of
the difficulties faced 4 years ago, alongside the hefty similar correction in asset price levels that is currently taking shape,
the two time frames are completely different on a fundamentals level. In 2016, the problem was rather “known”, the
exaggeration in newbuilding activity of previous years, led inevitably to a freight rate collapse, given the excessive
tonnage capacity that was becoming available compared to what was needed at the time. In other words, it was “an
accident waiting to happen” on the supply side. As a result, the solution was derived solely from the supply side (with a
strong recycling market and hefty cancellations and slippages on the newbuilding front) helping shift supply-demand
dynamics back into balance. However, this was materialized in a market environment that was still looking fairly positive

on the side of trade. In previous years, we had the “luxury” to “complain” that the growth rate was relatively poor”,
Chasapis said.
He adds that “current estimates for trade have collapsed to the negative side. So, how do we adapt to this? Despite the
modest Orderbook-to-overaged fleet ratio, the flexibility in terms of fleet development is very limited, in order to see an
actual impact on the supply-demand dynamics. Moreover, given the uninspiring conditions the ship recycling market is
currently under, as well as the firm attitude that a strong upward potential may be upon us at some point in the near
term, it would be rather surprising to see a significant tonnage capacity pushed aggressively for early retirement. The
market seems stuck for the time being, with many problems possibly yet to be fully unraveled. Notwithstanding this, even
with the general macroeconomic indicators portraying a rather gloomy state, no matter what the given market conditions
you will always have opportunities and positive shocks present themselves. To fully capture these opportunities, it will be
but a matter of well-positioning, quick adaptation and correct calculations of the risks involved”, Allied’s analyst
concluded. Source: Nikos Roussanoglou, Hellenic Shipping News Worldwide
Costamare’s TAURUS navigating the Westerschelde inbound for Antwerp

Photo: Arnoud Lievense / www.flyliedutch.nl / Instagram: @flyliedutch
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Chinese Chief Engineer Dies Onboard LPG Tanker
Chinese seafarer Fan Hongji (43), chief engineer on board a Singapore-flagged LPG tanker EPIC St KITTS died of a
heart attack. It is reported that he collapsed while having lunch. The ship was at Mongla Port, Bangladesh when the

unfortunate incident took place on Wednesday (June 10) The crew of Epic St Kitts made attempts to revive the
deceased Chinese seafarer by performing CPR, but the attempts were not successful and he was later pronounced dead.
Sheikh Fakr Uddin, Harbour Master Commander of Mongla Port Authority, confirmed this information. He also claimed that
the dead Chinese national did not have corona symptoms. Mr. Fan Hongji had completed 7 months on board the said
ship.The shipping agent of the LPG tanker in Mongla Port said that a case will be filed at Mongla Police Station after the
medical examination of the deceased Chinese national. The body will be kept in the cold room of Khulna Medical College
Hospital. The body would be sent to his country after the official paperwork is completed, said the shipping agent.
Epic Gas has released an official statement on their website expressing regret on the unfortunate death of the Chief
Engineer aboard EPIC St. KITTS. The company also conveyed that the medical autopsy report of the deceased seafarer
is awaited to understand the cause of death. Source : The Maritime Post
Boskalis TSHD WILLEM VAN ORANJE operating at the River Elbe

Photo : Capt Gerrit Roest Master TSHD Willem van Oranje ©
US Sanctions Drive Oil Tankers Away from

Venezuela
Washington seeks to choke off Venezuela’s main source of income.
By Ricardo Vaz
Oil tankers have turned back mid-sea on their way to Venezuela under the threat of US sanctions. According to industry
sources, Malta-flagged ships Seadancer and Novo reversed course this week. They were scheduled to transport 1 million
barrels of crude each to refineries in Malaysia and Singapore, respectively.
In addition, data from Refinitiv Eikon showed that three more very large crude carriers, Boston, Commodore and Respect,
left Venezuelan waters last weekend and anchored in the Caribbean.
The moves come in the wake of renewed attempts from Washington to target Venezuela’s oil industry. Last week, Reuters
reported that the Trump administration was considering sanctions against dozens of vessels, with an anonymous official
quoted saying the goal was to have ship owners consider Venezuela “off limits.” The threats, coming days after four
shipping companies were blacklisted, immediately sent freight rates soaring. An estimated 77 tankers, over 2 percent of
the global fleet, have docked in Venezuelan ports since December and are reportedly at risk of US sanctions. Chinese oil
companies are likewise considering not using any tanker that has transported Venezuelan crude over the past year in
order to avoid any disruption to operations. The US Treasury Department has increasingly sought to choke off Venezuela’s
main export industry. Following financial sanctions against state oil company PDVSA in 2017, the Trump administration
imposed an oil embargo in January 2019 and a blanket ban on all dealings with Venezuelan state entities in August 2019.
Additionally, Washington also resorted to sanctioning vessels and shipping companies involved in transporting Venezuelan
oil. In recent months, the measures were escalated with secondary sanctions levied against two subsidiaries of Russian
energy giant Rosneft.
Under the weight of punishing US unilateral measures, Venezuelan oil production plummeted from averages of 1.911
million and 1.354 million barrels per day (bpd) in 2017 and 2018, respectively, to an average of 796,000 bpd in 2019.
Following months of relative stability, output fell again as a result of contracted global demand, low prices, and renewed
US sanctions. Iran and Venezuela recently defied US threats when Tehran sent five tankers carrying fuel and other
refining products. US sanctions prohibiting Venezuela from importing diluents and Rosneft’s departure in March have
likewise exacerbated fuel shortages. In addition tothe recent shipment, Iran, alongside Chinese experts, is also
collaborating in repairing Venezuelan refineries. Sanctions have increasingly forced Caracas and foreign customers to
engage in swap deals, in order to avoid traditional financial circuits. However, the US Treasury has also taken aim at
those agreements, recently torpedoing an oil-for-food agreement with Mexican companies. Source : venezuelanalysis
The Svitzer tug ARASHI passing Dordrecht enroute Damen shipyards in Gorinchem for maintenance before heading for
the UK Photo : R&F vd Hoek ©
From left to the right: MSC MIA (23.756 TEU), MARIBO MAERSK (18.270 TEU) and MAERSK GIBRALTAR
(10.010 TEU) navigating the Westerschelde off Rilland Photo : Dirk Nootenboom ©

TELEFOON KAARTEN VOOR ZEEVARENDEN
De bemanning van de GRETE SIBUM (links onder te zien) in hun nopjes met de kaarten om naar huis te kunnen bellen
Photo top : Alex Gourlay ©
OVER 90 % VAN DE WERELD HANDEL GAAT OVER ZEE

10,20,50,100 Euries of meer, alles is welkom !
Naar aanleiding van mijn oproep om de actie van Capt
Frans Bleiksloot te steunen in het doneren voor het
gratis uitdelen van telefoonkaarten aan zeevarenden
welke Rotterdam aan doen en door de COVID-19
situatie langer aanboord moeten

zitten dan gebruikelijk en daarom
hun familie langer niet zien , kan ik
U laten weten dat de eerste 6000
Euro binnen is en dat de eerste GRATIS telefoon kaarten zijn uitgedeeld door dominee
Dennis Woodward aan bemanningen van schepen welke Rotterdam aan doen zoals te zien
op de fotos gemaakt door Dennis.

Maar ik denk dat we beter kunnen doen als Nederlanders en

speciaal de ROTTERDAMMERS onder ons !
voor deze mensen welke in deze tijden zorgen dat Uw benodigde spullen aangevoerd worden en in de
winkels liggen, zodat u niet misgrijpt !
U kunt uw bijdrage overmaken naar de lokale stichting van het Zeemanshuis in Schiedam. Heeft u nog vragen? Neem
dan contact op met Frans Bleiksloot via fransbleiksloot@gmail.com
Naam rekening: Stichting The Missions to Seamen, afdeling Rotterdam
Bank: Rabobank
IBAN: NL42 RABO 0385 8752 90
O.v.v: Donatie Three Mobile Telefoonkaarten
ALS U EEN VOLGENDE KEER WAT KOOPT BIJ EEN GROOT WARENHUIS OF ANDERE ZAAK DENK ER DAN AAN
DEZE MENSEN ERVOOR GEZORGD HEBBEN DAT HET IN DIE WINKEL TERECHT IS GEKOMEN VAN OVERZEE.
OVER 90 % VAN DE WERELD HANDEL GAAT OVER ZEE

10,20,50,100 Euries of meer, alles is welkom !
Met dank van Frans, Dennis en alle zeevarenden
Singapore-flagged, 2013 built, APL LION CITY, 176.818 DWT, 13.892 TEU inbound for Antwerp from Rotterdam
passing Hansweert in the twilight. Photo : Alexander Hoogstrate ©
COVID-19 brings unexpected benefits to APM

Terminals’ global TOS roll-out
APM Terminals is rolling out Navis N4 to all of its terminals globally, with the goal of having one standardised TOS by the
end of 2021. “Adopting a standardised TOS globally brings numerous long-term advantages,” says Patrick Heilig,

responsible for the global TOS implementation team. “For example, it enables the sharing of best practises for improved
efficiency; the development of in-house expertise that understands our customers and our business; centralised
monitoring and support; and faster, cost-effective global development of front-end applications for customers.”
In-house implementation team
Having its own in-house TOS implementation team is unique in the industry, allowing learnings from each implementation
to be passed onto the next. For example, the migration from a Navis Legacy system to N4 at APM Terminals Port
Elizabeth in August last year, benefited from a previous project with the Port of Tanjung Pelepas (PTP) in Malaysia.
“As this is a joint venture terminal, we were able to learn from PTP and put clear service level agreements into place to
mitigate risk,” says Heilig. “We also established clear processes to communicate transparently about the project.” The
outcome was that the implementation at APM Terminals Port Elizabeth was one of the company’s most successful yet.
Remote working
When COVID-19 hit, the team evaluated upcoming projects and identified one that was business critical – a modernization
project at the company’s Los Angeles terminal. Due to travel restrictions, lockdowns, and physical distancing restrictions,
the team had no alternative but to go ahead and reinvent processes based on 100% remote working. “The team had
become comfortable with face-to-face communications and having the global team on site also puts the local team at
ease,” explains Mr Heilig. “Working remotely however, we realised that we could actually offer improved service and
continuity. Because our global TOS team are located around the world in different time zones, we could offer support 24
hours per day. The team also had more working hours available as there was no time spent travelling to the location and
adapting to local time zones. This also contributes to a significant cost saving.”The lack of face-to-face communication
also focused the team’s communication efforts – something that according to Heilig is, “just as important as the project
management and technical implementation. Managing the expectations of stakeholders is half the battle.”
Version upgrades ideal candidate for remote implementation
Learnings from this experience will be applied to upcoming projects, including major version upgrades across the
company’s portfolio and transitioning from Argos to Navis in the company’s Spanish terminals. “Major version upgrades
are a great candidate for remote implementation as it requires a small amount of reconfiguration and limited training,”
says Heilig.
“For the Spanish terminals a much bigger transition is involved requiring extensive training. But we’re now confident that
there are large parts of the project that will now be implemented remotely.”
The CMA CGM AMERIGO VESPUCCI awaiting the pilot before entering the port of Algeciras Photo : Francis Ferro ©
Nigeria: Vessels’ Waiting Time At Lagos Ports

Now Hits 50 Days
Palpable tension now hovers around the Lagos and Tin-Can Island Ports complexes as the number of days each vessels
waiting to be called in to berth at the different terminals has now increased to 50 days.
Aside the increase in turn-around time, about 1000 container load of raw materials meant for export are also trapped
along the port access roads due to the chaotic traffic situation caused by trucks carrying export cargoes.
Arising from these challenges posed by congestion, the Executive Secretary of the Nigerian Shippers’ Council, Barr.
Hassan Bello, midwifed an agreement between AMP Terminal and the Nigerian Railway Corporation (NRC) on the
evacuation of cargoes by rail. The Nigerian Ports Authority (NPA) has also licensed more barge operators for the
evacuation of imports by waterways.A visibly angry Bello blamed the congestion on importers who have abandoned their
consignments inside the ports.Bello revealed that a good number of importers have refused to come forward for the
clearance of their consignments because they are not sure of when it would be delivered. Bello who was represented at
the meeting between NRC and APM Terminals, by the Director of Regulators Service of the council, Mrs. Ijeoma
Ezedinma, said: “Going forward, only export cargoes would be allowed into the ports by road. Imports are now to be
evacuates either by rail or barges “The ultimate aim is to ensure that imported consignments are moved by rail or barges
while raw materials meant for export that are trapped on the road are to be allowed in by road. “The Council will ensure

strict monitoring of the process of the newly midwifed Standard Operating Procedure (SOP) to ensure efficiency and
sustainability of the entire process.
“At the end, only export cargoes would be allowed to access the ports by road. With this new arraignment, access roads
to the ports would be traffic free. This will bring about reduction in the cost of doing business at the ports because of the
economics of demand and supply. “Whoever causes delay in the new arraignment would pay for it because we will be
monitoring. The council recently received lots of complaints that exports could not be moved into the ports. Vessels are
now made to wait for about 50 days at Lagos Anchorage before they are called into berth at the designated Terminal.
“We are not supposed to have containers stacked inside the ports. The ports have been converted into warehouses
because most owners of these consignments are not coming forward. “During the lockdown, a lot of warehouses were
locked. These accounts for why importers are reluctant to come forward” he added.The District Manager of NRC, Lagos,
Engr. Jerry Oche said that the corporation would be starting off with two trips per day, adding that even though the
Corporation has the capacity to do four trips per day. “A train made up off 19 wagons can carry on each wagon one 40ft
container while each can carry two 20ft containers. That is 38 trucks off the road per day” he said. Source: Daily Trust
Boskalis TSHD FREEWAY operating at the river Weser Photo : Capt Willy Hofman Master Freeway ©
Independent International Offshore Towage & Salvage Consultants and Brokers,

Chartering of Tugs, Offshore Support and Specialised Vessels (offices in London and Singapore)
Telephone : +44 (0) 20 8398 9833
Facsimile : + 44 (0) 20 8398 1618
E-mail : tugs@marint.co.uk
Singapore : +65 62263084 tirthak@marintoffshore.com.sg
Internet : www.marint.co.uk
Container Ships Expand Program to Study

Oceans and Climate Change
Maersk, the global shipping company, is expanding its involvement in the global research efforts on weather patterns and
climate change ongoing with the global Voluntary Observing Ship (VOS) program. The recorded data generated in the
program helps meteorologists create more accurate weather and storm forecasts and will also be used in the creation of
atmosphereocean models that will help scientists better understand climate change.While many of Maersk’s vessels are
already contributing to the VOS, the company is expanded commitment so that by the end of 2020 all of the company’s
entire 300 vessel fleet will participating in the data collection efforts. Maersk hopes to make a significant contribution to
improving the amount and quality of data available to the study.“Climate change is one of the biggest challenges facing
the global community, impacting our business as well as the societies and customers we serve and partner with in

enabling trade,” said Aslak Ross, Maersk’s Head of Marine Standards. “We have an ambitious strategy to decarbonize our
fleet of vessels by 2050 and as we execute this plan, we are proud to have our vessels and crews help researchers in
gaining a better understanding of this key global challenge.”While there are over 3000 ships are involved in the VOS
program, overall participation has been declining in recent years due to the reduction in the global commercial fleet’s
financial and crew resources. A typical VOS records and transmits observations manually, with a vessel crewmember
reading data from instruments onboard the ship, or in some cases through automated weather stations (AWS). New
technologies such as AWS and electronic logbooks, however, have led to an increase in the quantity and quality of
observations from each vessel, which is sent to the various National Meteorological Services for use in weather prediction
models and to monitor actual conditions at sea.
The 2015 built 10.000 TEU MAERSK SIRAC navigating the Eastbound TSS in the Singapore strait heading for Nansha
in China the MAERSK SIRAC is having a length of 299 mtr and width of 48,3 mtr
To obtain more data with higher precision, the first five Maersk vessels participating in the VOS program are equipped
with a more advanced type of AWS, called the European Common Automatic Weather Station (EUCAWS). By the end of
2020, a total of 50 such stations are planned to be operational on Maersk vessels, providing the largest fleet of AWS from
a single company. The EUCAWS system automatically collects data on atmospheric pressure, air temperature and relative
humidity and transmits them hourly to designated research stations. As part of its efforts with VOS, in the United States,
Maersk is actively working with partner organization including the U.S. National Oceanic and Atmospheric Administration
(NOAA) on a variety of environmental programs. These have included testing air quality and vessel stack emissions and
whale protection programs on both coasts.
ARKAS AURETTE-A anchored off Gibraltar for bunkers Photo : Francis Ferro ©

Offshore Shipping “Players” in Dire Straits
The Tarawa homeported DOLPHIN GEO SURVEY transiting the Singapore Strait
The offshore shipping is expected to face more headwinds, at least in the short-term, before being able to mount any sort
of comeback in the future. In its latest weekly report, shipbroker Intermodal said that “in contrast to the economic
projections of the past two years for the first half of 2020, the oil & gas industry and those involved in it faced particularly
challenging times, with global demand for the commodity crashing in April and dragging oil prices to unprecedented levels
as a result”.
According to Intermodal’s Offshore Director, Mr. Panos Makrinos, “COVID-19 caused panic in societies, with lockdowns
quickly translating to a severe hit to the global economy. Sadly, this epidemic has killed over 393,000 people so far, with
over 6,500,000 cases being recorded worldwide, and even today, it continues to spread terror and uncertainty. Hopes are
placed on a vaccine being discovered sooner rather than later in order to provide communities with a big relief on a
humanitarian level and to eventually restore confidence across the different markets that economies are jump starting
again and doing so at full speed ahead”.
Makrinos added that “as far as oil and gas projects from major oil producers are concerned, since the COVID-19 outbreak,
delays and cancellations have been announced, while most hydrocarbon projects are expected to be postponed for one
up to three years according to reports. Representative examples of this big setback, especially in the short-cycle projects
of the African continent, are those of ENI and TOTAL. The two international oil and gas majors, who have the largest
presence in Africa, have already cut off around 25-30% of their investment in exploration and production projects in 2020
in an effort to ensure their survival in the long run”.
Meanwhile, “as expected, offshore service providers such as AHTS and PSVs, have been also hit by this crisis and are
currently going through soft demand and disappointing freights, with today’s challenges proving even worse compared to
those during the 2015-2017 period. Most offshore unit owners have already lowered their offers at very realistic levels in
order to survive as long as possible, with no increase in the number of laid up units as a result. However, if this situation
continues for several more months without no visible signs of improvement, the lay-up option will be the only alternative
in order to limit costs, which is also what happened during the 2015-2017 period”, Intermodal’s analyst said. “Even those
more optimistic do not believe that anything will change drastically during the remainder of 2020 for the oil & gas
industry, in terms of demand and offshore projects. Undoubtedly, we might see later in the year some tender / projects
but a lot of competition is expected for these, which means that no particular positive effect on the industry/rates is
expected. It will take a while before we can have a more clear view of what’s ahead and we expect the market to keep
facing challenges at least in the short-term, while on the positive side, governments around the world, OPEC and its allies

and all concerned bodies and organizations seem to be taking serious action in order to support demand and prices”,
Makrinos concluded. Source: Nikos Roussanoglou, Hellenic Shipping News Worldwide
The NAVE PULSAR navigating the Westerschelde off Rilland inbound for Antwerp Photo : Dirk Nootenboom ©
Yacht LADY JORGIA inbound to Gibraltar Photo : Terry Jesty ©
Crew of Alaska-bound fishing vessel worries

after company rejects more COVID-19 screening
pencil Author: Hal Bernton,
Seattle-based American Seafoods will forgo additional COVID-19 screening of the Ocean Rover factory trawler, a move
that has some crew worried and wanting more assurances the disease has not found its way onto the Alaska-bound
vessel.
American Seafoods has been buffeted in the past two weeks by test results from crews of three other vessels unloading
frozen fish in Bellingham. Testing positive: 94 crew on the AMERICAN DYNASTY, four on the AMERICAN TRIUMPH

and 21 on the NORTHERN JAEGER, findings that rattled the North Pacific seafood industry, which is struggling to keep
the virus off boats and shore-based plants as the busy summer harvest season approaches.
This week, American Seafoods announced it would boost efforts to keep the new coronavirus off its factory trawlers,
switching from preboarding testing coupled with quarantines of at least five days to longer two-week quarantines.
The crew of the OCEAN RIVER, which this week finished off a spring season fishing for Pacific whiting off the Northwest
coast, underwent the same shorter quarantine period that failed to keep the virus off the three other vessels. Some crew
and families of crew reached out to The Seattle Times to express their dismay at the company's decision to not make a
June port stop in Bellingham for screening. They note that many of the crew on the other vessels that tested positive had
no symptoms, and wonder whether some of their crew might also unknowingly be carrying the virus. "We were supposed
to get tested. We have our rights. I demand to get tested," said a crewman, who spoke on the condition of anonymity,
citing concerns about possible retaliation from his employer.
American Seafoods issued a statement Thursday, saying the OCEAN ROVER has been at sea for a month, and there is
no information about any COVID-related illness on board. The vessel was expected to arrive today (Sunday) at the Dutch
Harbor port at Unalaska and will fish for pollock."The vessel and its crew are in full compliance with Alaska's COVID-19
related requirements for fishing vessels," the statement said. American Seafoods said no decision has been made about
whether a fifth vessel that fished off Washington will head straight to Alaska. Erin Reinders, city manager of Unalaska,
said the situation is being monitored but it appears American Seafoods is meeting Alaska's requirements for fishing
vessels, given the long period that the Ocean Rover crew spent isolated at sea.American Seafoods factory trawlers
typically unload the frozen whiting products at Bellingham Cold Storage, which on June 1, in consultation with the
Whatcom County Department of Health, the Coast Guard and other agencies, developed COVID-19 requirements that
must be met for ships wanting to dock and use the facility.Those requirements include a report on the current health of
the crew that must be reviewed by county health officials, according to Doug Thomas, president of Bellingham Cold
Storage
The 46 mtr long Damen Shipyards built PINK SHADOW

Photo : Ruud Zegwaard - http://tugfoto.blogspot.com/ - http://merchantshipsphoto.blogspot.com/ (c)
In September 2019 DAMEN completed the YS 4508 Yacht Support, previously known as JOY RIDER, as a speculative
build at its yard in Holland. Following the sale, the DAMEN Yacht Support team supervised owner-specified modifications
at the Rybovich yard in Fort Lauderdale. PINK SHADOW certainly stands out from the crowd with the spectacular
custom art on her bow. Immediately following delivery, PINK SHADOW has clocked up more than 11,000 miles to host
an owner’s event in South America.
Indonesia expects transparent investigation into

China boat abuses
Indonesia is upbeat about a fair and transparent resolution to investigation into cases by the Chinese
authorities
Indonesia harbors hopes of a transparent investigation by China’s authorities in cases of alleged violence and human
trafficking experienced by Indonesian crew members on Chinese-flagged fishing boats. The cases involving dozens of

Indonesian crew members (ABK WNI) are under investigation by the Indonesian Police’s Criminal Investigation
Department (Bareskrim) in collaboration with the Chinese authorities. "Indonesia is upbeat about a fair and transparent
resolution to investigation into cases by the Chinese authorities," Foreign Minister Marsudi stated during an online press
conference from the Presidential Palace here on Thursday. The first case pertained to a video of a sea burial of an
Indonesian seafarer's remains on a China-flagged fishing vessel.
The Chinese fishing vessel FU YUAN YU 8682 transiting the Singapore Strait passing Kusu Island last Wednesday
Later, news came to light of 46 Indonesian crew members enduring violence and ill-treatment while working aboard four
Chinese ships: LONG XING 629, LONG XING 605, LONG XING 606, and TIAN YU 8.
Four Indonesian crew members too had died. Three of them had died on the boats, and their bodies were buried at sea,
while another crew member had died of illness in South Korea.
Most of the surviving crew members were repatriated to Indonesia, while two Indonesian crew members of the Tian Yu 8
boat were detained in South Korea, pending completion of the immigration process, and then returned to Indonesia on
June 9."Both crew members had undergone valid PCR tests and secured health permits from the Soekarno-Hatta Airport,"
Foreign Minister Marsudi stated. In the meantime, two Indonesian crew members of a China-flagged fishing boat Fu Lu
Qing Yuan Yu 901 jumped off it into the Malacca Strait waters after entering Indonesia's territorial waters. They were
later rescued by the local fishermen. "While working aboard the boat, they had experienced violence and had little rest
and food. Hence, they could not endure it any longer," Senior Commissioner G. R. Gultom, director of the Riau Islands
Province water patrol police, stated on June 6, 2020. Source : INE
The Bergebulk Bulk Carrier BERGE SARSTEIN arriving in Rotterdam from Saldanha (South Africa) and on her way to the
EECV terminal with the assistance of the tugs FAIRPLAY XI, FAIRPLAY 27 and the MULTRATUG 32
Photo : Cees van der Kooij ©
World’s first all-electric tug has impressive green and

opex profile
by John Snyder
Just a few years ago, building a tug without a diesel engine would have seemed implausible, if nearly impossible. “This is
a new era for the shipping business,” said Navtek Naval Technologies general manager Ferhat Acuner Speaking as part of

a panel on the all-electric revolution, part of Riviera’s Maritime Hybrid, Electric and Fuel Cell Webinar Week, Mr Acuner
said, “Zero-emissions boats and ships are the future of the shipping business.”Istanbul-based Navtek Naval Technologies
has laid the groundwork for the future by designing and building the world’s first all-electric tug, Zeetug – short for
Zero Emissions Electric tug.
Built at T K Tuzla Shipyard for Turkish owner GISAS Shipbuilding Industry, the first Zeetug, GISAS POWER, went into
service this year, operating in the shipyard zone in the Port of Istanbul. Designated a Zeetug30 design for its 32 tonnes of
bollard pull, Gisas Power has an overall length of 18.7 m, beam of 6.7 m, depth of 4.7 m and design draught of 3.5 m,
with a service speed of 10 knots.GISAS POWER draws all its power from two 1,450-kW lithium-ion battery packs
supplied by Corvus Energy. For safety, the tug has two redundant battery rooms, one fore and one aft, that are
maintained at a constant temperature by a cooling system.
Responsive and manoeuvrable
When compared to a diesel-mechanical tug, an all-electric tug offers the captain and crew better response and
manoeuvrability. “Full power is right under your hand,” said Mr Acuner. “It is limited only by your mechanical systems.”
Added benefits for the crew are that an all-electric tug is quiet, with minimal or no vibration.A full charge for the tug can
be accomplished in one hour by a quick-charging station specially designed by Navtek.To optimise electric power
consumption, analyse the operational profile and extend the range of the electric tug, Navtek designed the Smart Tug
Energy Management System (STEMS). STEMS software monitors Zeetug’s performance via an onboard data acquisition
system. It tracks tug speed, motor speed, power consumption, battery-motor temperature and battery state of charge,
providing feedback and suggested actions to the captain.
As compared with similar-sized, diesel-mechanical tugs, Mr Acuner said the all-electric Zeetug30 is expected to save 210
tonnes in CO2 emissions and 9 tonnes of NOx emissions in a year.Just as impressive as the tug’s environmental
credentials are its operational expenses. Navtek estimates the operational expenses for the Zeetug will be 15% of that of
a similar-sized diesel tug. Mr Acuner said Navtek based its calculations on the studies of five similar-sized diesel-drive
tugboats. Calling the Zeetug’s projected opex “amazing,” Mr Acuner said his team was in the process of verifying the
figures based on Gisas Power’s first month of actual operations.Remote monitoring and diagnostics allow technicians and
engineers to resolve any issues in real-time. Additionally, any software system updates can be performed remotely.For the
design and construction of the Zeetug, Navtek collaborated with fellow Turkish power systems integrator BMA
Technology, drive and converter supplier ABB and energy storage systems provide Corvus Energy.Inevitably, when
discussing all-electric vessels, questions about battery life are raised. Mr Acuner said the expectations are that the vessel’s
batteries will have a life of 10 years. “By the 10th year we expect 87% capacity,” he said. “You can switch out for newer
technology.” While a lithium-Ion battery might no longer be suitable for use on the vessel, the remaining capacity – 60 to
70% – can still find a ‘second life’ for other uses before it is recycled.“Battery life and efficiency are the most crucial
questions from owners,” said Mr Acuner, “but I think they have already been solved.” Source : Riviera Maritime Media

Watertaxis operating in the Port of Rotterdam Photo : Marleen Simons ©
The DIAN KINGDOM outbound between the IJmuiden breakwaters with the SMIT BARGE 11
Photo : Peter Maanders Port Towage Amsterdam ©

Covid-19 must not set back our industry’s safety

momentum
No comprise on safety measures must be the mantra as the Covid-19 pandemic rages, says Martin
Crawford-Brunt at Rightship.
Martin Crawford-Brunt, CEO, RightShip, a leading maritime risk management and environmental assessment organisation,
assesses the potential effects of the pandemic on the safe working of the maritime sector.
The VELA moored at Europahaven Rotterdam Maasvlakte

Photo : Lourens Visser www.navcom.org ©
Over the past decade, the shipping industry has made clear, positive steps forward in its approach to safety and risk
management. The State of Maritime Safety report published in April 2020 showed that total loss incidents have continued
to decline over the last five years, dropping from 0.16% for the world fleet vessel count in 2015 to 0.09% in 2019.
These encouraging statistics are worth celebrating. However, as we face Covid-19, which is nothing less than a
transformational challenge for our sector, we must all take steps to ensure that we do not lose the progress we have
made to-date.
Covid-19 has brought new attention to our operations. As the shipping industry has continued to fulfil its vital role in the
supply chain, ensuring the transportation of food and medicine around the world, we have also seen new celebrations of
crews and maritime professionals, all of whom are recognised as rightful key workers.
As this recognition grows, however, crews are facing overwhelming and unique pressures, as global travel restrictions
leave them potentially stranded or stuck at sea. Regrettably, this is a complex issue to resolve, but it is encouraging to
see industry stakeholders collaborating to raise this critical issue with governments and authorities around the world.
Meanwhile, the protracted and future economic fallout of Covid-19 is causing worrying commercial uncertainties for our
sector as global manufacturing levels dropped significantly throughout the first quarter of 2020. According to the latest
data from Alphaliner, the start of June saw the idle tonnage of the global container fleet stand at 2.72 million TEU, or
roughly 11.6% of the overall fleet capacity.
The combined economic and social impacts of Covid-19 will have a profound effect on all of our behaviour as we look to
set the agenda for the next ten years of shipping. No matter the impact, however, we must ensure that safety remains
the top priority.
The restrictions enacted by international and governmental health bodies are placing a significant amount of strain on the
regulatory framework that our industry has developed and relied on for decades to underpin improvements in safety.
Ensuring a robust approach to safety while weathering the economic impact will be a difficult balancing act for the
industry, and one that everybody has a part to play in. This includes the need for ongoing support to the crew through
welfare visits, repair technicians and safety inspections. Collaboration across multiple sectors will be essential to ensure
that we are not letting our shoreside staff and crews down. In tandem with enhanced collaboration on safety, as an
industry we must be pragmatic in our thinking. This means being flexible and proportionate in the measures we
collectively implement to mitigate the risk and ensure a smooth process for the ship operators.

However, we must not let this pragmatism give way to undue leniency when it comes to safety, for example by deferring
inspections beyond a reasonable timeframe. If we don’t adopt this rigour now, we will store up innumerable invisible
issues for the future that could derail our advancement on safety, as well as impact our recovery.
As the world’s leading maritime risk management and environmental assessment organisation, we understand that
RightShip has a key role to play. That is why we have made this mantra – of proportionate flexibility – central to our
Covid-19 response. This goes from seemingly small actions, such as clearly following public health guidance and
supporting the appropriate provision of PPE, to further tightening the risk assessments that take place prior to an
inspection. In some instances, these assessments have resulted in some inspections being relocated to safer locations.
Finally, we are trialling a new process to evaluate inspection extension requests using a risk-based methodology that
proportionately balances an ability for a vessel to continue to operate, with an honest appraisal of the short and long-term
risks of granting these extensions.
The 2019 delivered 11.568 TEU 328,5 mtr long MSC AINO navigating the Westerschelde heading for Antwerp
Photo : Mateo Witte ©
By taking this approach – a balance between pragmatism and realism – we believe that the whole sector will be able to
navigate the Covid-19 pandemic and its impacts. Our sector simply cannot afford an increase in the major casualties that
led to the creation of RightShip in 2001.
As the commercial impact of Covid-19 continues to bite, it will no doubt be tempting to resort to leniency on safety and
risk as a ‘quick fix’ for the immediate problem, but this will ultimately be to the detriment of all of us.Instead, now is the
time for us to work together. When normality resumes, we must be able to say that we navigated these challenges
intelligently, by collaborating and didn’t compromise on the safety standards that underpin every commercially successful
voyage. Source : container-news
NAVY NEWS
Italy considering sale of two FREMM frigates to
Egypt
Italy is considering the sale of two FREMM frigates to Egypt, months after it was reported the two countries were close to
signing a deal. The frigates would be drawn from the Italian Navy’s procurement programme – the vessels Spartaco
Schergat and Emilio Bianchi, launched in January 2019 and January 2020, respectively – enabling Fincantieri to sell
the vessels for an estimated cost of €1.2 billion. This is according to the Ansa news agency, which reported on 8 June that

approval was granted after Italian Prime Minister Giuseppe Conte spoke with Egyptian President Abdel Fattah el-Sisi on
Sunday.
In March, Alberto Cutillo, the director of the Italian Ministry of Foreign Affairs’ Military Material Authorisation Unit (UAMA),
told the Italian parliament that Fincantieri had been
given permission to negotiate the sale of the two
frigates. To support the purchase, it is believed that
Italian state bank Cassa Depositi e Prestiti (CDP)
would issue an export financing loan worth up to
€500 million.However, Italy’s foreign minister Luigi
Di Maio on 10 June told a parliamentary hearing
that the government was conducting a technical
and legal analysis of the Fincantieri deal, applying
national and international rules, Reuters reported.
He said the government is weighing political
considerations and is still analysing the deal.
Rumours Rome had approved the sale raised
criticism in Italy and members of the government
have voiced concerns about Egypt’s human rights record, especially after Italian student Giulio Regeni was tortured and
murdered in Cairo in 2016, Reuters said. The frigate sale is apparently part of a larger deal that includes four more
frigates, 20 Falaj class corvettes, 24 Eurofighter Typhoon fighters, 24 M346 jet trainers, and a surveillance satellite, but it
is not clear how far along these deals are to being signed. Leonardo has already received an 871 million euro contract to
supply 24 AW149 and eight AW189 helicopters to Egypt’s military, some of which will be used aboard navy ships.Egypt’s
interest in the FREMM frigates – as well as its decision last year to procure up to six warships from Germany, at least
three of which are Meko frigates – comes as Cairo’s relationship with France has cooled. La Tribune reported that French
President Emmanuel Macron’s decision to press his Egyptian counterpart, Abdel Fattah el-Sisi, on human rights during the
former’s visit to Egypt in January of last year likely played a role in Egypt’s shifting gears on military procurement towards
other European suppliers. Source: defenceWeb
SHIPYARD NEWS
Navy mobilizes reservists to public shipyards

Written by Nick Blenkey
Faced with an aircraft and submarine maintenance backlog at its four public shipyards, the Navy is mobilizing 1,629
reservists to the yards starting in July.
The backlog has developed due to the COVID-19 pandemic. In March, NAVSEA authorized weather and safety leave for
shipyard personnel in the CDC’s “high risk” category for extreme complications tied to the virus.With up to 25 percent of
the production workforce unable to report to their duty location, says NAVSEA, the shipyards have not been able to
execute all their work and have built a backlog of work that, if left unchecked, would result in delays in returning ships to
the fleet.The reservists are all part of the Navy’s Surge Maintenance, or SurgeMain, program. Established in 2005,
SurgeMain has 2,200 enlisted reserve sailors and 240 reserve officers across 75 units and was created to augment the
Navy’s organic civilian shipyard workforce in times of need.SurgeMain Sailors have technical and trade backgrounds that
allow them to have an immediate impact at the shipyards.

The Virginia-class fast-attack submarine USS MISSOURI (SSN 780) departs Pearl Harbor Naval Shipyard after
completing a scheduled extended drydocking selected restricted availability (EDSRA). (U.S. Navy photo by Chief Mass
Communication Specialist Amanda R. Gray)
“Our sailors are electricians, pipe fitters, sheet metal workers, plumbers, hydraulic technicians, mechanics, machinists,
carpenters, welders and more,” said Capt. Michael P. MacLellan, SurgeMain’s national director. “Many of our people have
prior experience at the shipyard where they’re being sent, down to the specific shop where they will be working alongside
the shipyard’s organic civilian workforce.”
This is the first time SurgeMain has activated this many reservists at one time.
SurgeMain Reservists will start arriving at their respective shipyards in phases starting in early July, with all 1,629 sailors
on-site by September 2020. They will be on one-year mobilization orders which may be extended or curtailed should
circumstances change. Portsmouth Naval Shipyard in Kittery, Maine, will receive 267 reservists; Norfolk Naval Shipyard in
Portsmouth, Virginia, will receive 486; Puget Sound Naval Shipyard & Intermediate Maintenance Facility in Bremerton,
Washington, will receive 676; and Pearl Harbor Naval Shipyard and Intermediate Maintenance Facility at Joint Base Pearl
Harbor-Hickam, Hawaii, will receive 200.
“We have been methodical in how we planned this mobilization,” said Vice Adm. Tom Moore, NAVSEA’s commander. “We
did not mobilize anyone who already works in the ship maintenance or construction field, and we worked to place people
into shipyards where they have previously drilled so there was a built-in comfort factor for both the Reservist and the
shipyard personnel.”
Once mobilized, the reservists will abide by all Department of Defense travel restrictions and protocols tied to minimizing
the spread of COVID-19.Sailors are being assigned to their designated reserve duty location, which is usually the shipyard
closest to where they live. Source : Marinelog
EU delivers interim report on Hyundai-Daewoo

deal
The European Union (EU) has delivered its interim report on the proposed deal between South Korea’s top two
shipbuilders, and its review may be in the final stretch, industry sources said Thursday.
In December last year, the European Commission (EC), the executive body of the EU, opened its probe into the
acquisition of Daewoo Shipbuilding & Marine Engineering Co. (DSME) by Korea Shipbuilding & Offshore Engineering Co.
(KSOE), the shipbuilding sub-holding company of Hyundai Heavy Industries Group. However, the EC suspended in March
its review of the acquisition due to the coronavirus pandemic. The EC resumed on June 3 its investigation into the US$1.8
billion acquisition deal, aiming for its completion by September. “We have received the interim report (from the EC), but
we could not reveal its details as the party concerned with the investigation,” an official at Korea Shipbuilding said on
condition of anonymity, adding it will submit additional data to the commission as soon as possible. The EC is expected to
focus mainly on whether the deal will hurt market competition in the shipbuilding field of liquefied natural gas (LNG) and
liquefied petrochemical gas (LPG) carriers, industry insiders said.

In March 2019, Hyundai Heavy Industries Group signed a deal to buy a 55.72 percent stake in Daewoo Shipbuilding,
which could create the world’s biggest shipbuilder with a 21 percent share in the global shipbuilding market. In a bid to
acquire Daewoo Shipbuilding, Hyundai Heavy Industry Group split Hyundai Heavy Industries into two entities — Korea
Shipbuilding, a sub-holding company that governs shipbuilding units under the group, and a reorganized Hyundai Heavy
Industries Co.The deal needs regulatory approval from six countries — South Korea, China, Kazakhstan, Japan, European
Union and Singapore. Kazakhstan approved the deal in October 2019. Source: Yonhap
ROUTE, PORTS & SERVICES
VLOC Stellar Banner Scuttled Off Brazil

by Mike Schuler
CLICK at the photo to view the scuttling movie !

Salvors working the STELLAR BANNER wreck off the coast of the Brazil have scuttled the vessel more than three
months after the it ran aground fully loaded with iron ore. The 300,000 DWT Very Large Ore Carrier was scuttle Friday
approximately 150km from Maranhão.The vessel was refloated earlier this month following the removal of approximately
145,000 metric tons of iron ore from the vessel’s holds. Due to the condition of the ship, the decision was made to sink
the vessel in deeper waters with any remaining iron ore on board. Authorities said they do not believe the remaining iron
ore poses a threat to the marine environment.
The Marshall Islands-registered MV STELLAR BANNER ran aground approximately 100km from coast of São Luís on
February 24, 2020, as it departed Vale’s Ponta da Madeira Maritime Terminal with more than 270,000 tonnes of iron ore
bound for China. All 20 crew members were subsequently evacuated in good condition. Very Large Ore Carrier is the
largest classification of dry bulk ships in the world with ability to carry up to 400,000 tonnes of cargo. STELLAR BANNER
is owned and operated by South Korea’s Polaris shipping and is chartered to Brazilian mining giant Vale to transport iron
ore from Brazil to China.

The STELLAR BANNER arriving in the port of Sohar (Oman) in January 2017
Photo : 24/7 Port of Sohar pilot Rik van Marle ©
Soon after the grounding, Vale reported that, based on reports from Polaris Shipping, the vessel had suffered damage to
its bow in the shipping channel as it departed the port and grounded to prevent it from sinking. Experts later determined
from preliminary reports that the impacted portion of the STELLAR BANNER was of 25 meters in length near the
starboard bow. The salvage operation was led by the Dutch salvage SMIT Salvage with help from the Brazilian Navy.
Source : gCaptain
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Holland America Makes Sailing Adjustments

Holland America Line announced is extending its pause of cruise operations and cancelling additional departures from
the port of Vancouver, British Columbia, Canada, in 2020, as well as select Hawaii itineraries for early 2021.
The following cruises are affected:
EURODAM
Sept. 26, 2020, 22-day Panama Canal cruise from Vancouver to Fort Lauderdale, Florida.
KONINGSDAM
Sept. 26, 2020, seven-day Pacific Northwest cruise from Vancouver to San Diego, California.
Jan. 16 and Feb. 2, 2021, Circle Hawaii Voyages roundtrip from San Diego.
MAASDAM
Sept. 21, 2020, 16-day Mexico and Sea of Cortez itinerary from Vancouver to San Diego.
NOORDAM
Sept. 27, 2020, 14-day North Pacific Crossing from Vancouver to Yokohama, Japan.
VOLENDAM
Sept. 30, Oct. 3 and Oct. 10, 2020, three- and seven-day Pacific Northwest and coastal cruises from Vancouver.
WESTERDAM
Sept. 20, 2020, 17-day Circle Hawaii cruise roundtrip from Vancouver.
Oct. 7, 2020, 23-day Inca Discovery voyage from Vancouver to San Antonio (Santiago), Chile.
All shorter segments within the above cruise departures are cancelled. Collectors’ Voyages that combine back-to-back
cruises including the above departure dates are also cancelled. Source: cruiseindustrynews
Fugro Extends IMR Despina Vessel Charter

By : Bartolomej Tomic, Editor
Norwegian offshore vessel owners Golden Energy Offshore has secured a contract extension for its IMR Despina vessel.

The DESPINA moored in Ijmuiden-Ijmond haven photo : Leo van der Wel ©
Golden Energy Offshore info show's the DESPINA has so far this year been mostly used for geotechnical site surveys at
offshore wind farm locations in the North Sea region.The Ulstein-designed vessel was used for geotechnical surveys at
Innogy's Sofia wind farm location in the UK North Sea, Vattenfall's Vesterhav wind farm location in Denmark, and at Ten
Noorden van de Waddeneilanden wind farm zone in the Dutch North Sea. Worth noting, this is the second charter
extension this week for a Golden Energy Offshore vessel.
Earlier this week, Golden Energy Offshore said Wintershall Dea Norge had extended the contract for the platform supply
vessel ENERGY SWAN.
With this four-month extension, the vessel will stay busy with Wintershall Dea Norge until November 30, 2020, with
options to extend until November 30, 2021. Also, Wintershall Dea Norge has signed an agreement with Equinor to share
the ENERGY SWAN with Equinor. Under the agreement, the two oil companies will use the vessel to supply offshore oil
platforms close to Wintershall's Brage platform in the North Sea. ENERGY SWAN will now provide services to Equinor's
nearby Statfjord A, B, and C platforms, and Veslefrikk through the sharing agreement. Source : offshore Engineer
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Collection of Maritime Press Clippings

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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2020 – 166

5Distribution : daily to 42.750+ active addresses 14 06-2020 Page 1

EVENTS, INCIDENTS & OPERATIONS

Don’t blame the weather and APL England

5Distribution : daily to 42.750+ active addresses 14 06-2020 Page 2

Port of Oakland loaded box volume declines in

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Container Shipping Hit Hard by US Lockdown -

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ALSO INTERESTED IN THIS FREE MARITIME NEWSCLIPPINGS ?

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The GH ATLANTIS outbound from Rotterdam passing Maassluis

Shipping Stuck Between A “Rock and a Hard Place”

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Costamare’s TAURUS navigating the Westerschelde inbound for Antwerp

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Boskalis TSHD WILLEM VAN ORANJE operating at the River Elbe

US Sanctions Drive Oil Tankers Away from

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TELEFOON KAARTEN VOOR ZEEVARENDEN

OVER 90 % VAN DE WERELD HANDEL GAAT OVER ZEE

situatie langer aanboord moeten

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Maar ik denk dat we beter kunnen doen als Nederlanders en

OVER 90 % VAN DE WERELD HANDEL GAAT OVER ZEE

COVID-19 brings unexpected benefits to APM

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Nigeria: Vessels’ Waiting Time At Lagos Ports

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Independent International Offshore Towage & Salvage Consultants and Brokers,

Container Ships Expand Program to Study

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5Distribution : daily to 42.750+ active addresses 14 06-2020 Page 16

Offshore Shipping “Players” in Dire Straits

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Yacht LADY JORGIA inbound to Gibraltar Photo : Terry Jesty ©

Crew of Alaska-bound fishing vessel worries

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The 46 mtr long Damen Shipyards built PINK SHADOW

Indonesia expects transparent investigation into

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World’s first all-electric tug has impressive green and

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Watertaxis operating in the Port of Rotterdam Photo : Marleen Simons ©

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Covid-19 must not set back our industry’s safety

The VELA moored at Europahaven Rotterdam Maasvlakte

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Navy mobilizes reservists to public shipyards

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EU delivers interim report on Hyundai-Daewoo

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ROUTE, PORTS & SERVICES

VLOC Stellar Banner Scuttled Off Brazil

CLICK at the photo to view the scuttling movie !

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PLEASE MAINTAIN YOUR MAILBOX, DUE TO NEW POLICY OF THE

Holland America Makes Sailing Adjustments

Fugro Extends IMR Despina Vessel Charter

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