Collection of Maritime Press Clippings

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2023– 251
Number 251 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Wednesday 06-09-2023
News reports received from readers and Internet News articles copied from various news sites & Social Media
The 2023 delivered, 15264 TEU-capacity, MSC KAYLEY pictured outbound Rotterdam for
Le Havre, France. It was her second visit to Rotterdam. Photo : Dirk Nootenboom (c)
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The former inland tug NES (built as Ens in 1937) sailing southward in the Noordhollandsch kanaal near 't Zand.
Photo: Wim Albers (c)

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ROTTERDAM 2023
Photo top : Hugo Sluimer© CLICK at the photo !
Museum Tug ELBE making a grand appearance at the World Port Days at Rotterdam this year -
Photo : Roel Ovinge Fotografie © https://www.roelovinge.nl

The KRVE 65 in action Photo: Arie Boer (c)and the VUOKSI MAERSK moored at the Wilhelmina kade
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A busy Veerhaven (top) and Parkkade (below)during the World port Days 2023
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New French Operator Makes Irish Debut With

Anchorage Visit off Dun Laoghaire Harbour
By : Jehan Ashmore
Presenting a handsome profile on Dublin Bay, RENAISSANCE which had its maiden Irish call with an anchorage visit off
Dun Laoghaire Harbour this week. Refreshingly, rather than the prolific all-white livery used by numerous cruise
operators, the new French operator, Compagnie Française de Croisières (CFC) sported a livery scheme that reflected the
country’s national colours. Presenting a handsome profile on Dublin Bay, Renaissance which had its maiden Irish call with
an anchorage visit off Dun Laoghaire Harbour this week. Refreshingly, rather than the prolific all-white livery used by
numerous cruise operators, the new French operator, Compagnie Française de Croisières (CFC) sported a livery scheme
that reflected the country’s national colours. Credit: DunLaoghaireRathdownCountyCouncil/facebook
A new French cruise operator, Compagnie Française de Croisières, made its first presence in Irish waters when their
Renaissance arrived to anchor off Dun Laoghaire Harbour, writes Jehan Ashmore. The Marseilles based CFC Croisières
has just a single cruise ship, however RENAISSANCE represents the first large vessel dedicated to the French market in
several years. Afloat consulted CFC's website where the 1,100 passenger (originally, 1,400 capacity when as MAASDAM
of Holland America Line) cruiseship has a crew to passenger ratio of 1 for every 9 guests.
RENAISSANCE which had sailed from the UK arrived into Dublin Bay on Wednesday morning and where Afloat
observed tenders from the 55,575 tonnes cruise ship operate back and forth to Dun Laoghaire Harbour throughout the
day. On this cruise, 530 passengers were guests of the 520 crew working on the Bermuda flagged vessel which operates
a year round cruise programme.
To mark the new operator’s maiden visit in Irish waters, Cllr Denis O'Callaghan, Cathaoirleach of Dun Laoghaire-
Rathdown County Council, joined Harbour Master Harry Duggan aboard Renaissance for a plaque exchange with the
captain.
The visit by RENAISSANCE to Dun Laoghaire Harbour is one of a record breaking 90 plus callers this season and
following the new operator, the 100,000th cruise visitor from NORWEGIAN DAWN, on Thursday, was welcomed in a
ceremony held by the port. In total 164,000 visitors are scheduled this year along with 71,000 crew and generating €10-
15m per year to local economies such as Dún Laoghaire.
In the evening, RENAISSANCE was again observed but setting off for an overnight passage to Cobh, Cork Harbour.
Further anchorage calls where tracked by Afloat to St. Mary’s, Isles of Scilly and today, St. Peter Port, Guernsey. The
219m cruise ship as alluded was originally the MAASDAM built in 1993 for Holland America Line until acquired during
the pandemic by Seajets of Greece as their AEGEAN MYTH, however the vessel was sold again to CFC in August, 2022.
Under CFC ownership, the cruise ship went to Damen Shipyard, in Brest, Brittany where a €30 million refit took place on
the 9 passenger decks in which six are where 629 cabins are located. On completion of refit, Renaissance headed to Le
Havre where the cruise ship on 28 June was renamed by French actress Anne Parillaud. On the next day, an inaugural
cruise voyage took place from the port in Normandy.In addition to CFC offering the domestic market with cruises from
the English Channel (La Manche), embarkation for passengers is available from Bordeaux on the Atlantic and Marseilles in
the Mediterranean. Source :afloat
Indonesia hosts largest military drills with US,

allies as South China Sea tension grows
Indonesia is hosting its largest annual joint military drills with the United States, Australia and other countries as tension
escalates in Southeast Asia following China’s latest map of the South China Sea. The 2023 Super Garuda Shield, which
was kicked off on Thursday, will run for two weeks in East Java and convene more than 5,000 Indonesian and US troops,

and 1,000 more from Australia, Japan and Singapore as well as new participants France and the United Kingdom.
Another 12 nations will send observers. “This will be the largest. We can learn tactical methods of operation so that our
soldiers become more professional,” Indonesian Military spokesperson Rear Adm. Julius Widjojono told BenarNews. He
said the exercises, which will run through Sept. 13 in Surabaya and Banyuwangi, aim to enhance the country’s army
capabilities and strengthen regional security and cooperation. This year’s iteration of Super Garuda Shield will involve
about 2,000 more troops than last year’s exercise, which had been the largest ever. The drills will include academic
exchanges and professional development workshops, a command-and-control simulation, an amphibious exercise,
airborne operations, an airfield seizure exercise and a combined joint field training that will culminate with a live-fire
event, according to the US Embassy in Jakarta. “This joint, multinational training exercise displays our collective
commitment and like-minded unity, allowing for a stable, secure, and more peaceful, free and open Indo-Pacific,” Gen.
Charles Flynn, commanding general of US Army Pacific, said in the statement from the embassy. The multi-nation drills
will be taking place against the backdrop of tensions between the US and rival superpower China over Taiwan and the
disputed South China Sea. While China claims nearly all of the strategic waterway, the Philippines, Brunei, Malaysia,
Taiwan and Vietnam have rejected the territorial claim. The tension among the countries has been escalated since China
issued on Monday a territorial map that has claimed a larger part of the sea. Indonesia is not a claimant, but tensions
have arisen between Jakarta and Beijing over fishing rights around the Natuna Islands. Jakarta has expressed concern
over Beijing’s expansive maritime claims that overlap with its exclusive economic zone (EEZ). Indonesia’s Foreign Minister
Retno LP Marsudi said that any territorial claims made by a country must be aligned with international law. The country’s
stance on adherence to international law, Retno said, would continue to be a consistent feature of its foreign policy. “Any
lines drawn and any claims made must be in line with the UNCLOS,” the minister told reporters on Thursday. “This isn’t a
new position”. Earlier this week, a Chinese foreign ministry spokesman called on the US to stop meddling in the region.
He was responding to a reporter’s question about an apparent joint statement from Indonesian and US officials regarding
Beijing’s South China Sea claims. Spokesman Wang Wenbin said the Indonesian officials had denied making the
statement. “Countries in the region share common aspirations and interests to maintain peace and stability in the South
China Sea and work together for development,” Wang said on Monday. “The US needs to earnestly respect regional
countries’ effort to uphold peace and stability in the South China Sea, stop meddling in South China Sea issues, stop
sowing discords and creating trouble and refrain from disrupting peace and stability in the region,” he said. The latest
map issued by China adds portions of Malaysian waters near Sabah and Sarawak, as well as disputed regions in India,
Taiwan and the South China Sea to territory that Beijing claims. The map also covers maritime areas within the exclusive
economic zones of Brunei, the Philippines, Indonesia and Vietnam. The map, published on China’s Ministry of Natural
Resources, has been rejected by the Philippines, Taiwan and Vietnam, and prompted diplomatic protests from India and
Malaysia. Fitriani, a researcher at the International Institute for Strategic Studies, a think-tank in Singapore, said the
increase in troops indicated the importance of defense cooperation for the region, especially in the face of rising
geopolitical tensions. “The joint exercise is also a show of force by INDOPACOM, which is the US military command for
the region, to China, besides improving cooperation, readiness and interoperability among the countries involved,” she
said. Source : the jakartapost
Stolthaven Terminals’ new JV facility in Taiwan soon

to be operational
The joint venture terminal being constructed by Stolthaven Terminals and Revivegen Environmental Technology Co. LTD
is continuing at pace, with the first phase on track to be operational at the end of 2023, according to the company's
release. The location of the new terminal – called Stolthaven Revivegen Kaohsiung Terminal Co., Ltd. (SHRVK) – in

Kaohsiung Port, Taiwan perfectly positions it to meet growing customer demand for high-quality bulk liquid storage in the
region and to introduce more international trade to Taiwan. It is also ideally located to provide storage to support the
transition to more sustainable energy and fuel alternatives, including ammonia for local power generation and green
methanol for greener marine bunker fuelThe first phase, which includes a logistics facility for warehouse and drumming
filling services, is expected to open towards the end of this year. And an initial storage capacity of 48,000m3 will be
available from early 2024, with construction of a subsequent phase to begin soon after. Source : PortNews
The RED DIAMOND navigating the Westerschelde near Zeedorp. Photo : Chris Rombouts (c)
Maersk Supply Service names Mortensen as new CCO

Michael Reimer Mortensen has joined Maersk Supply Service as Chief Commercial Officer as of 1 September, 2023,
replacing Jonas Munch Agerskov who has transitioned to a newly created role of Executive Vice President of Offshore
Wind, the Company said. “Michael brings over 20 years of experience in the maritime services industry most of which
came from within the Maersk family. His experience will help our offshore support vessel business build closer bonds to
our customers and increase synergies in our key markets. This will help improve the profitability of Maersk Supply
Service,” says Christian Ingerslev Chief Executive Officer, Maersk Supply Service.
“I have always had a passion for the offshore environment. The maritime sector is fascinating and plays such an
important role globally in many aspects within energy, logistics, transportation and more. It is also a challenging
environment with many regulations and constantly changing. Maersk Supply Service is part of this and is in my view
ideally positioned to both contribute to and be successful in supporting customers globally with excellent service,” said
Michael Reimer Mortensen, Chief Commercial Officer, Maersk Supply Service.
Mortensen will report to Christian Ingerslev and be a part of the senior management team in Maersk Supply Service.
Maersk Supply Service provides offshore marine services for oil and gas and offshore wind customers. The company is
actively working to solve the energy challenges of tomorrow including developing new innovative solutions to accelerate
the energy transition. Headquartered in Lyngby, Denmark, it has over 1,000 employees both onshore and offshore and
owns more than 30 vessels and one Wind Installation Vessel under construction. Maersk Supply Service is owned by A.P.
Moller Holding, which is owned by the A.P. Moller Foundation. The A.P. Moller Foundation was established by the
founding family to ensure that the foundation contributes to society for generations to come. Today, A.P. Moller Holding
invests in both private and public companies based on these four themes: global trade, the energy transition, circularity,
and demographic and societal changes. Source : Portnews
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Cable Laying Vessel ‘LEONARDO DA VINCI’ at work on the landfall connection with the new Sofia Windfarm. The
location is off Marske/Saltburn on the North Yorkshire Coast of the UK. Photo : Alastair Smith (c)
Oceaneering secures two offshore installation

contracts
Oceaneering International has announced that its Offshore Projects Group segment has been awarded two international
contracts, with a combined total value in excess of $100 million.
Oceaneering has been named a consortium partner to support transportation and installation work on Angola Block 17
for the Girassol Life Extension project. The scope of work includes air and saturation diving services, project
management, engineering and procurement activities, in support of the prime contractor’s recovery and replacement of
12 risers. Oceaneering will provide Angolan personnel for the project and manage the in-country operations of the

consortium. Oceaneering is expected to provide its services in various phases. Work will begin in late 2023 and last into
late 2025.In addition, Oceaneering has been awarded a contract for work on a jumper installation project in the Stabroek
Block offshore Guyana. The scope of the project adds to its body of work in the South American country in support of a
key client, the company said. It consists of jumper and subsea field development installation and other associated tasks.
The scope of supply is underway and anticipated to last through the remainder of 2023. Source : Offshore Mag
Jan de Nul’s DANIEL BERNOULLI arriving in IJmuiden Photo : Jan Plug ©
Reports of mass global shift from China are being

'overplayed'
By : Alexander Whiteman
Reports of China losing its position as the world’s manufacturer, as shippers look to source elsewhere, have been “greatly
exaggerated”, according to the director of the Global Shippers Forum, James Hookham. He told The Loadstar the concept
of reshoring was “being overplayed” in the media and, while there was “some movement”, it was marginal and driven
more by concerns for contingency rather than replacement. “China is just too big, too capable and it makes good stuff,
and it has been doing so for a long time,” he said.
“A lot of the talk around decoupling and reshoring is tied to the potential of an escalation in tension with Taiwan, but
there is a lot of expertise out there saying that, given China’s own economic position, this will not happen because it
would destroy its export economy.”“It can be presumed that any military escalation would quickly shut off merchant
shipping’s access to the South China Sea – the biggest export corridor in the world,” Mr Hookham said. Supply chain
analysis provided by Trade Data Service (TDS) also does not support claims of significant global shift, but does indicate
that the US and Europe are making some moves.And CMA CGM CEO Rodolphe Saade told the UK Financial Times: “We’ve
clients telling us they do not want to put all their eggs in one basket, in China. So, they are looking for other solutions.
The movement has begun, but not yet at large volumes. It will take time.” Mr Saade suggested it would be dependent
upon the likes of India and South-east Asian alternative sources developing the facilities to not only hugely increase
manufacturing capability, but also to move goods – and even then, Mr Hookham felt, “you’d need a really persuasive
reason to drop China”.He acknowledged relations between China and the US had become strained in recent years, not

least after then president Trump’s imposition of steel tariffs. But since Russia’s invasion of Ukraine and its western
support, there have been signs emerging of improved China-US relations. Source : The Loadstar
The 73 mtr long and 11 mtr width 1950 built SANDNES spotted in Stavanger Norway from the MV NIEUW
STATENDAM Photo : Gerard Maijntz OCM / MWS Offshore Maritime Consultancy Baku Azerbaijan (c)
DEME Offshore Contracts Hellenic Cables for Dieppe

Le Tréport Inter-Array Links
by Adrijana Buljan
Hellenic Cables has signed a contract with DEME Offshore for the supply of inter-array cables for the Dieppe Le Tréport
offshore wind farm in France, being developed by the Eoliennes en mer Dieppe Le Tréport (EMDT) consortium off the
French coast in the English Channel. Under the contract, the Greece-based cable supplier will design, manufacture, and
deliver approximately 120 kilometres of 66kV inter-array cables with XLPE insulation that will interconnect the wind
turbines and connect them to the offshore substation. For DEME Offshore and Hellenic Cables, the Dieppe Le Tréport
contract is another in a series of offshore wind projects on which the two companies have been collaborating, including
Dogger Bank Wind Farm, the world’s largest offshore wind farm under construction. Source: offshorewind.biz
Sompo Intl names new Asia-Pacific head of energy

Sompo International has named Vicky Sarjeant to the role of Head of Energy Insurance, Asia Pacific. She will be based in
Singapore, reporting to Paul O’Neill, President of Commercial Lines, Insurance, Asia Pacific (APAC). O’Neill said that “with
17 years of knowledge and experience in both the London and Singapore markets, Vicky will be a valuable addition to our
growing team in the APAC region. I look forward to working with her as we continue establishing our practice and

growing our book of business.” Sarjeant joins Sompo International from Canopius Asia, where she was an Energy
Underwriter covering the APAC and MENA regions. She previously held positions with Marsh Singapore and Miller
Insurance in London. Source : insurancemarinenews
ISLAND VANGUARD moored in Den Helder. Photo : Geert Woord ©
Columbia Shipmanagement and Seacon Shipping

sign cooperation agreement
Columbia Shipmanagement (CSM), member of Columbia Group, has signed a strategic cooperation agreement with the
Hong Kong-listed shipowner and operator Seacon Shipping Group Ltd, that will see the Qingdao-based company’s
Chinese-owned and operated vessels managed as clients out of CSM’s Greece office. The vessels under management will
also benefit from CSM’s sponsored Tanker Centre of Excellence techniques and practices, SITC said in a media release.
The cooperation agreement, which was signed in Shanghai on August 31st, includes all vessel types with a particular
focus on Chinese owned LPG, LNG and Product Tankers. As part of the agreement, the Columbia Group, will also provide
all maritime, logistics, renewable and leisure services to Seacon Shipping. Both companies will use the cooperation
agreement to maximise existing and potential synergies as well as leverage the Columbia Group Service Platforms and
client networks to optimise the operating performance of the vessels under management. Mark O’Neil, President and CEO
of the Columbia Group, welcomed the agreement and said it was crucial in bringing digital optimisation techniques to the

Chinese ship owners. “We look forward to working with Seacon Shipping and see this as the start of a compelling
regional proposition and offering, which provides a tailored, win-win solution for all stakeholders. By utilising the digital
power of our highly effective industry-leading Performance Optimisation Control Room coupled with our group-wide
digital technology, we will be able to drive enhanced value to Seacon Shipping’s bottom line. Seacon Shipping has also
much to offer the Columbia Group in terms of regional expertise and practice. Seacon’s terrific network in China,
including Chinese leasing companies and charterers, will be open to clients and partners of CSM Greece.”
“The Seacon Shipping vessels will be managed by our Greece office while CSM Shanghai will continue to operate
separately and independently focusing on Chinese clients managed out of China,” he added. Zhao Yong, President of
Seacon Ships Management Group added “The cooperation between the two sides is not only the complementary of
resources, technology, personnel, etc., but also the integration of Eastern and Western management culture and
management concepts. The combination of the two sides will elevate SEACON’s concept of “international standards and
local advantages” to a new altitude and bring new momentum to the development of the global shipping industry. In the
future, the cooperation will integrate the superior resources and technical strength of the two sides, strengthen the
digital management and intelligent control system of ship operations, improve the benefit and efficiency of ship
operations management, fill the gap in domestic high-end comprehensive maritime services, and provide higher-quality
and more efficient services for Chinese customers.” Source : PortNews
The 2015 built MSC CHANNE (Imo: 9710438) outbound navigating the Westerschelde entering the Wielingen heading
for Sines -- Portugal. Photo : Huib Lievense ©
SITC accepts delivery of M/V “SITC RENHE”

On September 1, 2023, SITC International Holdings Co., Ltd. (SITC) successfully took over the new container ship M/V
"SITC RENHE" constructed by Dae Sun Shipbuilding & Engineering Co., Ltd (Dae Sun), and officially incorporated her
into the SITC fleet, the Company said in it news release.
As the fifth vessel of 1023TEU series built by Dae Sun, M/V "SITC RENHE" showcases advanced construction technology
expertise in shipbuilding. During the construction period, the shipowner, shipyard, and all relevant parties overcame
challenges and difficulties to successfully complete all significant milestones while surpassing industry standards across all
performance indicators.The joining of M/V “SITC RENHE” will bring higher efficiency and better service to SITC's
customers, provide new support for SITC's development, and furtherly consolidate the company's leading position in the
Asia market, SITC said.
MS EUROPA 2 meets EUROPA outside Kristiansand September 1st

Photo Via : Capt Dag Dvergastein Master Europa ©
Two Chinese Bulker Crews Rescued During Cyclone

China’s Ministry of Transport released details on two rescues performed within hours of each other as bulk carriers found
themselves caught in an approaching cyclone in Jiangsu Province just north of Shanghai. According to the report,
battling high seas, they were able to safely remove a total of 25 crewmembers before two vessels were lost in the storm.

Early on the morning of August 28, the cargo ship ZHENG HE 9 reported that it was taking on water into its cargo hold
and then the engine room due to the raging storm. Winds were being clocked at Force 9 (above 40 knots) with gusts to
as much as 60 knots. Sea conditions were reported between 10 and 15 feet.
The vessel was loaded with 5,000 tons of iron ore and in the anchorage in Haizhou Bay. The captain had gathered the
crew on the bridge and ordered them into lifejackets to prepare to evacuate. However, the report said the seas were too
high to safely launch the vessel’s lifeboat.
The rescue boat DONGHAI RESCUE 112 was able to reach the ship but due to the high sea conditions was not able to
get alongside. They called in a rescue helicopter from the East China Sea Rescue Bureau and it was able despite the high
winds to airlift the crew members to safety. Later the same day, another vessel the 6,250 dwt general cargo ship HUA
HAI 601 reported that it had taken on a severe list. The vessel was loaded with 6,000 tons of nickel ore. The vessel
reported it had a crew of 15 aboard and was requesting assistance. The northerly wind made it difficult, but after several
attempts, the rescue boat was able to come alongside the cargo ship. The crew was removed from the rear deck. Two
hours later the Hua Hai 601 rolled over and sank. One of the rescue boats has remained in the area to monitor for
navigation hazards. Source : MAREX
German shipmanager increases ship connectivity to

optimise operations
by Martyn Wingrove
Hermann Lohmann Bereederungen (HLB) has renewed its investment in satellite communications and onboard IT
systems to improve connectivity across the fleet
It has extended its existing partnership with communications and IT solutions provider, UK-headquartered NSSLGlobal for
its fleet of vessels, boosting bandwidth on 15 ships using very small aperture terminal (VSAT) communications systems
and providing remote support.
NSSLGlobal provides its VSAT IP@Sea network and FusionIP services on 15 vessels under HLB management and its
Smart@Sea IT management solution. Under the extended agreement, NSSLGlobal upgraded communications with
SatLink S2X modems and enabled automatic switching between satellite coverage and 4G/3G networks in coastal
waters.This increases connectivity and achieves unified communications, optimum data speeds and cost efficiencies for
the 15 vessels.
Iridium GMDSS + SSAS and LRIT
“Extending our partnership with NSSLGlobal is a good business decision for us,” said HLB managing director Hermann
Lohmann. “Its solutions have consistently proven to be reliable and efficient, enhancing our communication capabilities
and expertly supporting our operational needs,” he said.“The upgraded service with increased bandwidth will take our

connectivity across the fleet to new heights, allowing us to optimise our operations.” Since the partnership began in
2018, HLB has experienced a substantial surge in traffic between its vessels and onshore operations centres.NSSLGlobal
chief executive Henrik Christensen said extending connectivity enhances operations for HLB in a competitive market. He
added NSSLGlobal will continue “supporting HLB’s operations and contributing to its continued success by providing
[communications] services and tailored maritime solutions.” Source : Riviera Maritime Media
CAMM ALERT at low tide in Buckie Photo Alan Soutar (c)
Samskip condemns the Icelandic Competition

Authority’s decision
Samskip rejects the Icelandic Competition Authority’s (ICA) assumptions and conclusions in its investigation into Eimskip’s
and Samskip’s alleged collusion in the North Atlantic market from 2006 to 2013. The ICA’s findings of extensive and
organised collusion are wholly baseless and in no context with either data or facts. Samskip condemns the ICA’s
approach in the investigation and intends to have its results overturned, the Company said in its media release.
Samskip builds its operations on competition in all markets, and the company leads in creating effective competition and
cost-effective solutions in transport and related services. The ICA’s conclusion is characterised by half-truths, misleading
statements, and misrepresentations of facts.
The ICA’s investigation has been ongoing since 2010. The ICA carried out raids at Samskip and Eimskip in 2013 and
2014, seizing large amounts of data. Ten years have passed since the 2013 raid. The ICA’s theories and conclusions only
became apparent when it presented the companies with preliminary reports in two parts. The document’s first part was
issued on 6 June 2018, and the second on 13 December 2019. At that time, six years had passed since the first raid and
almost ten from the beginning of the investigation. In late November 2020, the ICA added a third preliminary report to
which Samskip submitted its comments in January 2021.
The preliminary reports are more than two thousand pages, and the accompanying documents number in the tens of
thousands. Samskip submitted detailed comments on the reports illustrating how the ICA’s preliminary conclusions were
fundamentally incorrect. The ICA then published its findings and decision on fines conclusion 31.08.2023.Samskip is
deeply disappointed by the ICA’s procedure in the case. It has been extraordinarily cumbersome and has had a crippling
effect on Samskip’s operations. The ICA has overexaggerated in its investigation and data gathering and has come to a

decision wholly out of context with reality. Theories and conclusions about violations are presented without backing with
evidence. Theories are supported by false representations of data and facts or blatant misinterpretations. Samskip will
not abide by the ICA’s decision and will use all available means available by law to overturn the decision. Source :
PortNews
NAVALIS SHIPPING`s 2009 built LEMLAND [ex FLINTERSTREAM] departing Port of Nigg outbound Scrabster.
LEMLAND offloaded a Turbine Blade at Nigg for one of the land based Wind Farms . Photo : David Meek (c)
Dry docking pre-inspection avoids future pain

Pre-docking inspections provide an increasingly powerful means of ensuring a successful dry-docking,
according to MacGregor
Sometimes costly, periodically mandatory and ultimately inevitable, the drydock is part of the normal life of a ship.
However, with days in dock also experienced as lost earnings, the stakes are high for what is a rare opportunity to deal
with the safety, environmental and efficiency issues that cannot be handled in service.
MacGregor recently created a new drydocking superintendent function within its organisation to provide internal and
customer-facing focal points for project delivery. The load handling specialist says that adding new oversight changes the
nature of its drydocking service relationship with clients and offers a chance to increase mitigation against the risk of late

ship redelivery. Among those filling the newly formalised ‘Drydock Superintendent’ role are Luca Andreozzi and Kai
Büsing, two individuals with long industry experience who have been appointed from within the MacGregor ranks. Both
superintendents coordinate drydocking to support MacGregor’s broad portfolio of cargo access and load handling
equipment, liaising with the supplier’s teams of locally based experts who support shipyards and owners in maintaining
OEM-based equipment performance standards.
Büsing says that MacGregor is now offering to start planning as much as a year ahead of a scheduled drydock, to ensure
that all parts are fully tested, approved and in position for timely installation.
“It’s no secret, with supply chains routinely disrupted, that ordering steel parts that must be fabricated or sophisticated
electronic parts should be done on a ‘sooner the better’ basis,” comments Andreozzi. “Late redelivery after a drydocking
is counted in off-hire time and resulting costs.”With Andreozzi covering ships drydocking around the Mediterranean, and
Büsing mainly focusing on Germany, the superintendents offer different accounts of customer attitudes and expectations
where repair services are concerned. However, both emphasise pre-docking inspection (PDI) as an increasingly powerful
tool for ensuring that dry dock work is planned for relevance, thoroughness and time efficiency.
Formal approach
“Crew report maintenance issues to the ship’s owner or manager on continuous basis, while marine engineers are
renowned for their resourcefulness in getting machinery working,” says Andreozzi. “However, checking equipment prior
to drydocking against the operating manual to establish condition, based on safety parameters, potential operating risks
and repair requirements need a formalised approach.”
“After the engine, the readiness of the handling and access equipment to do its job will determine whether the ship itself
can work,” says Büsing. “In simple terms, if the quarter deck is stuck in the open position, then the ship can’t leave port,
but suboptimal equipment performance is also of relevance to the charter party agreement, or the vessel’s attractiveness
for future hire. Our focus is to maximise our operational availability and to minimise unplanned downtime.”
Where the conventional approach will see planning based on experience, owners will wait for the drydock to take full
stock of requirements. The PDI allows MacGregor to identify current issues long before the drydocking and make its
recommendations ahead of time. “We are not in direct contact with individual ships as such, but as ex-service engineers
we are fully aware of the nuances involved in the dialogue,” adds Büsing. Once the PDI is underway on board, capturing
digital images is a key part of establishing the real condition of equipment in service, he says, so that effective
maintenance can be planned for – “not just general requirements based on its age”.
Planning resource
In a complementary part of the process, MacGregor’s newly framed pre-inspection service is reflected by new dry-dock
functionality in its CRM that is helping it make better use of records, according to Andreozzi.
“We are anticipating forthcoming surveys and liaising directly with customers to share our insights with them on what
their needs will be and the advantages of planning for potential solutions. We already have the service reports for our
equipment in the system to access before we go on board.” Sometimes, customers use competitor services so MacGregor
may not have access to all documentation, Büsing acknowledges, while Andreozzi says that customer records may not
always be exhaustive. Nevertheless, the PDI is a “value add” just because it works from the most comprehensive records
available to the OEM and provides a platform for better drydocking management for the client. “Over the years,
MacGregor has supplied equipment for installation on board something like 30,000 commercial ships, so you can see that
pre-inspection service capability is significant for drydocking efficiency- for us but also for a reasonable slice of
commercial shipping,” Andreozzi observes.
Andreozzi says around half of the drydocking projects he has been involved in over the last 12 months have taken
advantage of the PDI approach. Büsing says that customers quickly appreciate the PDI service when planning for
complex jobs. However, Büsing adds that customers can overlook benefits where straightforward maintenance is
concerned. “Customers will feel comfortable taking care of hatch cover renewal or deck machinery maintenance and see
the PDI as only relevant when they know that cranes or steering gear need to be repaired or upgraded.”
Simplicity itself
“The pre-docking inspection gives MacGregor the opportunity not only to assess and coordinate parts dispatch, but also
to coordinate where and when those parts are most usefully delivered, and at what point MacGregor personnel should
attend the docking project,” adds Andreozzi. The PDI also offers an opportunity for MacGregor to give clients fair warning
of obsolescence or any approaching non-compliance issue where their shipboard systems are concerned.
“In a recent case involving a post Panamax container ship, we identified that steering gear pumps were obsolete four
months ahead of drydocking. While the system was still functional, our health check led on to pump exchange and
refurbishment being included seamlessly in the drydocking. That project led on to another with the same owner.”
Andreozzi points out that an owner ordering well in advance of a drydocking is also less vulnerable to price inflation than
one seeking parts for immediate delivery, adding that the moderate costs associated with a PDI can be quickly dwarfed
by a hard to find spare.But so convinced is MacGregor that the PDI approach works that the company is offering daily

inspection prices that are not only fixed but deductible from the cost of spares over a pre-agreed minimum. “I think it’s
fair to say that once we get the PDI service in front of customers they immediately see benefits,” adds Büsing, “but
perhaps they still don’t recognize the full potential. They see that doing this now and saving two weeks off-hire later is a
clear win, but still struggle with the cost of travel for a service engineer. That’s why we came up with the fixed day rate
offer that is also deductible.” “If you bought a certain number of spares, I suppose you could look at it as a free pre-
inspection,” comments Andreozzi. “But I think it’s really more of an acknowledgement that the PDI has mutual benefits
for both sides.” Source: MacGregor
CSC RISINGSUN 1 arriving at Marsden Point with Products from China. Photo : Bryan Shankland (c)
Australia's Antarctic Research Vessel Can't Reach its

Own Fuel Pier
The harbormaster at the port of Hobart, Tasmania has determined that the Antarctic research vessel NUYINA is too
beamy, too prone to drift in a turn, and too affected by windage to safely pass under the Tasman Bridge. This leaves
Nuyina without access to her local fueling pier, even though it is just two miles north of her home base.
Though the vessel is capable of walking a few meters at a time in DP mode, using her tunnel thrusters to control course
and heading, the harbormaster has determined that the NUYINA is not able to safely make the outbound journey under
the bridge because the ship would drift too much in a dynamic turn. There is a relatively sharp bend approaching the
navigation span when outbound. After running the scenario in a simulator, the concern is that NUYINA might not be
able to line up onto the span after making the turn. “The risk is always a loss of control,” the harbormaster told
Australian outlet ABC. “The vessel has a significant amount of drift and side slip. The vessel is perfectly suited for straight
line work, perfectly suited for ice operations. It is a very powerful ship. But when you put that vessel into a dynamic turn,
it slides.”

He noted that the Nuyina is about 30 feet wider than originally specified. The vessel also has the most sail area of any
ship that has ever requested permission to pass, and wind was a concern.
Lacking viable barge or truck options to bring the bunkers to Nuyina, the crew will have to bring Nuyina all the way to
Burnie for fuel - adding an extra 300 nautical miles each way onto science voyages to Antarctica. There is a historical
precedent behind the harbormaster's caution. In 1975, the bulker Lake Illawarra struck the Tasman Bridge and destroyed
two pylons. A 400-foot section of the concrete bridge deck fell on the ship, sinking it and killing seven crewmembers. The
wreck and the original bridge deck remain on the bottom of the channel as a warning.
NUYINA is a DP2-classed research vessel with a combined diesel-electric and direct-drive diesel (CODLAD) propulsion
arrangement. This complex, redundant system has little resemblance to a merchant vessel's single two-stroke engine:
Nuyina's powerplant couples two main engines and four auxiliary generators to two shafts, each with variable-pitch
propellers. Six tunnel thrusters (three forward and three aft) provide for stationkeeping in conditions up to sea state 4.
The bridge holdup is the latest in a string of setbacks for NUYINA. The futuristic, $500 million vessel suffered an
electrical fault on her delivery voyage to Hobart in October 2021. Two months later, her maiden scientific voyage was
delayed after issues were detected in the alarm and monitoring system software. In April 2022, she headed for Singapore
for planned maintenance and repairs to address issues with propulsion system couplings. A shortage of spare parts
meant she missed the bulk of the 2022-2023 Antarctic season. Source : MAREX
The SPARFELL inbound for Rotterdam Photo : Willem Holtkamp (c)
AIDA Cruises and Hamburg confirm long-term

cooperation
Hamburg's Senator for Economic Affairs, Dr. Melanie Leonhard, the CEO of the Hamburg Port Authority, Jens Meier, and
the President of AIDA Cruises, Felix Eichhorn, have signed a long-term agreement (LTA) to strengthen Hamburg as a
cruise location.
AIDA Cruises and the Hanseatic City of Hamburg set course for further growth in the future together. To this end, the
cruise company signed a long-term agreement (LTA) with the Hamburg Port Authority on September 1, 2023. With this
agreement, AIDA underscores its commitment to the Hanseatic city and guarantees ship and passenger volumes for
another five years. For more than 20 years, AIDA, the German market leader in the cruise sector, has been a regular
guest on the river Elbe with its ships, and has attracted hundreds of thousands of tourists to the city with five ship
inaugurations. In addition, the company has been a sponsoring partner of major maritime events, such as the Hamburg
Harbour Birthday and the Hamburg Cruise Days, for about a decade. With 124 calls in 2023, AIDA is the Port of
Hamburg's largest cruise customer and an important economic factor for the metropolitan region.
The cruise company and the city laid the foundation for sustainable development in Hamburg seven years ago, when
Europe’s first shore-side power plant went into operation at the Cruise Center Altona. Felix Eichhorn, President AIDA
Cruises, explains: "We were the first cruise line to start using shore power in Europe. Since 2017 until today, AIDAsol has

been regularly purchasing shore power year after year during her calls at Altona. As a long-standing partner of the Port
of Hamburg, we are happy to support the Hamburg Port Authority with our experience and expertise in both the shore-
and ship-side integration tests and for the opening of the new facility at the Steinwerder cruise terminal.
Senator for Economic Affairs Dr. Melanie Leonhard: "When a cruise ship enters or leaves the Port of Hamburg, it is an
impressive and often unforgettable moment. This is true not only for the passengers on board, but also for the many
spectators watching from the shore. The cruise industry makes an important contribution to adding value and
employment in and around our port. Hamburg is one of the most popular cruise destinations in Europe and a pioneer in
sustainability issues such as the expansion of shore power. Together with AIDA Cruises, we want to further develop our
partnership and thus also Hamburg as a cruise location in a sustainable manner."
Jens Meier, CEO HPA: "AIDA Cruises has made a significant contribution to the fact that we will probably reach the magic
number of one million passengers this year. We don't want to rest on our laurels, but rather continue to work on it
together - also with regard to our joint commitment in the area of sustainability."
AIDA Cruises has been considering the use of shore power in the planning and construction of its ships since 2004. On
the shore side, another ten years passed before Europe's first shore power facility was opened in Hamburg Altona in
2017 and AIDA was able to start regular operations. Since 2021, AIDA ships have also been able to use shore power
from renewable energies in Kiel and Rostock-Warnemünde. Thanks to the opening of additional facilities in Europe, the
company expanded its use of shore power to ports in Norway, the United Kingdom, and Denmark last year and this year.
In many of the ports, AIDA was a key partner in the pilot phase and commissioning process. By using shore power, AIDA
ships can reduce their engine emissions to almost zero while at berth.
As part of its Green Cruising Strategy, AIDA Cruises has been investing in a sustainable cruise market for many years and
actively supports the European Union's goal of establishing a shore power infrastructure in all major EU ports by 2030. In
addition to the use of liquefied natural gas (LNG) as an important bridging technology, AIDA Cruises is expanding the use
of alternative energy sources such as shore power or batteries to operate its cruise ships. Together with various partners,
the cruise company is working intensively on further solutions for using fuel cells or regenerative and synthetic fuels in
the future and is putting them into practice. As part of Carnival Corporation & plc, AIDA Cruises aims to reduce carbon
intensity by 20% by 2026 compared to 2019 and aspires to achieve net carbon-neutral ship operation of its fleet by 2050.
Source : PortNews
The SKIPPER TIDE inbound for Aberdeen Photo : George Saunders (c)
IBIA ANNOUNCES ALEXANDER PROKOPAKIS AS

EXECUTIVE DIRECTOR
Written by Ian Taylor
The International Bunker Industry Association (IBIA) has announced the appointment of Alexander Prokopakis as its new
Executive Director.He will join the IBIA team on Friday (1 September) with Edmund Hughes, the recently-appointed IBIA
IMO Representative.Prokopakis has been an active member of the association, serving as the Chair of the Bunker Licence
and Mass Flow Meter Working Group.In addition to his IBIA activity, he has extensive bunker industry experience as a
physical supplier and more recently as an innovator in alternative fuel supply with Probunkers. In his new role,

Prokopakis will be working closely with the entire IBIA team – the Global Board, the Regional Boards, and IBIA’s
Secretariat – and his focus will be on the internal management of the association.Commenting on Prokopakis’
appointment, Timothy Cosulich, Chair of IBIA, said: ‘Alexander's depth of experience within bunkering, management and
business innovation makes him an ideal choice for this key role at IBIA. With full confidence, we believe that with his
addition, our association is poised to scale new heights and uphold its tradition of leadership within the bunker industry.’
AutoNaut uncrewed surface vessel being prepared for trials in Chichester Harbour before being shipped to Barbados
where it will be used for meteorological research Photo : Philip Scott (c)
NAVY NEWS
Indian Navy Ship Delhi arrives at Sri Lanka’s
Colombo Port
Sri Lanka Navy, in accordance with naval traditions, welcomed the Indian naval ship INS Delhi arrived at the Port of
Colombo on a formal visi 01st September 2023 INS DELHI is a 163.2m long Destroyer manned by a crew of 450 and
the ship is commanded by Captain Abhishek Kumar. Following arrival, the Commanding Officer of the ship called on
Commander Western Naval Area, Rear Admiral Suresh De Silva at the Western Naval Command Headquarters this
morning.During the ship’s stay, the crew will take part in several programs organized by the Sri Lanka Navy, with a view
to promoting cooperation and goodwill between two navies. They are also expected to visit some of the tourist
attractions in the country. In addition, INS ‘Delhi’ has made arrangements to open the ship for the visit of school
children. Further, training exchanges are scheduled to be held aboard, involving naval personnel from both navies. The
ship is expected to depart the island on 03rd September and she will conduct a Passage Exercise (PASSEX) with a ship of
Sri Lanka Navy, off Colombo. Source : ColomboPage News Desk

The Italian destroyer D 561 FRANCESCO MIMBELLI departing from Malta Photo : Michael Cassar ©
D 561 FRANCESCO MIMBELLI is the second ship of the Durand de la Penne-class destroyer of the Italian Navy.
The Durand de Le Penne-class are escort and combat class ships, able to operate in every combat condition, and
especially devised to survive to heavy missile and aircraft attacks. Its construction is made almost totally with steel; the
structure is a continuous deck with a low, large stern, to accommodate the helicopter force. The fore hull is very pointed,
with a very pronounced sea-cutter structure. The superstructure consists of two blocks, relatively low and wide, both with
a high, antenna mast with a triangular cross-section for all the electronic. The engines exhausts are in two groups, one
for each superstructure: the aft has two exhausts flank to flank, slightly inclined. Then there is the Standard missile
system and finally the helicopter facilities. She is laid down on 15 November 1989 and launched on 13 April 1991 by
Fincantieri shipyards. Commissioned on 18 October 1993 with the hull number D 561
FRANCESCO MIMBELLI suffered a fire in one of the engine rooms, while it was underway, as part of Operation Safe
Sea on 29 December 2019. The fire-fighting teams on board, specially trained to deal with these emergencies, intervened
effectively, immediately securing the unit and extinguishing the fire, without any consequences or damage to the crew.
The ship continued its navigation autonomously and headed for Augusta, for the necessary checks
SHIPYARD NEWS
Cochin Shipyard conducts steel cutting of ships for
Cyprus-based firm bl-premium-article-image
Cochin Shipyard Ltd (CSL) has carried out the steel cutting ceremony for two Commissioning and Service Operating
Vessels (CSOVs) for European client Pelagic Wind Service Ltd, Cyprus.
Pelagic Wind Service Ltd is a frontrunner in the offshore wind sector, dedicated to commissioning, servicing, and
maintaining wind farms. The company’s focus on sustainable energy solutions echoes the global call for a greener future.
Cochin Shipyard Ltd ‘s (CSL) success in securing the contract has proved India’s prowess in shipbuilding and innovation.
The CSOVs, meticulously designed for the offshore wind industry, are poised to revolutionise commissioning, servicing,
maintenance and operational functions. Shripad Naik, Union Minister of State for Ports, Shipping, and Waterways &
Tourism, in his virtual address, summarised the essence of India’s emergence as a preferred global hub for the
production of high-value, next-generation vessels. He said the project exemplifies the ‘Make in India — Make for the

World’ initiative, reaffirming India’s position as a preferred hub for manufacturing high-value, next-generation vessels.
The total project cost for the two vessels is estimated at ₹1,000 crore.
Boost for India
Madhu S Nair, CMD, CSL, highlighted CSL’s commitment to innovation, sustainability and global collaboration that the
project signifies and also reaffirms India’s position on the international shipbuilding map as a preferred destination for
crafting high-value, new-generation vessels.The global offshore wind energy sector is on the precipice of growth, with
ambitious plans to harness energy from coastal and deep ocean wind farms. The projected aim of achieving 10 per cent
of the global energy mix from offshore wind farms by 2050 underscores the pivotal role these vessels will play in realising
renewable energy vision. Source : The Hindu
Seen last week forward section new building at Ferus Smit Leer for Owners “ Forestwave /Schulte Bruins. Nl
Photo : Joop Bartels ©
Fincantieri completes the parallel modernization of

two cruise ships for Crystal
Fincantieri has completed the parallel modernization of two cruise ships for Crystal (A&K Travel Group), delivering
CRYSTAL SYMPHONY in recent days. The first vessel, CRYSTAL SERENITY, rejoined the owner’s fleet on July 20,
according to the company's release.The contract was finalized in December 2022, and, after an initial phase committed to
engineering development, works lasted for about five months significantly raising the level of amenities and
accommodations on board. The hotel part of the ships, both public areas and suites and guest rooms, was revolutionized,
deeply affecting the systems part as well, in order to lengthen the operational life. The project was concluded with the
usual drydocking activities preparatory to return to service.On every ship, three decks were radically transformed with
the installation of more than 100 new suites and guest rooms two, three and sometimes four times the size of the
previous 230, generating environments of greater space and value, thanks to the refinement of the finishes used.

Another 100 were completely modernized, without changing their size. Casinos have been removed to make room for
generous lounges.Aspects related to environmental sustainability have also been upgraded, with particular reference to
wastewater treatment and energy recovery systems. Finally, the hulls have been treated with special state-of-the-art
ecosilicone paints, which reduce friction and fuel consumption. CRYSTAL SERENITY,and CRYSTAL SYMPHONY have
a length of nearly 240 meters, a gross tonnage of about 51,000 tons, and a maximum capacity that now stands at about
740 and 606 passengers respectively. Source : portNews
Jiangnan Shipyard launches the largest bi-fuel

ocean-going car carrier in China
The largest bi-fuel ocean-going car carrier in China was launched on Tuesday for the transportation of Chinese vehicles
on the special routes to Europe, Australia and New Zealand, according to Seacon Shipping Group's release.
The carrier is customized by Jiangnan Shipyard (Group) Co., Ltd., a shipbuilding company owned by the world's largest
shipbuilder CSSC (China State Shipbuilding Cooperation Limited) for SAIC Motor Corp (formerly Shanghai Automotive
Industry Corporation), the champion of Chinese car sales overseas for a consecutive seven years, and one of China's four
biggest automobile producers. With 7,600 car seats and a height of a dozen stories, the carrier is one of the biggest in
the logistics industry, and it is the first dual-fuel car "ro-ro"(roll-on/roll-off) ship in China that can switch between LNG
and traditional energy.The ship is scheduled to enter service in January next year after its sea trials, interior furnishings
as well as the installation and commissioning of power systems and equipment. A total of 12 new ocean-going carriers
capable of carrying 7,800 and 9,000 vehicles will be added to SAIC Anji Logistics' fleet from 2024 to 2026, the world's
largest automotive logistics company under the SAIC Motor Corp.

ROUTE, PORTS & SERVICES
Dertig meter lange scheur in Westerscheldetunnel,

voorlopig geen verkeershinder
In de Westerscheldetunnel zit een scheur van dertig meter. Ook is een twee meter lange breuk gevonden. Hoewel de
scheur en de breuk uiteindelijk gerepareerd moeten worden, blijft de tunnel vooralsnog open voor verkeer, meldt de N.V.
Westerscheldetunnel.
De schade is eind vorig jaar opgemerkt tijdens een onderhoudsbeurt. Sindsdien is er onderzoek gedaan en vastgesteld
dat er geen acute dreiging is. De scheur zit er waarschijnlijk al jaren. Wel is de situatie zorgelijk en wordt de schade in de
gaten gehouden met meetapparatuur, schrijft Omroep Zeeland.
Halverwege de scheur is de schade groter, daar is het beton gebroken. "Bij een scheur doet het gewapend beton nog
waarvoor het bedoeld is", zegt Harald Schoenmakers, directeur van N.V. Westerscheldetunnel tegen Omroep Zeeland.
"Bij een breuk is het beton verzwakt. Omliggende tunnelsegmenten moeten de druk opvangen."
De betonschade bevindt zich bij de uitgang van de tunnel op Zuid-Beverland.
De oorzaak van de schade is nog niet bekend. Het lijkt geen effect te hebben op andere delen van de tunnel. "We
hebben een scan gemaakt van de hele tunnel, daaruit blijkt dat er geen andere zwakke plekken zijn", aldus
Schoenmakers. Eind september komt een onderzoeksteam met resultaten. Daarna wordt besloten hoe en wanneer de
scheur en de breuk gerepareerd worden. Dan wordt ook duidelijk in hoeverre weggebruikers hinder zullen ondervinden.
Provincie geschrokken
Gedeputeerde Harry van der Maas van de provincie Zeeland zegt tegen Omroep Zeeland dat het provinciebestuur enorm
is geschrokken van het nieuws. Volgens Van der Maas is de provincie - als eigenaar van de tunnel - een paar weken
geleden op de hoogte gebracht van de schade. "Het is een behoorlijke scheur, een breuk zelfs. Dat is natuurlijk ernstig,
dus daar schrik je van." De provincie heeft aan de directie van de tunnel laten weten dat de onderzoeken naar de
oorzaak en hoe de schade gerepareerd moet worden, zo snel mogelijk afgerond moeten zijn. Van der Maas wil ook dat
de reparatie zo snel mogelijk begint. "Dat moet niet te lang duren." De gedeputeerde benadrukt dat de situatie wel veilig
is. "Ik begrijp dat mensen angstig zijn om erdoorheen te gaan. Maar er is geen acuut gevaar, de situatie is stabiel. We
monitoren heel nauwlettend. Iedereen kan er veilig door." Bron : NOS
US West Coast port workers ratify contract

agreement
U.S. dockworkers ratified a six-year contract that improved pay and benefits for 22,000 employees at 29 ports stretching
from California to Washington State, the International Longshore and Warehouse Union (ILWU) said on Thursday.
Members of the ILWU voted 75% in favor of approving the West Coast port worker agreement that will expire on July 1,
2028. The deal, which is retroactive to July 1, 2022, includes a 32% pay increase over the span of the contract as well as
a one-time bonus for working through the early days of the COVID pandemic. Longshore workers covered by the
agreement are based at some of the nation’s busiest seaports, including Los Angeles/Long Beach – the busiest ocean
trade gateway in the United States. “The negotiations for this contract were protracted and challenging,” ILWU
International President Willie Adams said in a statement. The union and the Pacific Maritime Association (PMA) employer
group reached a tentative contract deal in June. That ended 13 months of talks and eased worries that related West

Coast port disruptions could hit the all-important retail holiday shipping season. West Coast ports lost some business to
U.S. rivals on the East Coast and Gulf of Mexico as extended talks fueled uncertainty. The new contract provides a
framework “to overcome new competitive challenges,” PMA CEO Jim McKenna said.
Source: Reuters (Reporting by Pratyush Thakur in Bengaluru and Lisa Baertlein in Los Angeles; Editing by
Krishna Chandra Eluri and Sandra Maler)
PLEASE MAINTAIN YOUR MAILBOX, DUE TO NEW POLICY OF THE
PROVIDER, YOUR ADDRESS WILL BE “DEACTIVATED”
AUTOMATICALLY IF THE MAIL IS BOUNCED BACK TO OUR SERVER
If this happens to you please send me a mail at newsclippings@gmail.com to reactivate
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You can also read the latest newsletter daily online via the link :
http://newsletter.maasmondmaritime.com/ShippingNewsPdf/magazine.pdf
US ports to help restore Ukraine’s maritime
infrastructure
U.S. partners will assist Ukraine in restoring its port infrastructure, which has suffered frequent attacks by Russian forces
in the past weeks, the Ukrainian Sea Ports Authority announced on Aug. 30. The state company overseeing Ukraine’s
maritime transport signed a memorandum with the U.S. ports of South Louisiana and New Orleans to cooperate in the
planning, development, construction, administration, operation, and maintenance of Ukrainian port infrastructure.
The cooperation will also involve the authorities of Ukraine’s largest port, the Odesa Sea Port, according to the
announcement. “As two of the world’s leading grain exporters, the farmers and workers of the United States and Ukraine
are tough and take pride in their role in feeding the world,” said Paul Matthews, the CEO of the South Louisana Port.
“This agreement solidifies Port of South Louisiana’s support for the Ukrainian people in the defense of their freedom and
creates an alliance with our Ukrainian port partners that focuses on our shared mission of serving global customers and
creating economic prosperity for our communities.” Russian forces have escalated their drone and missile strikes against
Ukraine’s ports and agricultural infrastructure since Moscow’s unilateral termination of the Black Sea Grain Initiative in
July.Russia’s withdrawal from the grain deal and subsequent strikes against Ukrainian ports sparked fears of food
insecurity worldwide as prices of grain products began to rise following the agreement’s collapse.Ukraine’s grain exports
are vital to the world’s food supply. Before the full-scale invasion, the country was the fifth-largest wheat exporter
globally. The grain deal had allowed for nearly 33 million metric tons of food to be exported through Ukrainian ports
while it was in force, according to the U.N. Source: Kyiv Independent
Port situation in Gabon

Following a military coup in Gabon, the country has closed its borders.
Several Gard Africa based P&I correspondents have reported that the military coup in Gabon on 30 August resulted in the
closure of Gabonese borders and a nationwide curfew. Ports are reportedly closed. It is unclear whether vessels already
berthed will be allowed to proceed with operations. Members and clients scheduled for cargo operations in Gabonese
ports are strongly advised to seek updates from their local agents.We are grateful to Budd Group, Eltvedt & O’Sullivan
and Ivory P&I for the above information. Source: Gard
Additional mooring ropes – who pays?

The private Dalrymple Bay Coal Terminal implements mooring rope requirements beyond class standards.
Our author describes the requirements and discusses whether owners or charterers bear the costs.
The Dalrymple Bay Coal Terminal (DBCT) in Queensland Australia is the export hub for the Bowan Basin coal fields. As of
May 2023, the terminal has begun implementing various further mooring line and vetting requirements aimed at ensuring
safer shipping operations. All vessels nominated to call at Dalrymple Bay must now meet the following requirements:
Ø Chafe protection, in good condition and not fabricated onboard, to be fitted on ships’ line.
Ø Mooring lines fitted to a vessel should be, where possible, of the same time, minimum break load and
construction.
Ø Reciprocal lines must be of the same type.
Ø Lines must be inspected at least every three months and inspection records must be provided upon request.
Ø All mooring lines to be a minimum of 200 metres in length.

Ø Spare mooring lines must be in good condition.

Ø Vessels under 225 metres in length are to have a minimum of four spare lines and vessels over 225 metres in
length are to have a minimum of five spare lines.
DBCT acknowledges there can be difficulties procuring mooring lines in time to comply with the above requirements.
They have indicated that if a ship can provide evidence that it has made best endeavours to procure the correct
equipment in time, for example, by providing a purchase order, DBCT may conditionally accept the vessel on a single
voyage basis.
More to come
Going forward, DBCT is going to implement yet further requirements from April 2024. These will include requiring owners
to provide mooring line certificates, evidence a mooring system management plan and have no mooring lines older than
6.5 years. Nylon lines will not be acceptable for use as mooring lines unless they are of double braided construction and
are accompanied by an effective line management plan. Whilst there are no fines for failing to meet any requirements,
the terminal may simply decline to accept a vessel which does not comply.
Potential for disputes
Whilst DBCT’s commitment to mooring safety is commendable, their requirements go beyond many other ports, and not
all vessels are supplied with all of the ropes needed to meet them. As a result, calls to DBCT can result in significant extra
costs for the new ropes, and this can lead to disputes between owners and charterers as to who should pay the
bill.Owners may claim that the cost of the extra ropes arise from complying with charterers’ employment orders and are
unusual in nature, such that they are entitled to be indemnified for the costs. In turn, charterers may argue that the
costs are for owners’ account as ship’s supplies, and because the owners have warranted the vessel is in every way fitted
for service and is adequately equipped to comply with requirements at all ports of call.
Court guidance
London Arbitration 19/01 provides guidance as to how the cost of specific port mooring rope requirements that go
beyond meeting class requirements may be allocated. In that case, the charterer ordered the vessel to the port of Caleta
Coloso in northern Chile. The port required that vessels used 14 mooring lines, each of 220 metres length whilst the
vessel, in accordance with design specification and class requirements, was only equipped with five mooring lines of 197
metres in length each. Who had to pay for the additional lines?
The time charter provided that the vessel on delivery would be “… in every way fitted for the service” and that the owner
would “provide and pay for … all necessary stores … and keep the vessel in a thoroughly efficient state in hull, machinery
and equipment … for and during the service”.
The London Arbitration Tribunal decided that the expense for new ropes was for owner’s account. The tribunal noted that
the provision of mooring ropes was ordinarily a matter that clearly fell within the shipowner’s sphere of responsibility
under a time charterparty. The class requirements were a minimum for trading and took no account of the practical
needs of ports such as Caleta Coloso and many others to which the vessel might legitimately have been ordered, where
local wind, current or swell conditions called for securing arrangements of a higher level than the minimum class
requirements.
Avoiding disputes
While London Arbitration 19/01 provides some guidance, the outcome of a dispute over costs will depend on the precise
facts and applicable charterparty clauses. Members should check terminal requirements when agreeing fixtures for
specific ports and are advised to check with local agents for any requirements at DBCT or other ports. Members should
be aware that many terminals are privately operated and have their own specific requirements for service.The best way
to avoid any disputes over extraordinary costs is to agree clear provisions in the charterparty which expressly allocate the
cost of any additional mooring ropes beyond the vessel’s supplies at the time of delivery. Adding specifications of the
ropes and number carried in the charterparty descriptions clause could also bolster owner’s position in a dispute over
additional costs. The number of terminals imposing strict (and potentially divergent) mooring rope requirements may
increase, making this a more important issue over time. Source: Gard
Vessel-Owning JV Companies Must Have Indonesian

Shipping Company as Majority Shareholder for Vessel
Registration
Following the enactment of the Omnibus Law (Law No. 11 of 2020 on Job Creation) on November 2, 2020, the
Government of Indonesia issued various implementing government regulations to regulate a wide array of sectors,
including the shipping sector. On February 2, 2021, the Government of Indonesia issued Government Regulation No. 31

of 2021 dated February 2, 2021, regarding the Implementation of the Shipping Sector (“GR 31/2021”), which introduced
a significant change relating to the registration of vessel ownership in Indonesia.
While there are a number of updates relevant to the shipping business in GR 31/2021, encompassing marine
transportation, port affairs, navigation, shipping licenses and certificates, as well as ship security management, in this
article we would like to highlight one particularly intriguing change that affects the shareholding of companies wishing to
register their ownership of vessels in Indonesia. Before GR 31/2021, vessel registration in Indonesia followed Law No. 17
of 2008 on Shipping (as amended by the Job Creation Law) (“Shipping Law”) and Minister of Transportation Regulation
No. PM 39 of 2017 on Vessel Registration and Nationality (“MOT Reg. 39/2017”). Article 158(2) of the Shipping Law and
Article 5(2) of MOT Reg. 39/2017 stipulate identical criteria for vessels to be eligible for registration in Indonesia, as
follows:
Ø Vessels with a gross tonnage of at least 7 (seven gross tonnage);
Ø Vessels owned by Indonesian citizens or legal entities established under Indonesian law and domiciled in
Indonesia; and
Ø Vessels owned by Indonesian legal entities that are joint ventures whose majority shares are owned by
Indonesian citizens.
Specifically for letter (c) above, Article 5(3) of MOT Reg. 39/2017 elaborates the criteria of “Indonesian legal entity” as
follows:
ü a private company with the requirement that the majority shareholder is an Indonesian citizen; and
ü a public company where (i) the foreign direct ownership of its shares does not exceed 49%, and (ii) the share
ownership of a foreign individual or a foreign legal entity through the public market in the form of portfolio
investment does not exceed 49%.
While Article 93 (2) (c) of GR 31/2021 contains identical wording as the Shipping Law and MOT Reg. 39/2017 on the
criteria for vessels that can be registered in Indonesia, the elucidation of the Article elaborates that the majority of the
shares of the joint venture must be owned by (i) a national sea transportation company whose shares are wholly owned
by Indonesian citizens for commercial activities; and/or (ii) Indonesian legal entities whose shares are wholly owned by
Indonesian citizens for non-commercial activities including social activities, tourism, sports (“Vessel Ownership This is a
major change since Article 93 (2) (c) of GR 31/2021 now mandates that a shipping company with a vessel for commercial
purpose be majority-owned by a wholly owned national sea transportation company (i.e., a wholly Indonesian company
with a Sea Transportation Business License).
It is notable that GR 31/2021 lacks any express transitional provisions that might apply for vessel registrations prior to
the enactment of the government regulation. Instead, Articles 229 and 230 of GR 31/2021 regulate transitional provisions
for the “grandfathering” of Business Licensing (which is broadly defined as “the legality granted to business actors to
initiate and conduct their business and/or activities”), stating that the provisions of GR 31/2021 are not applicable for
business actors that obtained Business Licensing prior to the enactment of GR 31/2021 unless the provisions in GR
31/2021 are beneficial to the business actor.
Articles 229 and 230 of GR 31/2021 follow the general principle of non-retroactivity of a regulation. This means that new
regulations should only be forward-looking in nature and should not as a matter of equity apply retrospectively to actions
that have already occurred. This non-retroactive principle has been the longstanding policy of the government (including
the Ministry of Investment / Indonesia Investment Coordinating Board) and has typically been included in licensing
regulations, i.e., stipulating that if the business actor has obtained an effective business license for its business
activity(ies) under the old licensing regime, these business actors will not be affected by the new licensing regime and
their licenses shall continue to be effective.
Accordingly, it may be concluded that if a shipping company has obtained a grosse vessel registration deed for the
ownership of a vessel prior to the enactment of GR 31/2021 and has also been granted a Sea Transportation Business
License, then such shipping company should be grandfathered / exempted from complying with the aforementioned
Vessel Ownership Shareholding Requirement. Nonetheless, it may be reasonable to expect that the grandfathering or
exemption would not apply if the shipping company were to register a new vessel in Indonesia. Since GR 31/2021 does
not contain express language on the “grandfathering” policy for vessel ownership, it remains to be seen what policy will
be applied by the Ministry of Transportation in practice.
On a separate but related note, it is ambiguous whether the Vessel Ownership Shareholding Requirement also applies to
the ownership of vessels by companies that are not shipping companies but own vessels and have a Special Sea
Transportation Operation License (SIOPSUS) to utilize their vessels to support their core business activities.
As Indonesia’s maritime regulatory landscape evolves, these changes underline the complexity business actors must
navigate in the sector, particularly in structuring shareholding composition in order to comply with the Vessel Ownership
Shareholding Requirement. Source: SSEK Law Firm

OLDIE FROM THE SHOEBOX
The TSHD HENDRIK ZANEN operating in the Arctic around 1980 Photo : Coll IJsbrand Plug
…. PHOTO OF THE DAY …..
Gebr Clots NOORDPOOL inbound for IJmuiden Photo : Jan Plug ©

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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2023– 251

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EVENTS, INCIDENTS & OPERATIONS

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MORE PHOTO’S FROM THE WORLD PORT DAYS

Photo top : Hugo Sluimer© CLICK at the photo !

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New French Operator Makes Irish Debut With

Indonesia hosts largest military drills with US,

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Stolthaven Terminals’ new JV facility in Taiwan soon

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Maersk Supply Service names Mortensen as new CCO

ALSO INTERESTED IN THIS FREE MARITIME NEWSCLIPPINGS ?

Oceaneering secures two offshore installation

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Jan de Nul’s DANIEL BERNOULLI arriving in IJmuiden Photo : Jan Plug ©

Reports of mass global shift from China are being

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DEME Offshore Contracts Hellenic Cables for Dieppe

Sompo Intl names new Asia-Pacific head of energy

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ISLAND VANGUARD moored in Den Helder. Photo : Geert Woord ©

Columbia Shipmanagement and Seacon Shipping

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SITC accepts delivery of M/V “SITC RENHE”

MS EUROPA 2 meets EUROPA outside Kristiansand September 1st

Two Chinese Bulker Crews Rescued During Cyclone

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German shipmanager increases ship connectivity to

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CAMM ALERT at low tide in Buckie Photo Alan Soutar (c)

Samskip condemns the Icelandic Competition

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Dry docking pre-inspection avoids future pain

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Australia's Antarctic Research Vessel Can't Reach its

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The SPARFELL inbound for Rotterdam Photo : Willem Holtkamp (c)

AIDA Cruises and Hamburg confirm long-term

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IBIA ANNOUNCES ALEXANDER PROKOPAKIS AS

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Fincantieri completes the parallel modernization of

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Jiangnan Shipyard launches the largest bi-fuel

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ROUTE, PORTS & SERVICES

Dertig meter lange scheur in Westerscheldetunnel,

US West Coast port workers ratify contract

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Port situation in Gabon

Additional mooring ropes – who pays?

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Ø Spare mooring lines must be in good condition.

Vessel-Owning JV Companies Must Have Indonesian

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OLDIE FROM THE SHOEBOX