Collection of Maritime Press Clippings

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2024– 005
Number 005 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Friday 95-01-2024
News reports received from readers and Internet News articles copied from various news sites & Social Media
TSHD MAHURY operating in Scheveningen.

Photo : Coen Terlouw, Havenbedrijf Scheveningen
Distribution : daily to 45000+ active addresses -05-01-2024 Page 1

IN MEMORIAM
Zeeman in hart en nieren
Krachtig en sterk
Verwacht en toch onverwachts is aan zijn laatste reis begonnen
DIRK KLAAS PIETER HOLLANDER

~ DIRK~
29 september 1942 Den Helder 29 december 2023
Wierbalg 2605
1788 VN Julianadorp
Dirk is overgebracht naar uitvaartcentrum Den Helder, Ijsselmeerstraat 63a. Hier is dagelijks van
9.00 tot 17:00 uur mogelijkheid tot afscheid nemen en schriftelijk condoleren.
De afscheidsdienst zal worden gehouden zaterdag 6 januari om 14:00 in de Olea Hof van genoemd
uitvaartcentrum
**** DIRK, RUST ZACHT ***

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EVENTS, INCIDENTS & OPERATIONS

If you don’t receive the newsletter you can always download the latest edition via
http://newsletter.maasmondmaritime.com/ShippingNewsPdf/magazine.pdf
The BBC SONG at Aberdeen on 1st Jan 2024,she had to abort her approach due to the swell at the harbour entrance.
Photo : George Saunders (c)
Ship Sales Fall in 2023

Activity in the S&P market was below 2022 levels, during the past year. In its latest weekly report, shipbroker Xclusiv said
that “a total of 1,256 sales had taken place in the dry and tanker markets as of December 20th, representing a nearly
10% decline compared to the same period in 2022. More specifically, in the dry market, a total of 632 vessels changed
hands within 2023, compared to 711 bulk carriers in 2022. The Handysize and Supramax sectors drove the dry S&P
activity in 2023, with 149 and 142 sales respectively, followed by the Capesize sector with 98 sales. Although the number
of transactions decreased for most sectors in 2023 compared to 2022, buying appetite for Capesize, Ultramax, and
Newcastlemax vessels increased significantly.

The shipbroker said that “during 2023, Capesize and Newcastlemax sales stood at 98 and 19 respectively, with both
nearly doubling their sales volume compared to the previous year. On the Ultramax sector, 70 sales were recorded in
2023, representing an almost 10% increase compared to 2022. There was also a slight increase in the sales of vessels
aged 0-5 years old, with 48 sales in 2023 compared to 34 sales in 2022. Conversely, the sales of older vessels (over 21
years old) decreased significantly, with just 31 sales in 2023, representing a decline of nearly 67%. Similarly, to 2022, the
age group with the most transactions in 2023 was the 11–15 year-old group with 286 sales, followed by the 6-10 age
group with 149 sales”.
Xclusiv added that “on the tanker market, in 2023, the S&P activity eased from the 27-year high reached in 2022, with
618 sales recorded, representing a nearly 11% decline compared to the previous year. The MR2 and Aframax/LR2
vessels were the most sought-after, accounting for 269 transactions. Despite the slowdown in most segments, the MR2,
Panamax/LR1, and VLCC segments bucked the trend, increasing by 11%, 17%, and 15%, respectively, year-on-year.
While sales declined across almost all age groups, with drops of 25%, 28%, 11%, and 5%, respectively, for the 0-5, 6-
10, 11-15, and 16–20 year-old groups, there was a significant increase (57%) for vessels aged 21+ years old. Greeks
and Chinese were the primary buyers in 2023, acquiring 61 and 63 vessels, respectively. UAE and Turkish buyers
followed with 53 and 37 sales. Greeks were also actively sellers, with 127 sales, with 68 of those vessels belonging to the
16-20 year-old group”.Meanwhile, “having sold a significant portion of their older vessels, Greek shipowners were very
active in the newbuilding market in 2023. They placed orders for 90 bulk carriers, representing around 20% of the total
bulk carrier orders placed in 2023. This compares to just 40 bulk carriers they ordered in 2022. Their preference for 2023
was the Kamsarmax sector, with 55 orders, followed by the Ultramax sector, with 21 orders. Greek tanker orders also
surged in 2023, with 123 orders placed, representing 34% of the total tanker orders placed in 2023. This is nearly three
times more than the number of tanker orders they placed in 2022. Their primary focus was on the Aframax/LR2 sector,
with 51 orders, followed by the Suezmax and Panamax/LR1 sectors, with 36 and 14 orders, respectively”, the shipbroker
concluded.Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide
The VOX APOLONIA operating the Mouth of the River Thames off Thamesport
Photo : Jan de Bokx Compass Marine Services (c)
Skyborn and Partners Receive Green Light for Yunlin

Financing
by Adnan Memija

Yunneng Wind Power, the company responsible for the construction and operation of the 640 MW Yunlin offshore wind
project in Taiwan, has received the necessary approvals from Taiwanese authorities to enable the completion of its
financial restructuring announced in August 2023.
Approvals for the extended financing were awarded by Taiwan’s Ministry of Economic Affairs and Energy Administration.
The Yunneng Wind Power consortium comprises Skyborn Renewables, TotalEnergies, EGCO Group, and a Sojitz Corp-led
consortium which also includes Chugoku Electric Power, Chudenko Corporation, Shikoku Electric Power, and JXTG Nippon
Oil & Energy Corporation.
The financing consortium has remained unchanged since the initial financial close and includes more than two dozen
Taiwanese and global banks, along with export credit agencies, said Skyborn.With financing and regulatory approvals in
place, the Yunlin project is set to proceed with installations in 2024, according to Skyborn. The amended completion plan
targets the installation of all 80 wind turbines during 2024. “So far, 34 of 80 wind turbine generators have been put
online enabling the project to generate active revenues from the electricity fed into the Taiwanese power grid. Moreover,
the installation teams have reached a level of 45 monopile foundations, 26 inner array grid and 12 export cables laid,”
said Thomas Karst, CEO of Skyborn.
The 640 MW Yunlin offshore wind project is located in the Taiwan Strait, between 8 and 17 kilometres off the west coast
of Taiwan, at water depths from 7 up to 35 metres.The 82 square-kilometre area will comprise 80 wind turbines whose
generated electricity will be fed into the Taiwanese power grid via two onshore substations near the townships of Taixi
and Sihu in Yunlin County.Electricity from the project is provided to Taiwan Power Co. (Taipower) under two 20-year
power purchase agreements. Once completed, the offshore wind project will produce enough renewable energy to serve
the electricity needs of more than 600,000 Taiwanese households. Source : offshorewind.biz
The 2017 Fincantieri built ZHAO SHANG YI DUN (ex Vking Sun) moored in Halong Bay Photo : Cor Vermeer (c) In
April 2021, ownership the Viking Sun was transferred to Viking Sun Ltd. of Bermuda, for operation by China Merchants
Viking Cruises, a joint venture of Viking Ocean Cruises and China Merchants Shekou Cruises. She was then transferred to
Chinese registration, with port of registry Qianhai, Shenzhen, and renamed ZHAO SHANG YI DUN
China Shipyard won Louis Dreyfus Armateurs's order

for 3 units wind assisted RORO vessels
by Xinde Marine News Nancy Shi

On 2nd Jan, CSSC Wuchang Shipbuilding Industry Group Co., Ltd and Louis Dreyfus Armateurs successully held the
signing ceremony for 3 units wind assisted RORO vessels.The newbuildings will be equiped with six Flettner rotors, two
methanol fuel engines and two sets of stabilizer fins. With the renewal, the new fleet is expected to reduce average
annual CO2 emissions from 68,000 to 33,000 tonnes by 2030, making a significant contribution to green shipping.
Bulker MH OSLO anchored in English bay jan 3 2024 Photo : Robert Etchell ©
AMSA has banned Hong Kong-flagged LNG carrier

Cesi Qingdao from Australian waters for 180 days.
The ship was detained in Gladstone in November, following a vessel blackout which caused major disruptions at the
Port of Gladstone. For several weeks, AMSA worked with the master and operator whilst extensive repairs to the ship

were carried out. Notably, four generators required repairs, only one of which was repaired after being completely rebuilt
under the supervision of the engine manufacturers. The vessel was towed overseas to China for repairs.The response of
the master and ship managers throughout the repair process necessitated stronger compliance action from AMSA.
The 1999 built ro/ro ship CAROLINE RUSS entering Grand Harbour, Malta on Tuesday 2nd January, 2024 during her
first call for the new year. Photo: Capt. Lawrence Dalli - www.maltashipphotos.com (c)
US was top LNG exporter in 2023 as hit record levels

By Curtis Williams
U.S. liquefied natural gas exports hit monthly and annual record highs in December, tanker tracking data showed, with
analysts saying it positioned the United States to leapfrog Qatar and Australia to become the largest exporter of LNG in
2023.
The U.S. was the stand out in global LNG supply growth in 2023, said Alex Munton, director of global gas and LNG
research at consulting firm Rapidan Energy Group of the rise to 8.6 million metric tons leaving U.S. terminals in
December. Qatar was the largest LNG exporter in 2022 and Australia the second-largest that year, U.S. government data
showed. "U.S. record production was driven by two factors: the return of Freeport LNG to full service, which added 6 MT
and the full-year output of Venture Global LNG's Calcasieu Pass facility that added 3 MT more than in 2022," Munton
said.Full year exports from the U.S. rose 14.7% to 88.9 million metric tons (MT) driven largely by the return to full
production of the Freeport LNG plant that had suffered a fire in 2022, and as others increased processing efficiency,
LSEG data showed.
Shipments compare to 77.5 million metric tons in 2022, the data from the financial information provider showed.
Europe remained the main destination for U.S. LNG exports in December, with 5.43 MT, or just over 61%. In November,
68% of U.S. LNG exports were to Europe, LSEG data showed.The month-over-month drop reflected warmer than normal
temperatures in Europe and elevated storage levels, analysts at consultants Rystad Energy said. European gas storage
was about 97% full at the beginning of December, it reported. Asia was the second largest export market for U.S. LNG in
December, taking 2.29 MT, or 26.6%, of exports, up from 18.5% in November. U.S. exports to Latin America were half a
million metric tons, or just under 6% of total exports, LSEG ship tracking data showed. Natural gas flows to the seven big
U.S. LNG export plants have climbed an average 14.9 billion cubic feet per day (bcfd) so far in January, up from a
monthly record of 14.7 bcfd in December. That topped the prior all-time monthly high of 4.3 bcfd in November, LSEG

data showed.U.S. gas was trading Tuesday morning at $2.55 per million British thermal units (mmBtu) at the Henry Hub
benchmark in Louisiana , $9.81 per mmBtu at the Dutch Title Transfer Facility (TTF) benchmark in Europe and $11.52
per mmBtu at the Japan Korea Marker (JKM) in Asia .source : Reuters Reporting by Curtis Williams in Houston;
additional reporting by Scott DiSavino in New York; editing by Alexander Smith
Cruise ship VENTURA the first cruise ship of 2024 through the Sea Lock in IJmuiden coming from Amsterdam
Photo : Machiel Kraaij www.machielkraaijfotografie.com ©
Aker BP Hires Contractor for New Oil Spill Detection

Solution
Aker BP has contracted technology supplier Vissim to implement an upgraded oil spill detection solution at the operator’s
fixed and floating installations on the Norwegian continental shelf. Aker BP will equip installations Valhall, Ula, Edvard
Grieg, Ivar Aasen, Alvheim and Skarv with the new and upgraded oil spill detection solution. The upgraded, radar-based
oil spill detection system uses image processing technology that enables much higher sensitivity, which allows it to detect
even smaller oil spills, according to Aker BP.“The new solution has resulted in higher sensitivity, which means that smaller

spills will be detected but less false alarms. It also re-uses hardware that is already installed offshore and onshore,
thereby keeping capital investments to a minimum. It is a win-win for everyone involved,” said Håvard Odden, director of
Vissim’s North Sea operations. The system also capitalizes on machine learning to classify detected phenomena, thus
preventing that the system generates false alarms which has traditionally been a concern in radar-based oil spill detection
systems. The two-in-one solution from Vissim allows both vessel tracking and oil spill detection through the same radar.
A higher degree of sensitivity in image processing makes the new system less susceptible to false alarms caused by
heavy rain, vessel wake and other phenomena. Last autumn, Aker BP appointed Vissim to develop an expanded digital
platform (dashboard) for oil spill monitoring and detection. This solution integrates input from several detection sources,
including radars, satellites, sensors on subsea production equipment, and combine them into one, complete and easy-to-
understand visual overview.The new oil spill detection solution will become an integrated part of Aker BP’s digital
platform for oil spill monitoring and detection.source : Offshore Engineer
THE NEED TO KEEP ON LEARNING AND IMPROVING

By : Alan Loynd
CC PORTLAND (Photo: MarineTraffic.com/David Cole)

A friend recently told me we must do more to protect non-binary people at sea. I nodded wisely, then rushed to the
nearest computer to find out what he meant by ‘non-binary people’. I confess I had never heard this particular
description (of which more below), but the point is I looked it up and now I know.
I was reminded of this conversation when I read the recent – and excellent – National Transportation Safety Board
(NTSB) report into the grounding of the tug CC PORTLAND in the Corpus Christi Ship Channel last year. And please
note I am not telling you what the NTSB does or where Corpus Christi is because I assume you either know already or
will look it up for yourself.
Briefly, CC PORTLANDis a 4,500hp (3,355kW) ASD tug built in 2018 to a popular and reliable design. She was tasked to
assist a large LNG carrier into the port, and was ordered to make fast bow-tobow via the ship’s centre fairlead. The
channel is barely 150 metres wide, so I guess they have no choice but to employ this method.
The captain was acting as training master, with the mate at the controls. When they met the tanker, they matched its
speed of 8.5 knots and commenced passing the towline. Unfortunately, the tug got out of position and was unable to
recover as its speed dropped below eight knots. The towline went slack and appears to have been sucked into the port Z-
peller unit. This caused the heaving line to part so the tug was untethered and sheered off to starboard. It soon left the
dredged channel and grounded, ripping off the starboard Z-peller unit and damaging several keel coolers.

Overall damage to the tug was said to be in excess of US$1.3 million The tug company had what appears to be a very
thorough tug training programme, with each trainee given a log book where masters would sign off each manoeuvre or
evolution once it wassatisfactorily completed. Amongst other things, trainee mates were required to complete at least
five bow-to-bow towing jobs to the satisfaction of the supervising master. This came towards the end of their training
because it was rightly regarded as one of the more difficult tasks. The trainee in this case was already six months into his
ASD training at the time of the accident.
“As professionals, it behooves us to keep learning and improving.”
The NTSB report analyses the dangers of bow tug operations. In particular, they quote Henk Hensen’s excellent “Bow
Tug Operations with ASD Tugs,” where he states the ship’s speed should not be higher than 60 per cent of the tug’s
maximum speed ahead (i.e., about 6.5 knots in this case,
if my calculation is correct). They also refer to Hensen, Merkelbach, and van Wijners “Report on
Safe Tug Procedures Based on Pilot, Tug Master and Ship Captain Questionnaires,” where the vast majority of
respondents said that six knots was the maximum safe speed for bow tug operations. The tug masters in Corpus Christi
all said they only felt comfortable at speeds between five and seven knots, yet there was no company or pilot association
policy outlining a prescribed safe speed. The NTSB also refer to a report it issued in 2022 that featured a similar bow tug
accident, and point out that in the earlier case, the speed was 9.7 knots!
In the case of CC PORTLAND, the investigators conclude that the probable cause of the accident was attempting to
connect at excessive speed. Contributing to this was the lack of a company policy regarding maximum allowable speed
for bow assist manoeuvers. This is probably correct, but it is alarming that a company that appears to be well-run with
excellent tugs and a thorough training scheme should miss such a basic safety precaution.
As the NTSB pointed out, there are numerous publications that address the problem – they possibly could have
mentioned another work by Henk Hensen, “Tug Use in Port,” which contains excellent advice and should be on every tug
and in every tug company office. Yet somehow all the parties involved have accepted what appears to have been an
unsafe situation As professionals, it behooves us to keep learning and improving. Accident investigation reports and

recent publications are a good way to ensure we know what is going on and what is going wrong. There are also plenty
of newsletters like this one where such things are reported, so how did a good company and good people miss it?
“I think we need to be careful how far we go in this direction, because there will soon be as many labels as there are
people.”
Perhaps they knew all along of course, but did not want to appear weak. I remember when I got my first command, it
was on a low-powered supply boat in a region where we had to take shelter when the weather was too rough to work,
but as the newest and youngest captain I did not want to be the first to give up. I absolutely refused to stop work until
somebody else did it first. This was stupid, and I was lucky to get away with it, but misplaced ego – or professional pride
– made me keep going however vigorously my sphincter was twitching. As I got older, I grew out of such foolishness,
but I wonder if something similar was happening in Corpus Christi?
Returning to my friend and his sympathy for the non-binary people among us, I understand there is now a fad for people
to choose to refer to themselves as “they” or “it” to avoid gender labelling. I think we need to be careful how far we go
in this direction, because there will soon be as many labels as there are people. We need to ensure equal treatment and
protection for all young people, females, foreigners, LGBT, MDO, CCTV, and FRSU individuals in shipping – even old
codgers like me.
So I suggest we forget the labels and adopt a saying by Hieronymus Bosch (Michael Connelly’s fictional detective, not the
esteemed Baird Maritime columnist or the tortured artist) – everybody matters or nobody matters. Drum that into every
person entering the industry and we might make it an industry worth joining.
COLUMN | The need to keep on learning and improving [Tug Times] - Baird
Maritime
Alan Loynd
Alan Loynd is a master mariner with extensive seagoing and shore experience, especially
in the areas of salvage and towage. He is the former General Manager of the renowned
Hong Kong Salvage and Towage company. He now runs his own marine consultancy and
was chairman of the International Tugmasters Association.
Most large fishing boats go untracked as ‘dark

vessels’
An AI analysis of satellite images reveals fishing, shipping and offshore development activities worldwide by monitoring
boats that don't publicly broadcast their location
By Jeremy Hsu
The majority of the world’s industrial fishing vessels are not publicly trackedThree-quarters of the world’s large fishing
boats and a quarter of transport and energy ships are “dark vessels” that do not publicly share their location. The finding
comes from an analysis of satellite images using artificial intelligence – an approach that could help better track human
activities impacting the oceans.

“We had an idea that we were missing a big chunk of the activity happening in the ocean but we didn’t know how much,”
says Fernando Paolo at Global Fishing Watch, a non-profit organisation based in Washington DC. “And we found that it’s
a lot more than we imagined.”
Paolo and his colleagues used satellite images – including radar images that can reveal objects regardless of clouds or
darkness – taken between 2017 and 2021 and covering coastal regions where most large-scale fishing and other
industrial activities take place. The researchers trained several AIs to detect and categorise boats and offshore structures
within this dataset.By comparing this global map of vessels with a database of boats that publicly broadcast their
location, the researchers found the majority were not keeping their automated identification systems on. Such
identification is not always required but the lack of its use may indicate illegal fishing and other activities. One AI learned
to identify fishing vessels from other types of boats according to travel patterns and locations. It found that between 42
and 49 per cent of the approximately 63,000 vessels fit this classification.
Other AIs identified 28,000 offshore structures related to wind power generation and oil production, with fast-growing
swarms of offshore wind turbines outnumbering petroleum infrastructure such as oil rigs. Such offshore developments
and non-fishing ship activities are growing, whereas fishing activity has mostly “maxed out”, says David Kroodsma at
Global Fishing Watch.“We still need to map out all that non-fishing activity because it’s encroaching on fishing grounds,”
says Kroodsma. “Because the oceans are becoming more crowded, you have to look at how it all fits together.”Publicly
available satellite imagery lacks the resolution to detect small fishing vessels less than 20 metres in length, write
Konstantin Klemmer at Microsoft and Esther Rolf at Harvard University in a Nature article commenting on the study. But
they said such efforts can improve monitoring of human activities near protected marine areas and unregulated parts of
the ocean. Source : newscientist
The MSC SHANELLE V outbound from Antwerp passing Kruiningen – Kruseveer Photo : Rob van den Houten (c)
Gulp’s drilling ops offshore Namibia bring

‘preliminary’ signs of hydrocarbons
by Melisa Cavcic
Portuguese oil and gas company Galp is currently drilling a well in license PEL 83 offshore Namibia, located close to
Shell’s Graff and TotalEnergies’ Venus discoveries.
Galp, as the operator of PEL 83, secured an extension for the license last year. The company holds an 80% interest in
this asset while its partners, National Petroleum Company of Namibia (Namcor) and Custos Investments, each hold a
10% stake. Sintana has a 49% indirect interest in Custos.
The Portuguese player set the stage to drill a well in license PEL 83 in the heart of Namibia’s Orange Basin after entering
into a contract with SFL Corporation for the Odfjell Drilling-managed Hercules rig in May 2023. The 115-day contract is
for two wells plus optional well testing.
The Mopane prospect, which was spudded on November 17, 2023, is located at the southern end of PEL 83. This
exploration well is the first of two wells that are scheduled to be drilled by the Hercules semi-submersible rig.

According to Galp, the Mopane-1X well indicates preliminary signs of hydrocarbon presence. However, drilling and data
acquisition campaigns are still underway, making any conclusion premature before operations are completed and results
assessed.
This license is located immediately north of Shell’s PEL 39 where the basin opening discoveries at Graff-1, La Rona-1 and
Jonker-1 were drilled, and close to TotalEnergies’ multi-billion-barrel Venus-1 oil discovery on PEL 56.The 2008-built
Hercules sixth-generation deepwater and harsh environment semi-submersible rig, which is of GVA 7500 design, was
constructed by DSME in South Korea and can accommodate 180 people. The rig can operate in water depths of 10,000 ft
and its maximum drilling depth is 35,000 ft. Source : Offshore Energy
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The tug BOCAS DEL TORO operating in the Panama Canal Photo : Cees van der Kooij ©
Oil spill response effective at Alvheim FPSO, says

Aker BP
Aker BP has issued details of how it responded to an oil spill.

Aker BP has issued details of how it responded to an oil spill at the Alvheim field in the Norwegian North Sea at the end
of November.During a production re-start on the Alvheim FPSO following an unplanned shutdown, with one well online,
an estimated 51 cu m of oil were discharged through the produced water outlet The company responded by closing all
necessary valves immediately to stop the flow and mobilized its emergency response organization alongside the
Norwegian Clean Seas Association for Operating Companies (NOFO) and the Norwegian Coastal Administration (NCA) to
deal with the oil on the sea surface.NOFO and the NCA opted to implement a technique known as mechanical
degradation, which involved the standby vessel Esvagt Stavanger mixing the oil down into the water column until it
dissolved.Satellite and aerial surveillance measures also took place, in addition to the standby vessel’s oil radar. According
to Aker BP, the response was effective with the size of the oil slick significantly reduced by the following day. That led the
NCA, in consultation with NOFO and Aker BP, to end the operation on December 1. By that point no oil was visible on the
sea surface either in satellite images or via flyovers, and no harm was found to have been caused to birds or marine life
in the area.“Our co-operation with NOFO and the Norwegian Coastal Administration shows that the Norwegian shelf has
sound and effective oil spill preparedness in place, should the need arise,” said Marit Blaasmo, Aker BP’s Senior Vice
President—People & Safety.
The RITA M outbound navigating the Westerschelde passing Breskens Photo : Henk de Winde (c)
Clarksons: 45% of all newbuild orders placed in 2023

alternative fuel capable
Clarksons Research have today released their latest Green Technology Tracker, including full year 2023 data points,
charting the progress of alternative fuel uptake and investments in energy saving technologies across the global shipping
fleet. Summarising the latest Tracker, Steve Gordon, Global Head of Clarksons Research, commented:
“2023 was a hugely significant year in the shipping industries decarbonisation pathway, with new regulation entering into
force and a net zero commitment agreed at IMO. And while we remain only at the start of a vital and unprecedented
fleet renewal investment program, a start has been made with 49% of current orderbook tonnage now alternative
fuelled. Across 2023, we recorded ~539 newbuild orders involving alternative fuel capable vessels, 45% of all orders
placed by tonnage. The largest share of alternative fuelled orders in 2023 was still LNG dual fuel (220 orders, of which
152 were non LNG Carriers), albeit with an increase to 125 orders of methanol dual fuel vessels in 2023. There were also
55 new orders involving LPG as a fuel and now 4 with Ammonia. Reflecting future “optionality”, there are 579 in fleet and
newbuilds that have LNG “ready” status, 322 that are Ammonia “ready” and 272 that are Methanol “ready”. Take up has
also varied across shipping segments, with 83% of containership newbuild capacity ordered this year (rising to 94%
including orders with “ready” status) and 79% of car carriers (98% including “ready” orders) ordered with alternative fuel
capability but much lower shares in bulk carrier and tanker. Overall today, 6% of global fleet capacity is alternative
fuelled capable (up from 2.3% in 2017), which we project will increase to nearly a quarter of all fleet capacity by the end
of the decade (2030(f):~23%).
There are other important developments, with “eco” vessels now constituting 32% of global tonnage on the water (as
high as 50% in VLCC and Capesize) and the use of innovative Energy Saving Technologies (ESTs) continuing to expand
(~7,295 vessels in the fleet have significant ESTs, including 47 with wind propulsion). Our tracker also includes 31 in fleet
vessels (plus 22 newbuidls) testing onboard carbon capture technology. With an ageing fleet (12.6 years, up from 9.7
years ten years ago) and our tracking of vessel performance under CII in 2023 suggesting over 30% of tonnage will be D
or E rated, continued investment in the existing fleet will be critical.
Our tracking of SOx Scrubbers has also increased y-o-y (totalling, including pending retrofits, over 5,590 vessels in the
fleet, 27% of global fleet capacity) with 420 vessels retrofitted with a scrubber during 2023 and 321 newbuildings
ordered with a scrubber. We also estimate that over 80% of global tonnage is now fitted with a BWMS.” Attached is the
latest version of the Clarkson Research Green Technology Tracker and below further commentary on the data points :

In 2023, 539 units of 33.8m GT ordered were reported to have alternative fuel capability, ~45% of total GT ordered. This
includes 218 LNG capable ships of 18.9m GT (~25% of total ordering), 130 methanol capable vessels of 10.3m GT
(13%), and 44 LPG capable vessels, while 121 units are set to be equipped with battery-hybrid propulsion. This follows
full year 2022, when a record ~55%* of all newbuild orders by tonnage (GT) were alternative fuel capable (basis non-
LNG carriers: ~40% of tonnage). For context, in 2021 31% of newbuild tonnage ordered was for alternative fuel capable
vessels, up from 27% in 2020 and 8% in 2016. Uptake of alternative fuels has continued to progress, with 6.0%** (start
2022: 4.5%, 2017: 2.3%) of the fleet on the water and 48.8% (start 2022: 33.6%, 2017: 10.9%) of the orderbook in
tonnage terms capable of using alternative fuels or propulsion.
Of the total orderbook, 37.4% of tonnage is set to use LNG (916 units), 8.3% to use methanol (203 units), 1.7% to use
LPG (84 units) and ~3.3% due to use other alternative fuels (~379 units) including hydrogen (8), ethane (43), biofuels
(10) and battery/hybrid propulsion (~310).
With future optionality over fuel choice continuing to gain traction, there are now 444 LNG ready ships in the fleet and
135 on the orderbook, while there are 249 ammonia ready, 247 methanol ready and 14 hydrogen ready vessels on order.
Energy saving technologies (ESTs) have been fitted on over 7,295 ships, accounting for 29.5% of fleet tonnage: this
includes propeller ducts, rudder bulbs, Flettner rotors, wind kites, air lubrication systems and others.
Scrubbers are now fitted or set to be fitted to over 5,550 ships in the fleet, equivalent to 27.2% of total tonnage.
Scrubber retrofitting activity and newbuild uptake has increased y o y, with 420 vessels retrofitted with a scrubber and
321 scrubber fitted ships reported ordered in 2023. Price differentials between HSFO and VLSFO stand at ~$150/tonne in
key ports, down from closer to $200/tonne earlier in 2023.
‘Eco’ ships make up a growing share of the fleet (‘modern’ eco vessels now 31.8% of total GT) with implications for
earning potential, asset values and increasingly “tiered” and complex charter markets. For context, we estimate that
27.1% of global tonnage was ‘eco’ as of start 2022, and just 14.6% at start-2018.
The average age of the world fleet is increasing, standing at 12.6 years on a GT weighted basis (up from a low of 9.7
years in 2013). For the bulkcarrier fleet, the average age is 12.0 years, for tankers it is 12.9 years and for the container
fleet it is 14.2 years. Today, 32% of global tonnage is aged over 15 years. We estimated that under CII, around 45% of
today’s tanker, bulkcarrier and container fleets will be D or E rated if they are still trading in 2026 and have not modified
speed or specification.The overall orderbook as a % of fleet capacity remains historically moderate at ~11%, though with
significant variation between sectors – the LNG carrier and containership orderbooks equal ~52% and ~25%
respectively, while bulkers and tankers equal just ~9% and ~7%. ‘Green’ port infrastructure is continuing to expand:
currently there are 188 active LNG bunkering ports (and 82 planned facilities), while over 2,743 vessels in the fleet are
fitted/set to be fitted with shore power connections; Clarksons Research are also collecting data on ammonia and
hydrogen infrastructure, and carbon capture projects.BWMS retrofit programme ongoing: majority of fleet tonnage (over
80%) now BWMS-fitted. Source: Clarksons Research
Vertom’s LADY CLARA anchored at the River Thames

AD Ports Group announces Noatum’s acquisition of

APM terminals Castellón in Spain
EUR 10 Million Acquisition Strengthens Noatum Terminals’ Position as a Leading Multipurpose Port
Operator in the Western Mediterranean Region
AD Ports Group (ADX: ADPORTS), one of the world’s premier facilitators of logistics, industry, and trade, announces that
Noatum Terminals, the terminals operations business of Noatum Group, has acquired 100% ownership of APM Terminals

Castellón in Spain for a total purchase consideration (Enterprise Value – EV) of EUR 10 million. The agreement, which
was reached with APM Terminals, has obtained all regulatory and stakeholder approvals and the change of ownership will
take place effective immediately. In parallel, a long-term agreement with the stevedoring union has been achieved which
will assure stability and high productivity in the coming years Noatum Terminals’ investment in Castellón, where it has
already been managing a multipurpose terminal since 2004, is part of its strategy to consolidate its position in Spain. The
acquisition follows various improvements implemented at Noatum Terminal Castellón, aimed at modernising and
maintaining existing facilities and equipment.
With the acquisition of APM Terminals, Noatum’s combined capacity at Castellón is 250,000m2 in size and an annual
capacity to handle 250,000 TEUs, representing around 70% of the container volume capacity of the Port of Castellón.
Furthermore, the two terminals, which can also handle 2 million tonnes of bulk cargo alongside RoRo, are connected via
direct rail links to the hinterland and serve the Mediterranean, Middle East, and North Africa regions – thereby positioning
the port to be more competitive in capturing volumes and serving various industry sectors. It is also worth mentioning
that the Castellón region holds the world’s largest tile production, with 80% of its production destined for export.
The acquisition allows Noatum Terminal Castellón to expand its operational capacity for bulk, general cargo, and
container processing while maintaining APM Terminals’ third-party services and agreements at this location. Joaquin
Ramon Lestau, CEO of Noatum Terminals, Noatum, Logistics Cluster, AD Ports Group, said: “With this acquisition, we
strengthen our position as a leading multipurpose port operator in the Western Mediterranean region. Noatum Terminals
is committed to providing dedicated service, in line with the Noatum Group’s quality standards, to both existing and new
customers, while making the necessary investments for the terminal’s operations to run smoothly and efficiently well into
the future.”
Overcoming ‘diversity fatigue’ in the energy industry

By Dr Ollie Folayan, co-chair, AFBE-UK Scotland
“I couldn’t help but wonder what it would be like if that sense of individuality intersecting with a sense of belonging was
translated into our workplaces”.On November 23 in Aberdeen more than 500 people gathered at the P&J Live for what
turned out to be a most memorable evening.This was no ordinary soiree. The AFBE-UK Gala and Awards was a moment
for collective reflection on the theme metamorphosis – the theory of change.A video featuring Dr Hayaatun Sillem CBE
compared culture change to a murmuration of starlings migrating together to a better state. The image evoked both
individual and collective change, not in a superficial sense but in a real and lasting way.As the evening progressed,
winners shared their own journeys of metamorphosis, and the theme was also reflected in the keynote speeches.
Graeme Gordon, VP Production at bp, spoke about the transformation the energy company has undergone in recent
years to ensure they are meeting today’s challenges of sustainability and the energy transition. Paul Mills, Chief People
Officer at Mercedes AMG Petronas F1 team, spoke about Accelerate 25, a programme designed to increase gender and
ethnic representation in Motorsport. Addressing the haggis, Findlay Anderson noted that the event was a celebration of
life in all its diversity, and I couldn’t help but wonder what it would be like if that sense of individuality intersecting with a
sense of belonging was translated into our workplaces … We would attract the best people – The energy sector is at a
critical self-defining stage. Does it continue with business as usual and just hope the protesters put down their placards
and go home or does it look for a framework that engages seriously with the threat of climate change and comes up with
a coordinated plan that helps us find commercially viable solutions? Key to creating such a framework will be ensuring
that we have the right people and that traditional pathways to entry into the sector are re-examined. We would retain
talent within the sector – A consequence of the downturns in the energy sector has been the drain of talent in recent
years. That coupled with an ageing workforce has meant that not only is talent challenging to come by, but there is also
a growing skills gap and therefore a need to widen participation to fill those gaps. We would find innovative solutions –

From the glorious revolution of 1688 that preceded the industrial revolution all the way to the innovations created at the
start of the 20th century helped in no small part by the acknowledgement of female engineers, to more recent
innovations by engineers like Marian Croak whose voice over internet protocol enables us to use tools like Teams and
Zoom, history teaches us that every time we needed to innovate we have also needed toinclude. The green industrial
revolution heralded by industry leaders and politicians alike will not happen without a space in which every voice counts.
Sadly, there appears to have set into the discourse a diversity fatigue in some parts of our industry. But I believe this is
mostly because the diversity dialogue has yet to be made integral to the core operation of our businesses in the way that
safety has.Without embedding inclusion, our activities become more of a burden and some of this may have been
reflected in the low engagement with the most recent OEUK survey. There is also a risk of desirability bias where we
prioritise saying the right thing over acknowledging what we really believe. All of the above notwithstanding, it is
undeniable that many organisations have begun their journey of metamorphosis through better data gathering, education
on diversity issues, targeted approaches to recruitment and inclusive cultures. This change is what we have seen
consistently at AFBE-UK with companies engaging more with the issues, taking part in allyship workshops, and measuring
the impact of the work they are doing. I expect this to only get better in 2024. Sourec : EnergyVoice
The SAAM CONDOR moored in the port of Callao (Peru) Photo : Cees van der Kooij (c)
SAAM CONDOR was built by Sanmar Shipyards of Turkey to a design by Canadian naval architecture firm Robert Allan
Ltd (RAL). It is one in a series of six that includes near identical sister tugs SAAM HALCYON III currently deployed in
Chile, SAAM ALBATROS in Peru, and SAAM PALENQUE, SAAM QUIBIAN, and SAAM VALPARAISO in Panama. All
six tugs were designed with low manning in mind and thus boast a high standard of machinery automation that further
contributes to their overall efficiency. Saam selected this particular tug design, which was developed by RAL exclusively
for manufacture by Sanmar, for its total installed power combined with a compact hull size that is particularly useful in
ports with more restrictive waters that leave relatively little room for manoeuvring. Cristian Cifuentes, Country Manager
of Saam Towage Chile, said that Saam Condor‘s design characteristics make it an energy-efficient vessel, thus
contributing to the company’s tug optimisation strategy.
The tug has an LOA of 24.4 metres, a moulded beam of 11.25 metres, a depth of 5.6 metres, and the standard RAL tug
layout with a wheelhouse that offers full 360-degree visibility to provide the crew with enhanced situational awareness.
The fuel and freshwater capacities are at 72.4 cubic metres and 10.8 cubic metres, respectively. Power is provided by
two Caterpillar 3516C engines that drive Kongsberg US205 azimuthing thrusters housing fixed-pitch propellers. The
engines each produce 2,100 kW at 1,600 rpm to deliver a bollard pull of just over 70 tonnes and a speed o approximately
12 knots. Resilient mountings are also incorporated to minimise the noise that is generated by the engines, the hydraulic

pipes, and other essential equipment.The tug also boasts firefighting equipment that consists of two monitors and a
pump driven by the port main engine and with a discharge rate of 2,700 cubic metres per hour.The tug’s accommodation
spaces include a mess/lounge, a galley, two toilets with showers, a laundry room, single cabins above deck for the
captain and the chief engineer, and two double cabins below deck for the remaining four crew. All crew spaces are MLC-
compliant and are equipped with HVAC.Like its five sisters, SAAM CONDOR was built in accordance to ABS class
requirements, including the Unrestricted Service and Fire Fighting Vessel 1 notations. Source : bairdmaritime
The 2029 Hyundai built 180000 cubic meters Liquid Gas tanker RIAS BAIXAS KNUTSEN moored at Thamesport
“P&I Insurance Renewals: Navigating the 20th

February 2024 Changes”: Understanding P&I
Insurance in 2024
Protection and Indemnity (P&I) insurance is a cornerstone of maritime commerce, safeguarding shipowners and
operators against third-party liabilities. As we approach the 20th February 2024 renewals, it’s crucial to understand the
latest industry shifts and how they impact your cover.
The Impact of Recent Maritime Incidents
The past year has seen significant maritime incidents, including the ongoing impact of the COVID-19 pandemic,
influencing the P&I market. These events have led to heightened risk assessments and stricter underwriting policies.
Global Economic Influences on P&I Rates
Economic fluctuations play a vital role in insurance premium. The current global economic landscape, marked by inflation
and shifting trade patterns, is reshaping P&I premiums. The announced and intendent P&I premium general increase,
fluctuates from 5% to 7.5%, depending the Club, followed by some, with an increase on the deductibles, which increase

further shipowners/ship managers and operators costs. However last year’s renewals hike in rates helped Clubs improve
technical performance in 2023 which is self evident in 2024, Clubs’ lower appetite for rate increases.
Regulatory Changes Affecting P&I Insurance
New maritime regulations, aimed at enhancing safety and environmental protection, are affecting P&I policies.
Compliance with these regulations is now a critical aspect of obtaining favorable insurance terms.
The Role of Technology in P&I Insurance
Technological advancements, like AI and data analytics, are revolutionizing the P&I sector. Insurers are now better
equipped to assess risks and tailor policies.
Assessing Your P&I Coverage Needs
As we move towards the renewal date, it’s essential to reassess your cover needs. Consider changes in your fleet,
operational areas, and the nature of your maritime activities.
Choosing the Right P&I Club for Your Needs
Different P&I clubs offer varying benefits and specializations. Research and select a club that aligns with your specific
requirements, vessels’ type, size, trade, cargoes carried, etc, each fleet and ship manager is unique. There is no one size
fits all and besides a Club’s financial strength, a key factor is its reputation for handling claims, the speed of response,
the expertise of the claims handlers, and the Club’s record in dispute resolution. Some Clubs offer also risk management
services to help members reduce their exposure to claims. Such services may include loss prevention advice, safety
audits, and training.
Negotiating Terms with P&I underwriters
Effective and early negotiation is key to securing favorable terms. Be prepared to discuss your risk management
strategies and your fleet loss history.
The Importance of Loss Prevention in P&I Insurance
Loss prevention measures not only safeguard your operations but also reduce insurance premiums. Implementing robust
safety protocols is crucial.
Preparing for P&I Renewal: Key Steps
As the renewal date approaches, gather your documentation, claims paid, claims incurred reported and still open, your
fleet’s loss history, premium paid, review your current policy, terms/conditions and consult with your broker to ensure a
seamless process.
Conclusion: Staying Ahead in the P&I Insurance Market
Navigating the P&I insurance landscape requires staying informed and proactive. By understanding these key factors, you
can secure the best possible cover for your maritime operations, choosing the right partner for you, to protect your
exposure to marine liabilities swiftly and efficiently, when is mostly needed.
Marasco Marine Ltd Is an independent Marine Risks Management Company which has over 30 years of marine insurance
expertise in P&I and H&M insurance with an unwavering commitment to client’s success, by introducing specialized
strategies in Risk Prevention and Risk Management in its daily modus operandi, with additional services such as: safety
audits, and the introduction of safety protocols, which is very crucial for its clientele’s P&I and H&M insurance covers and
premium cost control. Source: By Mr Anastasios Maraslis – Founder / President of *Marasco Marine Ltd
NAVY NEWS
Turkey blocks passage of British minehunter ships
heading to Ukraine
Ankara triggered convention that blocks the passing of military ships through its Bosphorus and
Dardanelles straits after the Russia-Ukraine war began
Turkey has blocked two British minehunter ships from transiting through the country's waters en route to Ukraine, since
it would violate an international pact concerning wartime passage of the straits.
Britain said in December that it would transfer two Royal Navy minehunter ships to the Ukrainian Navy to help strengthen
its sea operations amid the war with Russia.Nato member Turkey informed allies that as long as the war continues, it
would not allow the vessels to use its Bosphorus and Dardanelles straits, the presidency's communications directorate
said.When Russia launched its invasion of Ukraine in 2022, Turkey triggered the 1936 Montreux Convention, effectively
blocking passage of military ships for the warring parties.The pact exempts ships returning to home bases. Source : The
National

Singapore’s Navy inks modernization deals amid

personnel shortage
By : Leilani Chavez
RSS FORMIDABLE (68) transiting the Singapore Strait

Photo : Piet Sinke www.maasmondmaritime.com (c)
CLICK at the photo & hyperlink in text to view and/or download the photo(s) !
Singapore has hired ST Engineering to upgrade the country’s Formidable-class frigates, part of the Navy’s overarching
effort to become more flexible and to integrate unmanned technology into the fleet.The contract, announced by the firm
Dec. 14, comes as Singapore’s military grapples with limited troop size and training spaces. The country has embarked
on numerous joint training exercises and sent troops to various countries to ease the problem, but end strength remains
a challenge.The company is also on contract to deliver six multirole combat vessels to replace the Navy’s aging missile
corvette fleet. The Navy commissioned ST Engineering for the job in March, using designs from Sweden’s Saab Kockums
and Denmark’s Odense Maritime Technology.Defence Minister Ng Eng Hen had previously told lawmakers that
“autonomous technologies have been built into the Navy’s new multirole combat vessels to function as a ‘mothership’
with unmanned platforms that can work together to conduct a range of missions.” The Navy anticipates a 30% decrease
in the number of personnel in the next 20 years, according to the Defence Ministry, presenting a challenge to the
country’s security efforts. The military, however, hopes unmanned platforms will fill the gap The Defence Ministry did not
respond to Defense News’ request for comment by press time, but the defense minister told lawmakers in February the
sea service “will shift towards a future force structure where about half of its vessels will be unmanned.”
As such, the military is focusing on what it calls “pocket plays” — multipurpose platforms capable of combat operations
and low-intensity operations, such as humanitarian assistance, disaster response, counterterrorism and counter-piracy.
“This is what we call scalable, naval modular technology,” said Collin Koh, a senior research fellow at the Singapore-
based Institute of Defence and Strategic Studies think tank, which is part of the S. Rajaratnam School of International
Studies. “There is a lot of premium being placed on automation and on reducing manpower needs. That is why we are
leaning toward this whole idea of a smaller number of platforms that are larger, but at the same time they do not require
as much crew [as] previous assets,” he told Defense News.
The big picture

Singapore has, in recent years, steadily allocated about 3% of its gross domestic product toward military efforts,
according to the Stockholm International Peace Research Institute. And from 2018 to 2022, the Southeast Asian nation
increased its defense spending by 10% to nearly $11.7 billion, the Swedish think tank found. Singapore’s defense fund is
expected to reach $15.8 billion by 2027, according to analytics firm GlobalData. Indeed, the country’s military
modernization efforts have always been strategic and backed by steady funding, according to Bernard Loo, a senior
fellow at the S. Rajaratnam School of International Studies. He said there is a tendency for all platforms under one ship
class to come from the same contractor as long as suppliers — whether domestic or international — meet Singapore’s
“geostrategic and geopolitical circumstances.” “As long as the suppliers can provide them with the kind of capabilities
built around particular conditions that [Singapore] identified as essential, and it can be done in a cost-effective manner,
then [the country] will go down that particular path,” Loo told Defense News.
Since the military unveiled its modernization plan, meant to take shape by 2040, Singapore has embarked on upgrading
its naval fleet by acquiring platforms from international companies and modernizing maritime patrol capabilities with a
mix of commercial and indigenous technologies.
The 73 RSS SUPREME spotted off Singapore

Photo : Piet Sinke www.maasmondmaritime.com (c)
CLICK at the photo to view and/or download the photo !
In the next five years, Singapore’s government anticipates a deluge of naval platforms. It plans to put into active service
this year four Invincible-class submarines under a deal with Germany’s ThyssenKrupp Marine Systems. It will also begin
receiving offshore patrol vessels from German shipbuilder Fassmer starting in 2028, the same year ST Engineering is
contracted to begin delivering the multirole combat vessels.
Singapore does tap foreign markets for missiles, torpedoes and submarines, but its Navy depends heavily on domestic
companies to fill demands. Most of the fleet, including offshore patrol vessels, multipurpose auxiliary vessels and platform
landing ships, was constructed by local businesses.ST Engineering, the country’s largest defense company, supplies
about 38% of the Navy’s equipment and has inked several important contracts over the last year. As part of its work on
the six Formidable-class frigates, the company will upgrade their marine and electrical systems. The company is the 45th
largest contractor in the world when ranked by defense-related revenue, according to Defense News’ Top 100 list. In an
email to Defense News, the firm’s head of international defense business activities, Chua Jin Kiat, noted ST Engineering is
focused on cloud computing, artificial intelligence and autonomous technology. And there’s room for expansion: The
country’s aerospace and defense markets are expected to grow by 12% from 2023 to 2028, according to research firm

Mordor Intelligence.The government and private companies have already tapped tertiary institutions for defense-related
research, Koh noted, which could broaden science, technology, engineering and math research through partnerships with
countries like Japan and South Korea.“These days, the defense industry is not just about selling weapons or building jet
fighters,” Koh said. “In fact there are dual-purpose — civilian and military — items, which opens up ... a lot of
opportunities.” Source : Defense News
Vietnamese Navy tug (ex-U.S. YTL-type small harbor tugs [YTL] spotted in in Nha Trang
Photo : Cor Vermeer ©
Built 1941–45. Four transferred to South Vietnam in 1955–56, two in 1969, and two in 1971. Quite possibly, any
survivors have been turned over to civilian agencies; craft of this description are reported to be operating with CENAC-
series alphanumeric pennants.powered by 1 Hoover-Owens-Rentschler diesel; 1 prop; 300 bhp
Royal Navy: No more warships to be sent to Red

Sea after HMS Diamond deployment, No 10 says
By Freddie Webb
Downing Street said the attacks on container ships by militants based in Houthi-controlled areas of Yemen were
“destabilising” and “unacceptable”. Foreign secretary Lord Cameron spoke to his US counterpart, Antony Blinken, on
Tuesday about the situation in the Red Sea – with the pair pledging to “hold the Houthis accountable for these unlawful
seizures and attacks”.
But No 10 said while a number of plans were being formulated to respond to the crisis, sending further military assets
into the region was not under consideration. The Prime Minister’s official spokesman said: “In terms of other military
assets, there are not currently any plans to send additional assets over and above what we already have in the region.”
It follows speculation that Britain is considering air strikes to ward off the Houthi rebels, which say they are targeting
Israel-linked or Israel-destined ships. The militants say their attacks aim to end Israel’s air and ground offensive targeting
the Gaza Strip following the attack by Hamas on October 7.
Portsmouth-based Type 45 Destroyer HMS Diamond was deployed in early December following several assaults on
merchant vessels. The Royal Navy ship shot down a suspected attack drone using a sea viper missile, and is part of
Operation Prosperity Guardian alongside French and American vessels.
Action has heated up in the region, with the US military confirming that its helicopters got into a gunfight on Saturday
with four armed Houthi boats after they fired on the Singapore-flagged Maersk Hangzhou container vessel. Several of the
rebels were said to have been killed in the clash.Following the incident, defence secretary Grant Shapps said the UK
Government will not hesitate to take “direct action” to prevent further attacks. Prime minister Rishi Sunak’s
administration is weighing up the possibility of an armed response, according to several reports. Asked on Tuesday
whether Britain was considering more armed support to protect the vital global shipping route, the Prime Minister’s
official spokesman said: “Planning is under way for a range of scenarios. No decisions have been made. We will continue
to pursue all potential routes, including diplomatic routes.” Mr Sunak’s spokesman said ministers are “committed to
holding malign actors accountable for unlawful seizures and attacks”. He added: “These attacks are unacceptable, they
are destabilising. The UK is part of Operation Prosperity Guardian, which is the taskforce working in the region, and we
have other assets available.” London and Washington are said to be preparing a joint statement to issue a final warning
to the Yemeni group. Lord Cameron and Mr Blinken on Tuesday “discussed the international community’s shared
condemnation of the illegal and unjustified attacks on commercial shipping in the Red Sea by Houthi militants”, the
Foreign Office said. “They made clear that the UK and US will work with our partners to hold the Houthis accountable for
these unlawful seizures and attacks,” a department spokesman said. The pair also touched upon the conflicts in Ukraine
and the Middle East, with Lord Cameron raising the “urgent need for significantly more aid” to reach Palestinian civilians
in Gaza, which he said is facing “worsening food insecurity”. source : The News-Portsmouth
SHIPYARD NEWS
Korean Shipbuilding Industry Increasingly

Anticipating Landing Tanker Orders
In 2024, Korean shipbuilders are likely to benefit from an increase in tanker orders because of increased distances for
crude oil transportation due to the prolonged war in Ukraine, rising unrest in the Red Sea region, the gateway to the
Suez Canal, and a shortage of shipbuilding slots with Chinese shipbuilders.
Annual orders for global tankers stood at 300 as of early December 2023, more than doubling year on year to reach 143,
said Clarkson Research, a U.K.-based shipbuilding and shipping market analysis organization on Jan. 2.
The reason behind the sharp increase in tanker orders is the Russia-Ukraine war. Sanctions on Russian crude oil imports
pushed Europe to increase imports from China, India and elsewhere, resulting in the sharp increase in tanker ton-miles
(the weight of cargo multiplied by the distance traveled). This, coupled with higher freight rates and demand for
additional vessels, drove the increase in tanker orders.
Tanker orders are expected to remain strong this year as well. They were small compared to crude oil volumes over the
past two years following the outbreak of the war in Ukraine. According to Clarkson Research, global demand for crude oil
tanker cargoes ascended 6.1 percent year on year to 339.9 million deadweight tons (DWTs) in 202d3, but global gross
cargoes are expected to swell only 3.2 percent to 437 million DWT.The growth of demand for cargo volume is expected
to jump 3.5 percent over the same period, but the growth of supply is forecast to reach only 0.2 percent. As for very
large crude carriers (VLCCs) that are 300,000 to 320,000 DWTs, there will be a total shortage of 129 vessels by the end
of this year, according to Hi Investment & Securities. Moreover, Houthi rebel attacks on merchant ships in the Red Sea
and a delay in the normalization of the Suez Canal are expected to kindle an increase in orders. Instead of the Suez
Canal, which carries 8 to 12 percent of the world’s crude oil, a detour through Africa’s Cape of Good Hope would extend
distances traveled, fueling a need for additional vessels. “Orders for liquefied natural gas (LNG) carriers and container
ships have exploded over the past three years but not enough tankers have been ordered to meet demand,” said an
industry insider. “In addition to the supply and demand situation, geopolitical risks such as the Red Sea crisis will increase
and accelerate orders.”Korean shipbuilders’ recent success in winning tanker orders is also a factor in raising
expectations. Chinese shipbuilders took 88.9 percent of the 18 VLCCs ordered last year, but among the 52 Suezmax
(130,000-150,000 DWT) crude carriers, Korea won 22 (42 percent), beating China (40 percent).In particular, since

September 2023, Daehan Shipbuilding and Hyundai Samho Heavy Industries have won orders for six and four units in a
row, respectively. This is seen as a sign that orders are shifting to Korean shipbuilders in the future as Chinese firms,
which have been the world’s top shipbuilders for three consecutive years from 2021 to 2023, are running out of
shipbuilding slots. Source: Business Korea
China’s shipbuilders chart exciting waters

Deliveries from Chinese constructors account for half the global total
China’s first domestically built large cruise ship, Adora Magic City, embarked on its maiden voyage on Monday, when it
left Shanghai for destinations in Northeast Asia. The successful delivery and operation of the vessel saw China join
countries such as Italy, France, Germany and Finland in designing and building their own cruise ships. It also signified
that China is the only country to have mastered the technology for building an aircraft carrier, a large liquefied natural
gas carrier and a large cruise ship.The nation’s shipbuilding industry is now well positioned to develop its cruise industry
chain to a level and scale to match such achievements, with experts predicting that China’s cruise economy will grow to
500 billion yuan ($71 billion) by 2035.
Xing Yue, general manager at Clarksons Research in China, wrote in a report: “Just five shipyards across the world have
the experience of building large cruise ships. China State Shipbuilding Corp, or CSSC, and Shanghai Waigaoqiao
Shipbuilding Co’s development of Adora Magic City ended the dominance of three European shipyards in building large
cruise vessels.”Chen Gang, general manager of Shanghai Waigaoqiao Shipbuilding Co, a unit of CSSC, said constructing a
cruise ship is regarded as the “crown jewel” of the shipbuilding industry. Such a gigantic engineering project directly
reflects a nation’s comprehensive scientific and technological levels and manufacturing strengths, Chen added.
Since China’s cruise ship project began in October 2013, some 2.3 million man-hours were devoted to design and 18
million man-hours to construction before Adora Magic City became operational. The 323.6-meter-long, 37.2-meter-wide
vessel houses 55,000 sets of equipment, 25 million components and parts, 4,750 kilometers of cables, 365 km of
pipelines and 120 km of air pipes. The ship, which has a gross tonnage of 135,500 tons, can accommodate a maximum
of 5,246 travelers in its 2,125 guest cabins. Equipped with a 40,000-square-meter public living and entertainment area,
the vessel is known as a “modern city on the sea”. Chen, who is also chief designer of the shipyard’s large cruise ship
project, said, “One of our designers, who has worked on air-conditioning systems for ships for most of his life, said that
all such systems he has designed comprise less than half of a single cruise ship.”
Niklas Peterstam, captain of ADORA MAGIC CITY, has high expectations for the vessel. He and his crew of about 1,300
from 28 countries will welcome passengers aboard trips that offer a unique maritime experience. “I think that after many
years of growth and development, people in China will love this special kind of vacation. Families will admire this ship
because it has so much to offer, especially for women and children,” he said.
Boasting a trendy state-of-the-art shopping center that occupies about 2,000 square meters, ADORA MAGIC CITY
boasts the largest duty-free retail space in Chinese waters by partnering with China Duty Free Group. Since joining the
vessel on July 7, Peterstam said he had taken part in two sea trials in July and September, along with two trial voyages
with passengers last month, before the vessel’s maiden voyage.
Thorough checks

Lin Guolong, director of Shanghai Maritime University’s Logistics Research Center, said cruise ships usually undergo two
sea trials before receiving certificates from major international classification bodies. The first trial focuses on technical
indicators, while the second tests the vessel’s safety, comfort and emergency response capabilities. Zhang Yuzhuo,
chairman of the State-owned Assets Supervision and Administration Commission of the State Council, said the delivery of
Adora Magic City marks a milestone in the nation’s transformation to a shipbuilding power, and also a fresh start for
China’s goal of creating an industrial cruise ecosystem.
Wang Hong, president and professor of management at the China Europe International Business School, said, “The
inaugural voyage of the China-built vessel represents not only a great breakthrough for the nation’s high-end
manufacturing techniques, but also for Chinese people’s pursuit of and demand for a better life.
“The entire management operation for Adora Magic City incorporates everything people need onboard, including eating,
drinking, entertainment and sightseeing, making the vessel a gigantic amusement park and mobile resort. Such a
platform will surely become a new growth engine for consumption and the Chinese economy as a whole.”
Despite the impact of the COVID-19 pandemic in recent years, Clarksons, the world’s biggest shipping services provider,
remains optimistic about the long-term outlook for the cruise market. It predicts that in 2028, the sector will welcome
more than 40 million passengers, up from 31 million last year.
“In our passenger forecast, the development of China’s consumer cruise market is particularly important,” a report from
Clarksons said.
The interior decoration of large cruise ships is extremely complex, and involves obtaining and assembling a large amount
of supplies at a huge cost, the report added. People’s Daily reported that by the end of 2019, China had become the
world’s second-largest cruise market, with the direct economic contribution of international cruise companies to the
nation reaching 14 billion yuan that year, out of an overall economic contribution of 35.8 billion yuan.
Chen, from Shanghai Waigaoqiao Shipbuilding Co, said continuous development of the domestic cruise economy is
forecast to propel the nation’s cruise industry to a scale of 500 billion yuan.“It took the European cruise manufacturing
industry more than 40 years to form industrial alliances. Even if the equipment and technology can be mastered by the
Chinese shipbuilding industry in a relatively short period of time, it will still take quite a long time to develop management
modes and supporting industries,” Chen said.Construction of China’s second domestically built cruise ship started in
August 2022. With the experience gained from building ADORA MAGIC CITY, it is hoped that construction man-hours
can be reduced by 20 percent, with construction costs cut and efficiency enhanced, Chen added.
Chinese shipbuilders made history last year. With deliveries accounting for half the global total, the nation’s shipbuilding
industry grew in terms of quantity and quality, boding well for the goal of transitioning from a large shipbuilding base to
a maritime production center, industry experts said.
Steve Gordon, global head of Clarksons Research, said that for the first time, China is projected to have contributed half
of the world’s total shipbuilding production last year by delivering 17.4 million compensated gross tonnage, or CGT,
marking a significant consolidation of the nation’s significance to the global shipbuilding industry. CGT is an indicator of
the amount of work needed to build a particular ship.
Gordon said that despite major disruptions in recent years, shipping remains vital to the global economy by moving 85
percent of all trade worldwide, adding that it is estimated that the shipping industry transported 12.3 billion tons of global
trade last year, a year-on-year growth of 2.2 percent.
Significant results
Xing Wenhua, chairman of the Shanghai Society of Naval Architects and Marine Engineers, said, “The Chinese
shipbuilding industry maintained its strong development momentum by outperforming in the three major shipbuilding
indicators — contracting, orders, and deliveries — seeing growth across the board and a leading market share.”In recent
years, the industry has achieved significant results in its accelerated structural adjustment, transformation and
upgrading, Xing said.The nation’s new shipbuilding breakthroughs cover large cruise ships, vessels powered by LNG,
methanol and ammonia, high-end marine engineering equipment, ultra-large container ships, pure car and truck carriers,
high-end marine fishery equipment, and marine research vessels, Xing added. Lin Guolong, director of Shanghai Maritime
University’s Logistics Research Center, said, “These achievements in high-end ships have been made not only in terms of
technologies and craftsmanship, but also in winning market recognition.” Lin was referring to major Chinese shipbuilders’
accomplishments regarding vessels universally recognized as the most difficult to build due to the advanced techniques
that are required.
Since delivering Dapeng Sun, the nation’s first home-built LNG carrier in April 2008, Hudong-Zhonghua Shipbuilding
(Group) Co, a CSSC subsidiary, has developed five generations of LNG carriers.Securing 37 new orders in 2022, the
company, which is based in Shanghai, said at the start of last year that it aimed to double its LNG vessel construction
capacity and accelerate research and development throughout the year.In September, it announced that its self-
designed-and-developed LNG carrier, which occupies 271,000 cubic meters and is the world’s largest, had received
approval in principle certificates from four major classification bodies. Construction of the vessel showed that Chinese

shipbuilders’ research and development, design, and manufacturing capabilities were entering a new phase, the company
said.
Last year, Jiangnan Shipyard (Group) Co, also a unit of CSSC, completed work on upgrading and technique innovation, as
well as accelerating management and production processes. The company, headquartered in Shanghai, met its
manufacturing target for the year more than one month ahead of schedule.
Among the medium- to high-end vessels it delivered, the company’s dual fuel VLGC, or very large gas carrier, which can
transport up to 93,000 cu m of liquefied gas, is the world’s largest of its kind with a competitive edge. The vessel has
met the latest emissions regulations and requirements. Hu Keyi, the company’s corporate technology chief, said the
delivery of VLGCs has further consolidated its leading position in global VLGC research, development and construction.
“In the past, domestic shipbuilders always seemed to accept the superiority of foreign engineering, manufacturing and
managerial prowess, but Jiangnan refused to do so,” Hu said. Lin said, “The benefits of cost efficiency, a complete
industrial and supply chain, and constant breakthroughs in key techniques and technologies have seen China come very
close to becoming a shipbuilding power.” Data from Clarksons show that in the first 10 months of last year, 1,547 new
ship orders amounting to 89.12 million deadweight tonnes were placed globally, with nearly 58 percent of them going to
Chinese shipyards. A total of 4,359 ships comprising 122.58 million CGT are currently on global order books, with Chinese
shipyards securing orders for 2,539 vessels comprising 59.34 million CGT. Lin said China is still at the initial stage of
becoming a recognized worldwide shipbuilding power.To weather the challenges ahead, the nation’s shipyards need to be
more competitive in their research and development, designs and techniques. They should also pay special attention to
nurturing talent, enhancing management and efficiency, and adapting flexibly to market needs in terms of design,
production and technique, Lin said. Source: China Daily
ROUTE, PORTS & SERVICES
The BASS STRAIT Arriving at Marsden point from Gisborne to load logs Photo : Bryan Shankland ©

Qatar ports see 45% surge in cargoes in December

Doha, Qatar: Hamad, Ruwais and Doha ports registered strong performance in December 2023 after witnessing
significant growth in handling volumes of cargo compared to the last month, according to Mwani Qatar. The cargo
handling increased significantly in December 2023, recording a growth of 45 percent compared to November. Building
materials and RORO units saw growth rates of 110 percent and 47 percent respectively, Mwani Qatar stated on X
platform, yesterday. The general and bulk cargoes handled through the three ports stood at 137,518 tonnes in December
2023, whereas in November 2023 it was at 94,990 tonnes, registering a surge of 45 percent on a monthly basis. The
ports received 223 vessels in December 2023, while the containers, RORO, livestock and building materials handled
during the same period accounted for 107,634 TEUs (twenty-foot equivalent units), 8,339 units, 24,571 heads and
49,184 tonnes respectively.The general and bulk cargoes handled through the three ports stood at 94,990 tonnes in
November 2023, registering a rise of 22 percent compared to October 2023. Qatar’s ports received 226 vessels, while the
containers, RORO, livestock and building materials handled during the same period accounted for 125,202 TEUs (twenty-
foot equivalent units), 5,656 units, 32,150 heads and 23,422 tonnes respectively. According to data on Mwani Qatar
website, as many as 2,546 ships called on Qatar’s three ports during 2023. The general cargo handled through the three
ports stood at 1,634,728 tonnes, while the RORO (vehicles) totalled 72,697 units; containers 1,221,073 TEUs; livestock
419,425 heads; and building ma-terials 479,244 tonnes in the last year. In 2023, Hamad Port handled 1,318,414 TEUs
containers; 1,303,049 freight tonnes of break bulk; 400,478 freight tonnes of bulk; 9,301 livestock heads; 80,294 RORO
units. Last year also saw as many as 1,655 vessels docking at the port.Hamad Port keeps moving forward firmly towards
a more powerful position as one of the key ports in the region. It targets achieving a more efficient logistics services
industry in Qatar and the transformation into a leading global trade hub, thus enhancing its economic diversification plans
in step with the Qatar National Vision 2030.The container terminals have been designed to address the increasing trade
volume, enhancing the ease of doing business as well as supporting the achievement of economic diversification, which is
one of the most important goals of the Qatar National Vision 2030. Separately, according to QTerminals, Hamad Port
received 137 vessels in December 2023, while the containers, bulk, break bulk and RORO handled stood at 106,603 TEUs
(twenty-foot equivalent units), 31,000 F/T (freight tonnes), 101,022 F/T and 8,310 units respectively.In November 2023,
Hamad Port’s performance indicated that it received as many as 139 vessels, handled 125,258 TEUs containers; 88,865
freight tonnes of break bulk cargo; 5,645 RORO units and 8,000 livestock heads.QTerminals is a terminal operating
company jointly established by Qatar Ports Management Company (Mwani Qatar) and Qatar Navigation (Milaha) and is
responsible for enabling Qatar’s imports and exports, its maritime trade flows and stimulating economic growth locally
and regionally. Source: The Peninsula
The STELLAR INDIGO anchored in Rio Grande Photo : Marcelo Vieira ©
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US, Mexican partnership to expand international rail

car-ferry service
Short line operator Genesee & Wyoming, Grupo Mexico to expand service capacity between ports of Mobile
and Coatzacoalcos
By : Noi Mahoney
international rail car ferry service linking Mobile, Alabama, to Mexico’s Port of Coatzacoalcos. (Photo: Ferrosur
Railway/CC BY-SA 4.0/via Wikimedia Commons)
Short line rail operator Genesee & Wyoming (G&W) announced Tuesday that Grupo Mexico Transportes (GMXT) will
become its partner in CG Railway LLC, a rail car-ferry operation linking ports in the U.S. and Mexico. GMXT is purchasing
Seacor Holdings Inc.’s stake in CG Railway. Seacor and G&W initially formed the joint venture in 2017 to own and
operate CGR, which provides rail car-ferry service between the ports of Mobile, Alabama, and Coatzacoalcos,
Mexico.“This further strengthens our partnership with GMXT, a leader in rail transportation services in Mexico with a
strong presence in the southern U.S., including 13 ports between the two countries,” Michael Miller, CEO for G&W North
America, said in a news release.Mobile-based CG Railway operates a U.S. Class III freight railroad and two ferry ships,
transporting up to 10,000 carloads of commodities annually across the Gulf of Mexico.CG Railway’s ferry service offers
weekly trips between the ports of Mobile and Coatzacoalcos. The service gives shippers access to 13 ports in the U.S. and
Mexico through rail interchanges in both countries. “Their network access and expertise, coupled with G&W’s ability to
deliver safe and customer-centric first- and last-mile rail service, will enhance CGR’s overall service offering while
extending the reach of CGR’s efficient and secure rail service into and out of Mexico,” Miller said.
Terms of the agreement were not disclosed.
GMXT is a subsidiary of Grupo Mexico, the largest freight train company in Mexico. The conglomerate, which also
includes rail company Ferromex, operates more than 6,835 miles of track that connects Mexican ports to major markets
in the U.S. and Canada.Grupo Mexico also recently purchased a 60% stake from Rail Ferry Investment Holdings Inc. in
two Mexican companies providing maritime transport service for rail cars between the U.S. and Mexico.
Financial details of the transaction were not disclosed.
GMXT’s purchase of stakes in Golfo de Mexico Rail Ferry Holdings LLC and Rail Ferry Vessel Holdings LLC are also part of
the company’s objective to capitalize on the $2.8 billion Interoceanic Corridor across the Isthmus of Tehuantepec from
Mexico’s federal government.“The acquisition allows GMXT to continue consolidating its position as a leading freight
transportation company in the region, strengthening its commitment to Mexico and the south of the United States,”
GMXT said in a news release.The 188-mile corridor will include 10 new industrial parks along the railway connecting the

country’s Pacific port of Salina Cruz with the Gulf Coast hub of Coatzacoalcos in Veracruz state. A passenger rail
component of the Interoceanic Corridor was launched on Dec. 22. Source : FreightWaves
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The SAMOA CHIEF departing Marsden Point bound for Noumea photo : Bryan Shankland
FUJAIRAH DATA: Oil product stocks rise after 16%

annual drop
Stockpiles of oil products at the UAE’s Port of Fujairah climbed 10% in the week ended Jan. 1, led by a record 55% jump
in light distillates such as gasoline and naphtha, according to data from the Fujairah Oil Industry Zone.The total rose to
19.204 million barrels as of Jan. 1, the highest in 12 weeks, the FOIZ data published Jan. 3 showed. The total stockpile
fell 16% on the year in 2023 after climbing 29% in 2022, according to port data provided to S&P Global Commodity
Insights since 2017. For the latest week, light distillates jumped to 7.264 million barrels, the highest since Aug. 14.
Middle distillates such as diesel and jet fuel dropped 21% to 1.987 million barrels, an eight-week low. Heavy distillates
and residues used for power generation and for shipping declined 1.9% to 9.953 million barrels, the lowest in three
weeks.
Demand for low-sulfur fuel oil and aggressive selling in high-sulfur oil for shipping helped to push heavy distillate and
residue stockpiles lower, traders said Jan. 3.
Shipowners submitted nominations to reserve barge slots much earlier in advance of forward refueling requirements
during the year-end holiday season, where operations might be more congested than usual, local traders said.
Shipping demand
The waiting time for LSFO refueling from barges is expected to range from five to seven days, with limited prompt
availabilities for most of January, signaling “healthy” bunker demand for the month, a Fujairah-based trader said. In
recent weeks, the wait time has been nine to 10 days. Platts, part of S&P Global Commodity Insights, assessed the
Fujairah-delivered marine fuel 0.5% bunker premium to benchmark FOB Singapore marine fuel 0.5% cargo values at an

average of $28.31/mt in December, above the $20.52/mt for all of November. The premium reached $26.13/mt on Jan.
2.
For high sulfur fuel oil, there have been aggressive offers by at least two suppliers, traders said. The Platts-assessed
Fujairah-delivered 380 CST HSFO bunker premium to 380 CST 3.5% FOB Arab Gulf cargoes sank to average $2.61/mt
across December from $25.24/mt in November and was last assessed at minus $3.07/mt on Jan. 2, according to data by
S&P Global.
The 16% drop in inventories last year was due to backwardation of products in Q3 2023, when stocks fell to a 2023 low
of 16 million barrels on Sept. 4, according to Dong Wang, Middle East oil markets senior analyst at S&P Global. Supply
was then restrained in Q4 on refinery maintenance in the Middle East along with the unexpected temporary shutdown of
Kuwait’s Al-Zour refinery in November, he added. This prevented buildup of stockpiles at Fujairah in Q4, especially fuel
oil, he said. Inventories of light distillates fell 37% for the year, middle distillates declined 19% and heavy distillates were
up 0.2% since the end of 2022.
Product exports from Fujairah in 2023 dropped to an average 671,000 b/d from 690,000 b/d in 2022, due to a decline in
fuel oil shipments, according to S&P Global Commodities at Sea data. Exports of products except for fuel oil rose to a
record 459,000 b/d in 2023 from 409,000 b/d in 2022, the data show. Singapore was the largest destination for both fuel
oil and other product exports from Fujairah in 2023.
Iraq was the biggest supplier of fuel oil and other products imported into Fujairah in 2023, according to CAS. In terms of
fuel oil alone, Russia was the second-biggest source at 55,500 b/d, down from a record 75,600 b/d in 2022 when
sanctions were imposed on the country’s oil exports after its invasion of Ukraine. Iraq’s shipments of fuel oil to Fujairah
climbed to a record 81,500 b/d last year from 74,400 b/d in 2022. Source: Platts
The workbarge TINTOTERA moored along the Panama Canal Photo : Cees van der Kooij ©
Maersk shares surge after shipping firm extends Red

Sea pause, freight rates rise
Maersk shares have climbed, with shipping firms set to benefit from ongoing disruption to global trade.
Ships are avoiding the Red Sea, the quickest route between Europe and Asia, due to Houthi attacks.
Freight rates are “increasing significantly and they will be increasing more than whatever the cost will be to sail around
Africa,” said Mikkel Emil Jensen, senior analyst at Sydbank.
Maersk began rerouting ships along the Cape of Good Hope route around southern Africa on Dec. 19, citing an
unacceptable risk to its staff. This avoids the Red Sea, where ships from various carriers and counties have been targeted
by Yemen’s Houthi militants.But it also means no access to Egypt’s Suez Canal, which adds roughly 30% onto trips
between Asia and Europe, constraining global container capacity. The Red Sea shipping issue could go on 'for weeks or
potentially months,' says Maersk analystWATCH NO Uncertainty remains despite a U.S.-led military effort to curb the
attacks. Maersk had resumed the Suez route, but suspended it again in recent days after one of its ships was targeted by
missiles and small boats.Asia-Europe is Maersk’s biggest trade lane, and freight rates on the route have roughly tripled

from their early December levels, the Goldman Sachs analysts said, while “the impact on annual contract rates is likely to
be positive, albeit dependent on how the security situation evolves.”Maersk’s other major routes are seeing “positive
second-order effects from the Suez disruption.” Global trade is also being stymied by drought in the Panama Canal.
However, analysts do not currently foresee the same level of global supply chain disruption and capacity constraint as
experienced during the Covid-19 pandemic, which triggered a huge spike in freight rates and record profits for companies
including Maersk. That is largely because the shipping industry has more recently been in a situation of oversupply.
Goldman Sachs said its base case for Maersk in 2024 is “now a ‘muddle-through’ scenario instead of deepening price
competition.”
BOEKBESPREKING
Door : Frank NEYTS
“Rotterdamsche Kolen Centrale”

Bij uitgeverij Walburg Pers/Lanasta verscheen het boek “Rotterdamsche
Kolen Centrale. Van kolenboer tot miljonair”. Willem H. Moojen tekende
als auteur.
Net alle publicaties van Walburg Pers/Lanasta buitengewoon interessante
lectuur!!
Hoe een Rotterdamse kolenboer met een bescheiden brandstoffenhandeltje aan
de Wijnhaven met huis-aan-huis verkoop zich opwerkte tot een grootzakenman.
Hij richtte de Rotterdamsche Kolen Centrale op welke zou uitgroeien tot een van
de grootste detailkolenhandelaren (industrie- en huisbrandkolen) in Europa.
Over de Rotterdamsche Kolen Centrale is nooit iets in boekvorm verschenen.
Het boek beschrijft in beknopte vorm het ontstaan van de rederij, die zeer
belangrijk was voor de aanvoer van kolen in de Rotterdamse haven na de
Tweede Wereldoorlog. In een zeer uitgebreide vlootlijst komen alle schepen van
de RKC in honderden foto’s voor het voetlicht. Tevens wordt aandacht besteed
aan de Amerikaanse dochtermaatschappij Anbicoal. De auteur beschrijft
uitgebreid een aantal reizen die hij aan boord bij zijn vader op de ‘Gerry S’
maakte naar Portugal, Guernsey en Ierland.
Een aanrader voor diegene die geïnteresseerd is in de geschiedenis van de
Nederlands koopvaardij en de wederopbouw.
“Rotterdamsche Kolen Centrale” (ISBN 9 789464 561142) telt 140 pagina’s, werd gebonden als hardback
uitgegeven. Het boek kost 32.99 euro.
Aankopen kan via de boekhandel of rechtstreeks bij Uitgeversmaatschappij Walburg Pers, Postbus 4159, 7200BD
Zutphen. Tel. +32(0)575.510522. Bestellen kan via de Walburg Pers website. In België wordt het boek verdeeld door
Agora Uitgeverscentrum, Aalst/Erembodegem. Tel. 0032(0)53.78.87.00, Fax 0032(0)53.78.26.91,
www.boekenbank.be , E-mail: admin@agorabooks.com.
MSC revises EU ETS tariff after rerouting vessels

from the Cape of Good Hope
Mediterranean Shipping Company (MSC) has revised its EU Emissions Trading System (EU ETS) surcharge rates to
account for the deviation around Cape of Good Hope.
MSC has been directly impacted by Houthi attacks after two of its ships were attacked by the militia in the Red Sea. As a
result, the Swiss shipping giant has rerouted most of its container vessels booked for the Suez Canal transit via the Cape
of Good Hope The Cape of Good Hope route adds approximately 14-24 days to travel time between Asia and Europe
compared to the Suez Canal route.In light of this, MSC has significantly increased its ETS surcharge estimates on key
shipping routes compared to the rates it proposed on 12 December.
• Far East to North Europe surcharge up by $7-11 per 20-foot-equivalent-unit (TEU), to $30-45/TEU
• Far East to Mediterranean surcharge up by $25-37/TEU, to $44-66/TEU
• Mediterranean to Far East surcharge up by $20-29/TEU, to $34-51/TEU
• Europe to Oceania & Indian Ocean Islands surcharge up by $15-25/TEU, to $66-100/TEU
MSC has confirmed that the estimated rates will be effective from 1 January 2024 and will apply to all existing and
upcoming spot and long-term contracts. Source: Engine by Konica Bhatt

…. PHOTO OF THE DAY …..
The CELEBRITY EDGE moored in Sydney..I had just finished her magnetic compass adjustment, and she was off to
Noumea . All the best and Hard Amidships as always..
Photo : Dave Pyett, (Master mariner, surveyor, compass adjuster Sydney) ©
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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2024– 005

TSHD MAHURY operating in Scheveningen.

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Verwacht en toch onverwachts is aan zijn laatste reis begonnen

DIRK KLAAS PIETER HOLLANDER

**** DIRK, RUST ZACHT ***

EVENTS, INCIDENTS & OPERATIONS

Ship Sales Fall in 2023

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Skyborn and Partners Receive Green Light for Yunlin

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China Shipyard won Louis Dreyfus Armateurs's order

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AMSA has banned Hong Kong-flagged LNG carrier

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US was top LNG exporter in 2023 as hit record levels

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Aker BP Hires Contractor for New Oil Spill Detection

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THE NEED TO KEEP ON LEARNING AND IMPROVING

CC PORTLAND (Photo: MarineTraffic.com/David Cole)

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Most large fishing boats go untracked as ‘dark

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Gulp’s drilling ops offshore Namibia bring

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Oil spill response effective at Alvheim FPSO, says

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Clarksons: 45% of all newbuild orders placed in 2023

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Vertom’s LADY CLARA anchored at the River Thames

AD Ports Group announces Noatum’s acquisition of

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Overcoming ‘diversity fatigue’ in the energy industry

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“P&I Insurance Renewals: Navigating the 20th

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Singapore’s Navy inks modernization deals amid

RSS FORMIDABLE (68) transiting the Singapore Strait

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The 73 RSS SUPREME spotted off Singapore

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Royal Navy: No more warships to be sent to Red

Korean Shipbuilding Industry Increasingly

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China’s shipbuilders chart exciting waters

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ROUTE, PORTS & SERVICES

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Qatar ports see 45% surge in cargoes in December

The STELLAR INDIGO anchored in Rio Grande Photo : Marcelo Vieira ©

ALSO INTERESTED IN THIS FREE MARITIME NEWSCLIPPINGS ?

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US, Mexican partnership to expand international rail

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FUJAIRAH DATA: Oil product stocks rise after 16%

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Maersk shares surge after shipping firm extends Red

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** DIRK, RUST ZACHT *