294 21 10 2018

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 294
Number 294 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Sunday 21-10-2018
News reports received from readers and Internet News articles copied from various news sites.
The 1981 built, 3050 HP tug "ISLAND TUGGER" delivering a fuel barge to a Vancouver
Island depot. She was originally built, and was part of a fleet to support Arctic gas and oil
exploration. Photo : William Hoogendyk (c)
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EVENTS, INCIDENTS & OPERATIONS
The EVER GOLDEN outbound from Antwerp Photo : Willem Kruit ©
Securitas installing cameras in the Port of

Rotterdam
The Port of Rotterdam Authority (PoR) signed a contract with Securitas Technology BV for the installation of 227 cameras
in the port and industrial area. The contract is a logical consequence of the ‘Camera surveillance for the Port of
Rotterdam’ agreement that was signed on 13 June by Customs, the Police, Deltalinqs, the Municipality of Rotterdam and
PoR for the installation of a joint camera infrastructure. The first 25 cameras will be installed on Maasvlakte 2 this year.
‘Installation of the cameras is in line with the Port Authority’s policy to increase security in the port. Camera surveillance

will help create a safe business area and improve the business climate in the port. We’re convinced that joint action in this
area will more be effective than an individual approach,’ said COO Ronald Paul, who signed the contract on behalf of the
Port Authority. The agreement with Securitas does not just cover the positioning of the cameras – it also involves
installing camera housings and masts, connecting the cameras to the fibre optic network and the power grid, transporting
the camera images through the fibre optic network, supplying hardware and software to process the camera images,
following up on alarms and storing the camera images. For now, the project involves the installation of approx 227
cameras and an investment of around €3 million. In the future, this network can be expanded with another 150 cameras.
Securitas Technology BV of Dordrecht is a market leader in the development and use of innovative integrated security
solutions. Since June 2015 the company has been part of Securitas Nederland, which has more than 7,000 employees and
is leading player in the field of personal security, technical solutions and the use of remote security. Around the world,
Securitas is active in 55 countries and has 345,000 employees. Source: Port of Rotterdam
Tankers In Demand as Shipowners Are Making

Moves Expecting the Market to Rebound
The tanker market appears to be bottoming out according to shipbrokers. As a result, shipowners are seeking more and
more wet tonnage in bargain prices, looking to invest while prices are still subdued. In its latest weekly report, Intermodal
said that “in the last three months approximately 72 tankers changed hands involving ships larger than 33kdwt up to
VLCC. 43 of those vessels had to do with traditionally crude carriers and 29 involving ships from 33kdwt up to 78kdwt. As
brokers we can say that even if there were twice as many ships available for sale there would still be buyers left hungry
for tonnage. The strategy of investing in a low market seems to be in full effect now. Shipowners are willing to purchase
and subsidize a tanker for a period of time until better days are on the horizon”. So, are better days upon us soon?
According to Intermodal’s SnP Broker, Mr. Timos Papadimitriou, “the same question was asked back in 2016 when the dry
market was in trouble and assets were being sold for almost 40% less compared to now. Many back then thought that
the market would sink even further. Instead, improving fundamentals and a consequent change of mood resulted in an
asset value rally that lasted all the way until the second quarter of 2018”.
The NORDTULIP outbound in Vancouver harbour assited by the tugs CATES # 3, SEASPAN EAGLE & SEASPAN
FALCON Photo : Robert Etchell (c)
“As far as the tanker market is now concerned, the reality is that better days have been anticipated during the past
couple of years, with different milestones set for crude and product tankers respectively. The product story, the BWMS
system story and the demolition story were some of them, with the last one being tight up mostly to crude carriers that
saw an overwhelming increase in scrapping activity. Now the latest milestone is 2020 for the product segment and early
2019 for crude tankers”, Papadimitriou said. He added that “the product market milestone has a lot to do with the low
sulfur regulations and an anticipated need for low sulfur fuel that will render product carriers from – MRs to LR2 (LR3 are
also being mentioned a lot also) – the vessels of choice. On the crude side, things are already looking better every day for
the past couple of weeks. Sentiment is positive and ships for sale are scarce, while depending on the resilience of the
rates we might actually see a rise on values sooner rather than later”. According to Intermodal’s broker, “on the other
hand there is an abundance of MR candidates of 9 up to 14 years old, Japanese owned and built. Interesting enough we
don’t see a lot of Korean built MRs for sale, but that has to do mostly with the profile of owners. Japanese owned ships
are usually placed in the market just before their employment expires and with the frequency we see new ships being
circulated we can assume that charterers are not very keen to extend employment. A plethora of ships usually leads to
lower prices as buyers have the tendency to either wait or offer less than the last done reported deal when supply is

ample. Either way the product segment is trailing its crude counterpart, at least for now when it comes to sentiment”
Papadimitriou noted. “It seems that the market is bottoming out and depending on the respective strategy of each owner
there is a variety of opportunities to invest. As it is always the case when a sector has suffered bad earnings for a
prolonged period of time, resulting in diminishing asset prices, buyers can assess easier the market as when to invest,
and now more than ever it is a buyers market”, Intermodal’s analyst concluded. Source: Nikos Roussanoglou,
Hellenic Shipping News Worldwide
PAVLOS T (ex LEDRA IV) in Malta Photo : Michael Cassar ©
Fender damage
Many factors can contribute to an unsafe berth, but a common focus after any berthing incident is whether the fenders
were safe and fit for their intended purpose at the material time. Fenders have a simple remit: they should prevent the
immovable object (the berth) from succumbing to the irresistible force (of the ship) without damage to either.
Action points and evidence collection in case of an incident
After an incident the immediate and fundamental questions to ask include:
1.What were the ship dynamics at the material time? Heading, course and speed over ground as well as draft,
displacement, tide level and under keel clearance should all be logged and the data to substantiate this safely preserved.
2.Were these parameters within the required operating limits for the berth? Were port entry and/or berthing guidelines
easily accessible?
3.Was the pilot advising the master conversant with these requirements? Did the master proactively seek this information
or was it assumed that the pilot would highlight any deviations in time to take avoiding action?
4.Did the selected fender(s) have sufficient absorption capacity? Whilst this task may fall to the visiting surveyor or
suitable expert, the master can, to avoid vital evidence being potentially lost, assist by taking photographs and making
sketches in the crucial post-incident period.

5.Were the fenders and their supporting structure well maintained and in a good state of repair? A useful benchmark is
the condition of adjacent fenders. The fenders at the extreme ends of a berth are used less often and will be the closest
to a ‘new’ condition. Photographs showing variations in fender condition can be invaluable.
Prompt action to preserve data and information is paramount. The VDR data must be saved – it can be used to
demonstrate the speed and characteristics of the ship during the berthing manoeuvre. Well lit, in focus and high-
resolution photos, with reference points and a scale should be taken. These should include overview pictures and clear
details of the damage from all safe angles. Steel and rubber samples can be taken to test the material grades and to
compare rubber-degrading effects to build a fuller picture. Prior damage is a key pointer to plausible causes or
contributors. Are nearby fenders sagging and drooping? Is paint flaking off the steelwork or are there obvious signs of
advanced corrosion? Are chains and connecting bolts all intact and in good condition, or are they slack, broken, pulling
out or missing?
Important evidence can be lost in the hours and days after a berthing incident. Before expert help arrives, the master’s
role is to safeguard this information. If the damage does not immediately warrant a site visit, then photographs,
dimensioned diagrams and anything else of potential use should be collated – all essential for proper remote support and
advice.
Background information on purpose and design
Over a service life of about 20 years a fender must retain the capacity to absorb that part of the kinetic energy imparted
to it by a berthing ship. Another portion of the ship’s kinetic energy is dissipated (damped) during rotation of the ship
about its fulcrum, the fender. It follows that if the kinetic energy of the berthing process is greater than these two
components, all surplus kinetic energy will be converted into another and usually more destructive form – hull damage,
broken fenders, bent piles or a toppled dolphin are just some examples.
Figure 1: The kinetic berthing energy imparted to the fender is calculated using well established physical principles plus
factors to account for the water carried along by the ship, the type of berth structure and the elasticity of the hull.
In real-world situations, further factors such as currents, wind forces and complementary or opposite yaws induced from
kicks of the engine (depending on the direction of propeller rotation) need to be taken into consideration. Also, human
factors and equipment failure must be considered in the fender design Another role of the fender is to limit the movement
of the vessel under or over the berth, protecting jetty piles, cranes and other superstructures. Most fender design codes
and guidelines recommend berthing angles of up to 10 degrees at the moment of impact, sometimes more. Whilst a
mariner or pilot might take professional pride in a parallel approach, they should have confidence that the fenders would
still protect the structure in a sub-optimal approach. At the maximum design berthing angle, the fenders must have
enough residual projection when compressed, the supporting piles must be set back sufficiently from the berth face, and
cranes safely parked during berthing operations. In this way such hazards can be safely avoided. The variety of vessels
which may use the facility is commonly overlooked. For example, the largest Ultra Large Container Ship (ULCS) might
dictate the size of a single fender, but it is feeder and intermediate size vessels which are at the greatest risk of squeezing
between fenders and damaging a pile and the hull. There might be 50 or more smaller ships for every largest ‘design’ ship
using a berth. Any one of these with an unusual feature like a belting or strake like those more commonly found on roll-
on roll-off vessels, or a minimally protruding outlet pipe can snag a fender and cause substantial damage. This might lead
to design compromises, but there should never be safety compromises at the ship to shore interface. Sometimes the
fender’s ‘factory fresh’ performance is considered without understanding the effect that the ambient temperature range,
compression angles and gradual decay can have on that performance. Manufacturers publish energy and reaction values
for their fenders, often with performance tolerances as small as ±10%. Every fender needs to perform to at least the

minimum tolerance limit. Typically, just one or two units from an entire fender production batch are performance
verification tested at the manufacturer’s factory, generally without a third-party witness. Fender design, selection and
performance verification calls for a high degree of skill and experience. Design checks must be carried out as they should
be for all other parts of the berth structure, remaining mindful of the stark warning in British Standard BS6349: Part 4:
2014, one of the most widely used fender design codes, that “Users are responsible for its correct application. Compliance
with a British Standard cannot confer immunity from legal obligations.” Source: Skuld
15-10-2018 : bulker GH ROUGH HABIT inbound to Vancouver harbour Photo : Robert Etchell ©
New Falck training centre on the Maasvlakte

officially openes
On Tuesday, 16 October, the new Falck training centre on the Maasvlakte was officially opened by Allard Castelein. Falck
has moved several hundred metres further along to make space for the development of the Hartel Tank Terminal, the
company said in its press release. At Falck, people in the maritime, offshore or petrochemical industries can learn what to
do in case of a disaster. The new site is more than a hectare bigger than the previous location and includes a state-of-
the-art training centre that meets the very latest technological, environmental and hygiene standards. Back in 1985,
several kilometres from the current location, a large training centre was established for the fire department, industry,
offshore and the maritime sectors.The centre was part of a cooperative venture between the Port of Rotterdam Authority,
Smit International and the Netherlands Security Service (NVD). The main objective of the security centre, then called Risc
and Nutec, was to create a safe living and working environment in the port of Rotterdam. he new site is located approx
138 metres to the east of the existing training centre.

KNVTS Schip van het Jaar Prijs 2018 presentatie

Het was een bijzondere
avond voor de afdeling
Rotterdam van de
KNVTS, een avond
waarbij de
aanwezigheid van de
uitgever van deze
dagelijkse Newsclippings
Piet en Elizabeth
Sinke aanwezig waren
Een avond waarop de
drie genomineerde
scheepswerven die in
aanmerking willen
komen voor de
felbegeerde en meest
prestigieuze maritieme prijs, het aanwezige gezelschap in de
technische keuken lieten kijken over hun inzending. In
alfabetische volgorde presenteerden: Damen

Shipyards Gorinchem bij monde van Dirk
Degroote die de bijzondere
vaareigenschappen en technische
hoogstandjes van de inzending van de RSD Tug 2513 met Twin Fin, de
INNOVATION benoemde.
Royal IHC Merwede werd
vertegenwoordigd door Eric van
der Blom met de inzending van
de tweede sleephopperzuiger ter
wereld, de SCHELDT RIVER met een Dual Fuel voorstuwinginstallatie en gepatenteerde pompaandrijving die in opdracht
van DEME werd gebouwd. Scheepswerf Kooiman hield een boeiend betoog over de inzending van de “RPA 8”, het
nieuwste patrouillevaartuig van het Havenbedrijf Rotterdam ; Maarten Kooiman van de gelijknamige werf, Niels
Moerke van Oossanen Naval Architecs en André Brand van Holland Ship Electric benadrukten de bijzondere vaar,
geluid en milieuaspecten waar dit vaartuig aan moest voldoen. De Schip van het Jaarprijs wordt uitgereikt op het

Maritieme Award Gala op 12 november a.s. in Amsterdam.De prijs zal worden overhandigd door de voorzitter van de jury
de heer Arie Peterse in aanwezigheid van de Minister van Infrastructuur en Waterstaat mevrouw Cora van
Nieuwenhuizen. And the winner is ?? …………………………
KNVTS is de afkorting voor ‘Koninklijke Nederlandse Vereniging van Technici op Scheepvaartgebied’. De

KNVTS, gevestigd in Rotterdam, is een vereniging die tot doel heeft om ontwikkelingen te stimuleren in de maritieme
techniek. De vereniging zet zich enthousiast in voor het verspreiden van technische kennis binnen de maritieme sector en
stimuleert innovatie, ontwikkeling en onderwijs.
De KNVTS telt op dit moment vier regionale afdelingen, te weten Amsterdam, Noord, Rotterdam en Zeeland. Elke afdeling
heeft een afdelingsbestuur van minimaal drie leden, die worden gekozen tijdens de jaarlijkse afdelingsledenvergadering.
Ook dit bestuur kiest uit zijn midden een voorzitter, secretaris en penningmeester. Het afdelingsbestuur legt
verantwoording af aan het hoofdbestuur en volgt het door het hoofdbestuur bepaalde beleid. Een lid van de vereniging
kan slechts behoren tot één afdeling.
Ook lid worden van de KNVTS ? KLIK HIER

All photo’s : Piet Sinke www.maasmondmaritime.com ©

The AS PALINA outbound from Rotterdam

Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo !
Blount to Build Icebreaking Tug for NYPA

Rhode Island shipbuilder Blount Boats said it has signed a
contract with the nation’s largest state power organization to
construct an icebreaking, all-welded-steel, diesel-powered,
double screw tugboat The new vessel for the New York Power
Authority (NYPA) will be built to operate in seasonal ice near
the entrance to and within the upper Niagara River. This
vessel will replace existing vessels in the NYPA fleet currently
used for the installation, removal, and maintenance of the
Lake Erie Ice Boom and various associated marine
construction projects. Naval architectural and marine
engineering firm Bristol Harbor Group, Inc. developed the
contract design and will provide technical oversight during the
fabrication process on behalf of NYPA. The 56’x18.5 shallow
draft tug will be powered by two Caterpillar series C-9

engines, each 375 HP at 1,800 RPM. The vessel’s hull, machinery, electrical systems and safety equipment will comply
and, be inspected in accordance with USCG Subchapter M – Towing Vessels. Delivery to NYPA’s facility on the Buffalo
River Entrance Channel is scheduled for fall 2019. Source: Marinelink
The SALAHUDDIN moored at the Noordzeeterminal in Antwerp last Friday

Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo !
Stena Line's battery hybrid vessel completes its

first month of operation
The STENA JUTLANDICA outbound from Gothenburg Photo : Capt Gijs Dijkdrenth ©
The STENA JUTLANDICA has now completed its first month of operation as a battery hybrid vessel. Experiences from
these first weeks have exceeded expectations, the company said in its press release. “It's really exciting to be running
with electrical power on the Stena Jutlandica. This project is an important part of our focused efforts to find ways of
reducing our impact on the environment. As both the size and cost of batteries decrease, battery operation is becoming a
very attractive alternative to traditional fuel for shipping since emissions should be possible to completely eliminate in the
future,” says Erik Lewenhaupt, Head of Sustainability at Stena Line. The project to convert STENA JUTLANDICA on the

Gothenburg-Frederikshavn route to a battery hybrid vessel is being carried out in steps. Step one, which is presently
underway, is about switching to electrical operation to reduce the use of diesel generators, as well as for maneuvering
and powering the bow thrusters when the ship is in port. In the second step, battery power will be connected to two of
the four primary machines, which means that the Stena Jutlandica will be able to run on electrical power for about 10
nautical miles inside the Gothenburg archipelago out to Vinga Lighthouse. In step three, all four primary machines will be
connected to the batteries and the ship will be able to cover the 50 nautical miles between Sweden and Denmark solely
on electrical power Positive effects have already been noted after just one month. “As an example, we've been able to
strongly reduce our use of the diesel generators and now only need to use one instead of three. Another positive effect
concerns safety; by having constant access to electricity, we minimize the risk for power outages”, says Johan Stranne,
Senior Chief Engineer on the STENA JUTLANDICA
Only in step one, the environmental savings from using battery power for reduced generator usage and maneuvering in
port amounts to about 500 tons of fuel, 1,500 tons of CO2. This in turn corresponds to the annual emissions from
approximately 600 cars. The reason for execution in multiple steps is to enable testing and assessment while the project
is underway. If the project is successful, battery power can be considered for other vessels within the Stena Line fleet.
Work with step two has begun and the goal is for implementation within about three years. The technical solutions in the
first step have been developed by Stena Teknik in collaboration with the Callenberg Technology Group, with half of the
funding for the project coming from the Swedish Transport Administration and the EU. Stena Line is one of Europe's
leading ferry companies with 38 vessels and 21 routes in Northern Europe. Stena Line is an important part of the
European logistics network and develops new intermodal freight solutions by combining transport by rail, road and sea.
Stena Line also plays an important role for tourism in Europe with its extensive passenger operations. The company is
family-owned, was founded in 1962 and is headquartered in Gothenburg. Stena Line is part of the Stena AB Group, which
has about 15 000 employees and an annual turnover of around 36,5 billion SEK. Source : Portnews
Another two 1;700 model boats built by master modelboat builder Joop Marechal from Velsen Zuid built from carton are
the former Dutch passsngerliners WILLEM RUYS and the ORANJE
Photo : Piet Sinke www.maasmondmaritime.com (c)

The BF CARTAGENA (BF Ship Management GmbH & Co KG, ex Constanza, Cartagena) inbound, heading for Zesde
Havendok, Antwerp, Photo : Willem Kruit ©
APM SELLS ALIAĞA TERMINAL STAKE
The Aliağa Izmir container terminal features a 700m quay and 42 hectares of terminal area.
APM Terminals has sold its stake in the Aliağa Izmir container terminal in Turkey to its partner Socar but will continue to
operate the terminal. No change in operations or employment is planned at the facility, to be called Petlim Container
Terminal, which Socar will now own 100% of and which APM Terminals said “is better suited to further develop the
terminal.” “APM Terminals and SOCAR have agreed that we will continue to manage the container terminal in the same
way as we have done from the beginning. There will be no change in operations nor services,” stated Leo Huisman, head
of terminals Europe at APM Terminals. The Aliağa Izmir terminal was completed at the end of 2016 and features a 700m
quay and 42 hectares of terminal area, enabling an annual capacity of 1.3m teus. Maersk Line, SeaLand, Safmarine,
Hamburg Süd and other carriers will continue to call at the terminal. A long-term contract, which is still subject to
customary approvals, will take effect post-change of ownership, and is expected to be concluded by the end of the
year.In the past year APM Terminals has sold its stake in a Zeebrugge terminal to Cosco and ended its interest at the Port
of Paranagua in Brazil. Source : Port Strategy
APM Terminals invests in West African Ports,

Lagos excluded
APM Terminals is investing billions of dollars in West African seaports. However, they choose not to do this for Lagos, the
current (much-maligned) container port hub for the region. In Liberia, Maersk's terminal division has put $110 million into
its port at Monrovia in line with a concession agreement with the government. Country director George Adjei stated that
these expenditures include $50 million for wharf improvements and $60 million for additional equipment. The investment
is already near the total amount that APMT promised to put into the port over the entirety of its 25-year lease. APMT and
its partners are also spending $1.5 billion on a greenfield multi-purpose port in Tema, Ghana, located on a site adjacent
to the current seaport. Tema's port handles about 70 percent of Ghana's trade, and it is overwhelmed by cargo traffic.

The new facility will have 3.5 million TEU of capacity, 17 berths and enough depth for neopanamaxes of up to 13,000 TEU
- many times larger than the biggest vessels that currently call at Tema. About 20 percent of the total investment will go
not to the port, but to improvements to the highway that connects Tema with Ghana's capital, Accra. Construction on the
port is under way, and it is expected to open next year. APM Terminals also holds an existing lease at the Apapa terminal
in Lagos, Nigeria, the busiest container terminal in all of West Africa. However, it has not announced major plans to invest
in its operations there. Lagos is notoriously congested, due in large part to the unusually poor state of the Oshodi-Apapa
Expressway. Potholes give sections of the highway the appearance of an offroad racetrack, gridlock is a near-permanent
condition and truck drivers routinely park their vehicles and take up residence in the road. When traffic is at its worst, car
and minibus drivers have taken to driving on the wrong side, headed against the flow, in order to bypass jammed lanes.
In July, Nigeria's government reportedly blamed Maersk and Cosco for the congestion. Source : MAREX
When built in 1963 worlds most powerfull ocean going tug the ZWARTE ZEE above seen built at scale 1;700 from carton
by Joop Marchal Photo : Piet Sinke www.maasmondmaritime.com (c)
Boskalis, Van Hattum en Blankevoort and

Mobilis construct deep-sea quay for the new HES
Hartel Tank Terminal at Maasvlakte
On behalf of Port of Rotterdam Authority, the consortium Boskalis, Van Hattum en Blankevoort and Mobilis is constructing
a deep-sea quay, inland navigation quay and jetty for the new HES Hartel Tank Terminal on the Hartelstrook (Maasvlakte
1). To enable the tank terminal to accommodate large oil tankers and inland vessels, the consortium is constructing a
1,200-metre quay wall for sea-going vessels, an 1,100-metre quay wall and a 350-metre jetty with four berths for inland
vessels, as well as the necessary bank and seabed protection. ‘Port of Rotterdam Authority started its part of the work in
January 2018. The 600 mixed-in-place piles are now in place and the reinforcement work and concrete placements of the
quay walls are in full swing. We need to have completed our work by the end of 2019 and we're on track,’ says Stefanie
van der Wee, project manager Port Development Port of Rotterdam Authority. The arrival of HES International B.V. on the
Hartelstrook reflects Port of Rotterdam Authority's vision to optimise the use of the available space within the existing port
area. Source : portnews
the COSL INNOVATOR and COSL PROSPECTOR in Bergen, Norway on an fiery autumn morning 20/10/2018
Photo : Lawrence Macleod ©
Asia Oil Buyers Said to See More Chance for U.S.

Waivers on Iran
Asian buyers of Iranian oil are gaining confidence they will win U.S. consent for some imports to continue even after
American sanctions snap back next month. Major Iranian customers South Korea, India and Japan are in talks with
Washington for waivers, highlighting the specific reasons they need to continue purchases, according to people familiar
with the discussions. Despite the upbeat tone, the exemptions from the U.S. haven’t been finalized and may not end up
being approved, they said, asking not to be identified because the negotiations are confidential. The U.S. has so far
insisted that all purchases from Iran must drop to zero in an effort to put pressure on the Islamic republic to negotiate a
new nuclear deal, after President Donald Trump in May walked away from a 2015 pact negotiated by Barack Obama.
Even before American sanctions take effect, the oil market has tightened beyond what the White House expected, briefly
sending Brent crude to a four-year high over $85 a barrel. If South Korea, India and Japan obtain waivers, it’s likely to be
for lower imports than in the past with a commitment to continue reducing purchases over time. “We evaluate waivers on
a case by case basis,” said U.S. State Department spokeswoman Heather Nauert. But she cautioned that Washington
wasn’t planning to provide blanket exemptions to Asian countries. Iranian exports have slumped by 30 percent, or over
800,000 barrels a day, over the past six months as buyers have shunned purchases to avoid the risk of being cut off from
the U.S. financial system. Shipments are seen dropping further to less than a million barrels a day as everyone from
shipowners to port operators and insurers turn away from the Middle East nation. In a bid to keep customers, it’s offering
record discounts on its crude. Meanwhile, buyers are scrambling to find alternative supply at a time when higher crude
prices and a stronger dollar have boosted the import bills for American allies. In India, the local currency is tumbling and
public protests are flaring over higher costs before elections next year.

The South Asian country had planned to cut purchases to zero in November, but refiners later decided on limited imports
after the government asked them to subsidize retail fuel prices. A spokesman for the oil ministry didn’t respond to calls
seeking comment. For South Korea, there’s a specific need for an ultra-light form of oil known as condensate from Iran’s
South Pars fields. That’s because several of the nation’s plants are geared toward processing the grade. It had stopped
buying shipments since July and was the first among major buyers to cut imports to zero. Meanwhile, it’s been forced to
turn to alternatives from Norway to Saudi Arabia. An energy ministry spokesperson declined to comment. Japan has
temporarily halted loading Iranian oil ahead of the U.S. sanctions that take effect on Nov. 4. The Asian nation will
continue to negotiate “tenaciously” with America to maintain crude imports from the Persian Gulf state, Minister of
Economy, Trade and Industry Hiroshige Seko said last month. An official at METI declined to comment on Thursday. Top
Iranian customer China remains a wildcard. Its government has said it opposes unilateral measures by the U.S., with
which it’s fighting a trade war. During the previous round of sanctions earlier this decade, it remained the biggest buyer
from the Persian Gulf state, although purchases fell as Iranian production was squeezed. Over the past few months, the
Islamic republic’s shipments to the Asian nation have declined. Source: Bloomberg
The SIEM DAY inbound for Rotterdam Photo : Leen van der Meijden ©
Japan firms try out China’s ‘Belt and Road’ cargo

transport to Europe
Japanese and Chinese logistics firms are paving the way for an alternative route to ship cargo from Japan to Europe faster
than by sea by exploiting China’s “Belt and Road” initiative designed to improve regional cooperation and connectivity.
Major Japanese logistics firm Nissin Corp. and Sinotrans, China’s largest integrated logistics service provider, joined hands
this summer to undertake a sea-and-rail shipment trial from the Far East to Western Europe via China and Central Asia.
The trial aims to build a new
option besides sea and air
transport between the two
regions, with cargo from
Yokohama, Japan’s second-
largest port, taking 28 days to
reach Hamburg, Germany,
about a week less than marine
transport. Nissin said it
measured changes in
temperature, humidity and
shakiness in containers
through the trial to assure
customers of viable services.
The containers were shipped
to Lianyungang port in the
eastern Chinese province of
Jiangsu and transported
westward on a freight train to Khorgos, a border town and transshipment point in China’s Xinjiang-Uygur Autonomous
Region adjacent to Kazakhstan. The train passed through Kazakhstan, Russia, Belarus and Poland en route to Hamburg.
Part of the trans-Eurasian railroad is called China Railway Express, operated by state-owned China Railway. Under
Beijing’s “One Belt, One Road” cross-border infrastructure initiative, the Chinese railway firm is taking the lead to boost
cargo volume. Chinese local governments subsidize part of the shipment costs, according to Nissin. The number of freight
trains between China and Europe surged nearly twelvefold to 3,673 between 2014 and 2017, with two-thirds bound for
Europe. For the first
eight months of this
year, the number
topped that for the
whole of 2017,
according to data
cited by Nissin and
Sinotrans Japan Co.,
a local unit of the
Chinese company, at
an industry forum in
Tokyo on Sept.
14.China’s National
Development and
Reform Commission
has set a target of
operating 5,000
freight trains a year
between China and Europe by 2020. This is the third option for major shippers in Japan and South Korea, Makoto Ozeki, a
Nissin general sales manager, said in his speech at the forum.
“For business continuity plans, large corporations believe that an alternate route from Japan is crucial in case of a rise in
geopolitical tensions in the Middle East” that could hamper the sea route via the Suez Canal in Egypt, Ozeki said later in
an email interview. Currently, the shipment cost is three to four times higher than that of marine transport, said Ozeki.
But “in the future, we could shorten the duration to 21 days. Also, sea transport fees from Asia to Europe have been on
the rise,” he added. Cargo from Japan includes auto parts and daily necessities, Gao Chen, vice president of Sinotrans
Japan, said at the forum. Nippon Express Co., Japan’s largest logistics firm, also has continued similar trial shipments
since last year, transporting cargo such as car components and electrical precision parts upon request by a number of
clients. Some of the customers have experimented with it several times, Yasuo Edo at the International Business

Headquarters in Tokyo told in an email interview. The company also began participating in an experimental trial from
September through next March for Eurasian railroad shipments initiated by Japan’s economy ministry. Jialing-Honda
Motors Co., a general-purpose engine manufacturer of the Japanese automaker in Chongqing, central China, uses China
Railway Express to deliver its products to Belgium. Nippon Express handles Honda’s cargo and takes 17 days for delivery.
The engines are used for mowing machines and cultivators, among other equipment, said Toyofumi Fukushima, general
manager of both the sales division and the logistics division. “Railway transport enables us to deliver (our products) in a
timely manner” to cater to seasonable demand in spring and summer, he added. Trade volume between China and the
European Union was worth €573 billion ($657 billion) in 2017, according to the European Commission. Eurasian railway
shipments make up a tiny fraction of the value, but a sharp increase in railway freight volume is stirring hopes of
economic benefits in landlocked countries along the routes. Resource-rich Uzbekistan plans to develop railways
connecting with China and Kyrgyzstan to enhance the country’s goods exports, including mineral resources and farm
produce, while attracting investments and revitalizing its economy. “Railway transportation takes 15 days to ship goods
from China to Europe, only half the time of marine transport,” Bakhriddinov Mansur, representative director of the Japan
Uzbekistan Silk Road Foundation, said in his speech at the forum. “Cargo volume expansion could lead to low-cost
logistics.”In May, Japan and China signed a memorandum of understanding on the establishment of the Japan-China
Forum on Third Country Business Cooperation joined by a wide range of private companies and relevant ministries. The
forum’s kickoff meeting will be held in time for Prime Minister Shinzo Abe’s visit to China later this month, with the
Japanese leader and his Chinese counterpart to attend the event. The cooperation includes Japanese companies’
expansion in logistics with the use of railways between China and Europe, according to the Japanese government.
Source: The Japan Times
The LNG tanker GOLAR FREEZE leaving the Dubai Drydocks World after maintenance and having a Propeller Boss Cap
Fin fitted. Photo : Jacob Been ©
UN agencies delivering on maritime security

Maritime security is a key element of IMO's work and, over many years, the Organization has developed a number of
measures to help promote and sustain it. The focus is now on helping countries build their capacity to put these measures
into practice, IMO says in a press release. IMO regularly partners with other agencies to do this. As part of a continuing
collaboration with the UN Office on Drugs and Crime (UNODC), a national contingency-planning exercise for the
government of the Philippines was recently held in Manila (18-19 October). The objective was to help them implement
and enforce maritime safety and security legislation, with an emphasis on countering terrorism, piracy and armed robbery
against ships. The so-called "table top exercise" was designed to highlight the importance of co-operation among different

government departments and agencies. Through a range of evolving scenarios it enabled roles, responsibilities,
processes, procedures - and how these may develop - to be determined. Gaps in current policies, plans, processes and
procedures were identified, as well as areas where IMO, UNODC and other agencies might be able to help in the future.
The exercise in the Philippines followed a 2014 assessment by the UN Counter Terrorism Committee. Three other
countries in South East Asia (Indonesia, Malaysia and Vietnam) will host similar exercises during the coming months.
Source: Portnews
Docked on her maiden call in Busan South Korea the WESTERDAM is on inaugural season in Asia. #westerdamAsia2018
Photo : Westerdam@Deck Department ©
World’s largest LNG bunker supply vessel

“Kairos” started its voyage to Europe
On October 17th , 2018, the world’s largest LNG bunker supply vessel KAIROS has started its voyage from the shipyard
in South Korea to the ship’s primary area of operation in Northwest Europe, KN says in a press release. The ship, with an
LNG capacity of 7,500 m³, will be ready for operations before the end of 2018. Mahinde Abeynaike, CEO of Nauticor,
which holds 90 percent of the joint venture that charters the vessel, emphasized the crucial role of the LNG bunker vessel
for the LNG supply: “The arrival of the “Kairos” in the Baltic Sea will set a milestone for LNG as a ship fuel. From then on,
supply of LNG as a marine fuel in the Baltic Sea is secured on a large-scale basis. This is a great step for sustainable and
responsible shipping with a large impact on air and water quality. I would like to give my respect to our team and our
partners – it is a great achievement to deliver such a complex and first of its kind vessel on schedule”. Mindaugas Jusius,
CEO of Klaipėdos nafta (KN), which holds the remaining 10 percent of the joint venture, points out that the new ship will
ensure an efficient LNG reloading station service in the Port of Klaipėda (Lithuania) and offer a full LNG logistics chain in
the Baltic Sea Region to its customers. “The main advantage and ambition of the new vessel is to ensure more
competitive pricing for the LNG reloading station users. It will not only reduce the cost of the LNG supply chain, but will
also ensure the smooth and reliable service to distribution station users in Klaipėda,” noted Mindaugas Jusius The
construction of the vessel started in 2016 when the joint venture signed a time-charter agreement with ship owner
Babcock Schulte Energy (BSE). In February 2018, steel cutting took place at Hyundai Mipo Dockyard (HMD) in Ulsan,
South Korea. With a tank capacity of 7,500 m³, „Kairos“ is the world’s largest LNG bunker supply vessel. The vessel has
several other unique features, including the ballast-free design and installation of a CNG tank to store vapour return gas
from customer vessels. Source : Portnews

13-10-2018 : BC ferry POWELL RIVER QUEEN at Vancouver dry dock Photo : Robert Etchell ©
Port State Control: Inspections A new e-learning

course by SQLearn
A new course, 1031 |Port State Control: Inspections is now
available in SQLearn’s Dolphin Library and is addressed to all
personnel ashore and ship staff engaged in the preparation of
the vessel for a forthcoming port state control inspection, as
well as Managers, Superintendents, Recruitment Service
Providers and Senior ship staff. This specialized course offers
a comprehensive understanding of the requirements of the
Port State Control New Inspection Regime, as well as the
USCG and AMSA requirements, enhances awareness and
preparedness for Port State Control Inspections and helps
staff achieve compliance with the requirements concerning
safety integrity of the vessel and pollution prevention.
SQLearn, the market leading Greek company that specializes
in e-learning, provides a modern way to improve safety for
maritime by using e-learning for the advancement of maritime
training with flexible, interactive and reflective learning
techniques. SQLearn’s services include the Dolphin Library, a
library of e-learning courses that cover national, international
and flag requirements and are of a great importance in the
field of safety training. Dolphin Library’s courses are all
designed according to the latest e-learning standards, are
interactive and use multimedia elements like narration and 3D
videos. E-learning courses are offered with an innovative hardware solution for onboard training called Dolphin Box. Using
Dolphin Box the crew manager can manage and monitor the training process across the fleet in real time while all
seafarer trainings (e-learning, ashore trainings, drills) are kept in a complete seafarer training record. E-learning facilities
and e-learning courses are certified according to relevant ABS standards. Source: SQLearn
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The PARAGON M 1162 for maintenance at Lamprell/Sharjah Photo : Herbert Westerwal – West Coasting ©
Testbed established for Internet of Ships Open

Platform
On October 18, a testbed was established for an Internet of Ships Open Platform (IoS-OP), and for the test NYK provided
a next-generation onboard IoT platform that the company has been developing with MTI Co. Ltd., an NYK Group
company, and Nippon Telegraph and Telephone Corporation (NTT), NYK said in its press release. The NYK Group will
proactively make use of the IoS-OP to improve safety and reduce environmental loads, and thus create an innovative,
new business model. The IoS-OP consortium was launched in June 2018 by ShipDC, a ship data center established by
Nippon Kaiji Kyokai (Class NK) aimed at establishing an open and common platform to share data collected from vessel
operation throughout the entire maritime industry. NYK joined as core member of the consortium, which includes 45 other
companies, including shippers, shipyards, and manufacturers. When conducting the test by satellite for transmitted and
received data between onboard data-collecting equipment and equipment onshore, many limitations exist due to the
arrangement between related parties, ship schedules, etc. To solve this problem, ShipDC established a testbed for IoS-OP
at an NK information center located in Chiba, Japan, so as to be able to conduct tests in an environment that is very

similar to the one found on board. The NYK Group previously worked to gather and use operation data from 2008, and
was able to reduce fuel consumption and detect engine failure at an early stage. Moreover, from last September the NYK
Group teamed up with the NTT Group to develop a next-generation onboard IoT platform by adding a new system that
would enable the remote distribution and management of onboard applications from land offices. This IoT platform
complies with ISO19847/19848 (standard for shipboard data servers to share field data on the sea and standard data for
shipboard machinery and equipment). NYK is providing this next-generation onboard IoT platform testbed so that the
consortium will be able to test software that needs to be frequently updated and collect data through a standardized
system. The NYK Group expects this will accelerate data collecting and further optimize data use. The NYK Group will
proactively make use of the IoS-OP to improve safety and reduce environmental loads, and thus create an innovative by
making use of the latest digital technology, such as autonomous operation technology and condition-based maintenance
to create solution. In its medium-term management plan “Staying Ahead 2022 with Digitalization and Green” released in
March, NYK announced a strategy to achieve sustainable growth. The NYK Group will continue to advance digitalization by
collaborating with various partners and making use of the group’s operational expertise and accumulated data to create
new value. Source : Portnews
The MSC CARLOTTA moored in the Deurganckdock in Antwerp Photo : Piet Dubbeldam ©
Offshore wind farms to test business in deep water

As wind turbines become increasingly familiar sights along shorelines, developers of offshore floating platforms, which
harness the powerful winds further out to sea, are seeking to establish their technologies as a major viable source of
clean energy. Bottom-fixed offshore wind turbines – with foundations in the seabed – face depth constraints and can only
be used in relatively shallow coastal waters. Floating offshore platforms can instead be built and installed in almost any
marine environment. They are cheaper to run and install, more environmentally friendly to sea life, and have greater
output, according to those behind the technologies. What's more, positioning the turbines well offshore exposes them to
the generating power of stronger winds. ‘The further you get from the coast, the more wind you normally get,’ said José
Pinheiro, project coordinator of energy company EDP Renewables. The energy company is part of the WindPlus
consortium, set up by Energias de Portugal, REPSOL and Principle Power Inc., which has secured a €60 million loan from
the European Investment Bank under the InnovFin Energy Demonstration Projects instrument. This will allow it to scale
up a pilot demonstration project, WindFloat, and take it out to deeper water. ‘With this WindFloat technology you have
the ability to harness the wind where you have it most,’ Pinheiro said, adding that this meant there were many more
potential sites than are available for bottom-fixed wind power.A 2017 study showed that wind power generation over
some ocean areas can exceed power generation on land by a factor of three or more. However, the technology is mostly
still at testing phase as the bases of floating turbines need to be engineered differently from their near-shore
counterparts. Pinheiro said the new financing for the WindFloat Atlantic project, to be installed at a site off the northern
coast of Portugal, is crucial to showing the commercial viability of the technology. It is also a long-term test of its
technical attributes in tough conditions. The three-column, semi-submersible platform will be mounted with an 8.4
megawatt turbine, floating in waters 85 to 95 metres deep. It is anchored at three points, as is common for oil and gas
production facilities in deep water.

‘Scaling up can reduce the unit costs a lot, so we are really contributing to showing that offshore floating can achieve the
targets that have been set for it,’ Pinheiro said. ‘It can also show the convergence of the technology with business
opportunities around the globe.’ WindFloat Atlantic seeks to take advantage of onshore construction and assembly to
reduce costs, and it is not alone in choosing that path. ‘The further you get from the coast, the more wind you normally
get. José Pinheiro, project coordinator, EDP Renewables Ocean Flow Energy, based in northeast England, leads the
FLOWSPA project to develop a novel offshore wind support platform – Starfloat – based on two well-known platform
systems used in offshore oil and gas production. Project coordinator Graeme Mackie says their design consists of a
floating spar, a structure used in deep water oil production that looks ‘like a tower that floats (vertically) in the sea’ which
is moored by chains and anchors in the seabed. Normally, spars have to be immersed in extremely deep water, so to
reduce this requirement, the team has added a semi-submerged buoyancy 'collar’ made up of several floats that surround
the neck of the spar at the waterline and keep it raised. This hybrid satisfies stability and motion demands even in harsh
environments. FLOWSPA engineers devised an assembly strategy that allows the platform to be readily built at existing
onshore shipyards, and enlists the local economies, which have been in decline in many parts of the world. The turbine is
then towed out to deep water. The simplicity of the design, the use of existing shipbuilding facilities and nearby assembly
rather than the on-site construction of fixed installations, as well as the cheaper deployment of the complete platform, all
contribute to reducing costs, Mackie said. Their target is to generate electricity at about 60 euros per megawatt-hour –
competitive with current inshore wind farms – for a large-scale facility.
‘(This) is achievable if you build these devices in serious production,’ Mackie added.
To get deep sea wind platforms up and running quickly, the Spanish SATH project has taken a different approach to its
design, which comprises a twin hull with submerged plates, and is built mostly from concrete, rather than steel. It is built
and assembled onshore and then towed to its final position and hooked up – at a single point - to pre-installed mooring
chains. ‘It can rotate around, so it is always facing the wind,’ said David Carrascosa, chief technology officer at Saitec
Offshore Technologies, coordinator of the project. ‘The mechanical connection (for the mooring point) is through a
bearing, and the electrical connection through a rotating electrical swivel.’ Having a single connection point and power
transmission cables out at sea allow the platform to be quickly connected to the mooring infrastructure. Being able to
construct onshore and rapidly install the platforms mean that SATH bypasses the costly weather problems that can disrupt
more time-consuming and complicated installations Carrascosa said the platform’s materials and construction approach,
using local resources, means it can be mass-produced at sites around the world, close to where the wind turbines will be
deployed. With lower capital and operating expenses come major cost savings over the lifetime of the platform,
particularly in depths greater than about 50 metres. ‘By making offshore floating wind production more competitive, we
can see a big market ahead, and that is a goal for all of us,’ Carrascosa said. Despite the projects’ different approaches to
engineering and materials, all say they have embraced methods of construction and installation that reduce their impact
on sea life, compared to fixed installations. With much of the construction and assembly done onshore or nearby, the
projects can minimise the noise levels that researchers cite as a major problem for marine mammals. Carrascosa said that
disruption is also reduced by avoiding the need to embed major structures in the seabed. ‘People (in the industry) are
really aware of these issues affecting the mammals and that is something you can avoid by using floating solutions,’ he
added. Source: horizon-magazine

The CLAMOR SCHULTE outbound from Antwerp Photo : Marian de Groot ©
Date set for mega Hong Kong-China bridge

opening: Oct 24
The world's longest sea bridge, connecting Hong Kong, Macau and the Chinese mainland will open to traffic next
Wednesday (Oct 24), officials said, after complaints about the secrecy surrounding the project. A grand opening
ceremony had already been announced for the day before in the southern mainland Chinese city of Zhuhai - possibly
attended by China's President Xi Jinping Hong Kong lawmakers have criticised a lack of transparency over when traffic will
be able to use the bridge, while local bus companies have also complained about being kept in the dark. The 55km
crossing, which includes a snaking road bridge and underwater tunnel, links Hong Kong's Lantau island to Zhuhai and the
gambling enclave of Macau, across the waters of the Pearl River Estuary. Construction of the massive infrastructure
project began in 2009 and has been dogged by delays, budget overruns, corruption prosecutions and the deaths of
construction workers. Supporters of the bridge promote it as an engineering marvel, while others see it as a costly

political project designed to further integrate Hong Kong into the mainland at a time when Beijing is tightening its grip on
the semi-autonomous city. Source : Straitstimes
NAVY NEWS
Built by Joop Marechal from carton in scale 1;700 the former Dutch gun cruiser DE RUYTER
Photo : Piet Sinke www.maasmondmaritime.com (c)
US Navy helicopter crashes on USS Ronald

Reagan off Philippines; sailors hurt
By : Jane Onyanga-Omara
Spectators watch the US Navy's Nimitz-class aircraft carrier USS RONALD REAGAN sailing during the International Fleet
Review in the sea of Seogwipo, off the island of Jeju, South Korea, 11 October 2018.
A number of sailors were injured Friday when a U.S. Navy helicopter crashed on the flight deck of the USS RONALD
REAGAN aircraft carrier in the Philippine Sea. The Navy’s 7th Fleet said in a statement that the MH-60 Seahawk "made
an emergency landing and crashed" shortly after takeoff at about 9. a.m. local time while the carrier was undertaking
routine operations off the Philippine coast. The statement did not specify how many sailors were hurt. Task Force 70
spokesman Lt. Cmdr. Matt Knight said 12 people were injured, military newspaper Stars and Stripes reported. Knight said
four air crewmembers were aboard the helicopter when it crashed, according to Stars and Stripes. The Navy said the
injured were in stable condition for non-life threatening injuries ranging from minor abrasions and lacerations to fractures.
It said the most seriously injured were evacuated to a hospital in the Philippines, while the others were being evaluated
by the carrier's medics. "The cause of the mishap is under investigation," the 7th Fleet statement said. The aircraft

carrier has resumed flight operations, it added. Last week, USS RONALD REAGAN took part in the international naval
review off Jeju, a South Korean island. Source : USA Today
SHIPYARD NEWS
U.S. firm Lockheed Martin gets first crack to
design $60B warship fleet
The Canadian federal government is giving U.S. defence giant Lockheed Martin the first crack at inking a contract to
design Canada's $60-billion fleet of new warships. Government officials say Lockheed's proposed design beat out two rival
submissions in what has been a long and extremely sensitive competition to design replacements for the navy's entire
frigate and destroyer fleets. While the announcement marked the start of an important new phase in the largest and most
expensive military purchase in Canadian history, it could also prove to be extremely controversial as some had questioned
why the bid was allowed in the first place. Still, Lockheed executives may not be popping the champagne just yet.
Negotiators for both sides as well as Halifax-based Irving Shipbuilding, which will actually build the vessels, must now
work out details -- including the final cost -- before an actual contract is awarded. The stakes will be high for both sides,
with hundreds of millions of dollars in play as well as pressure to make up for lost time as numerous delays -- including in
the design competition -- have pushed the schedule for construction. Irving has warned that it could be forced to lay off
hundreds of employees if work on the warships is not ready to start by the time it finishes building the navy's new Arctic
patrol ships in 2021 or 2022. The Defence Department's head of military procurement, Patrick Finn, acknowledged the
need for urgency. But he also noted the need for care as whatever decisions are taken during the negotiations could have
ramifications on the navy and taxpayers for decades. "So it behooves us to stop and make sure we do the final checks in
all of the areas," Finn said this week in an interview.
The HARRY DEWOLF under construction at Irving Shipbuilding in Halifax

Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo & hyperlink in text !
Lockheed's victory is likely to be contentious as the federal government had originally said it wanted a "mature design,"
which was widely interpreted as meaning a vessel that has already been built and used by another navy. But the Type 26
frigate, upon which Lockheed's proposal is based, is only now being built by the British government and has not been
used on operations. The federal government has reserved the right to walk away from the talks -- if Lockheed drives too
hard a bargain -- and negotiate with the second-place bidder, which was not identified. However, officials hope that won't
be necessary and a contract will be signed this winter. "We have notional time frames allocated," said Andre Fillion, who
oversees military and naval projects with Public Services and Procurement Canada. "And should everything go according
to plan, we're looking at winter 2019 for the award of the contract. If it doesn't go according to plan, then we go to Plan
B -- and obviously that would take longer. Lockheed's design was up against a pitch by U.S.-based defence company
Alion, which proposed a design based on a Dutch frigate, and Spanish firm Navantia's proposal, which was modelled on a
frigate used by the Spanish navy. One of the big questions heading into the negotiations will be how much of Lockheed's
design will need to be changed to reflect the navy's needs and how much the navy will have to shift its requirements
because changing the design will take more time and money. Government negotiators are also facing a potential battle
over the amount of intellectual property that Lockheed will be required to hand over, which Ottawa wants so it can
operate and maintain the vessels on its own after they are built. Companies had originally been told that the winner

would be required to turn over the full blueprints, but after significant resistance the two sides agreed the matter would
be negotiated before a contract is awarded. Officials remain focused on getting "the intellectual property access and
rights that we need to not only build the ship but also to operate and maintain it for its entire life cycle," Fillion said.
Source : CTV News
ROUTE, PORTS & SERVICES
The Maassluis <> Rozenburg ferry BLANKENBURG under tow of the GEPKE 3 passing Dordrecht enroute from
Drimmelen back to Maassluis Photo : Joop van Toorn ©
Stolt-Nielsen’s signing a strategic joint venture

investment with Golar LNG Ltd and Höegh LNG
By : Michael Patrini.
Eversheds Sutherland has advised Stolt-Nielsen LNG Holdings Ltd and Avenir LNG Ltd in connection with the investment
by Stolt, Golar LNG Ltd and Höegh LNG Holdings Ltd. of US$182 million into Avenir. This investment will enable Avenir to
pursue opportunities to deliver LNG to areas of stranded demand, as well as the development of LNG bunkering
capabilities. Stolt remains the largest shareholder of Avenir with ownership of 50%. Golar LNG Ltd and Höegh LNG
Holdings Ltd. each hold a 25% share. The investment will be contributed as cash and equity-in-kind and will fund the
construction of six small-scale LNG carriers, a small-scale storage terminal and regasification facilities. Avenir was formed
by Stolt in 2017 to provide LNG to markets lacking access to natural gas pipelines. With this joint investment, Stolt will
consolidate all its LNG activities into Avenir, including four LNG new buildings on order at Keppel Singmarine in Nantong,
China and the joint-venture LNG terminal and distribution facility to be constructed in the port of Oristano, Sardinia.
Avenir plans to source and ship LNG to the terminal using small LNG carriers, and to distribute the LNG in trucks and
through regasification into local network grids. In addition, Avenir plans to order two further small-scale LNG carriers.
Listed on the Oslo stock exchange, Höegh LNG is a leading worldwide owner and operator of floating LNG import
terminals, floating storage and regasification units (FSRUs), and one of the most experienced global operators of LNG
Carriers (LNGCs). Its vision and strategy is to develop its business through an extended service offering, with large-scale
FSRUs as its main product, and to focus on establishing long-term contracts with attractive risk-adjusted returns involving

credible counterparts. Eversheds Sutherland’s Dubai based corporate team led on the transaction and included principal
associate Hani Nassef, associate Eliza Grant and partners Iwan Walters and Zeid Hanania (picture). Support was provided
by UK based partners Antony Walsh (corporate), Danny Blum (employee incentives) and Peter Harper (competition);
associate Todor Papanov (competition); and trainee Inaya Homoud (corporate). Dutch law support was provided by
Amsterdam based partner Tom van Wijngaarden, associate Laetitia Goor and trainee Carola De bruijn. Watson Farley &
Williams advised Höegh LNG Holdings Ltd. on the deal with a London team led by Corporate Partner Mark Tooke, working
closely with Partner and Global Maritime Sector Head Lindsey Keeble. Energy & Infrastructure Senior Associate Emmanuel
Ninos and Associate Craig Bruce provided support on construction law matters, with Competition Partner Jeremy Robinson
and Senior Associate Vineet Budhiraja advising Höegh LNG on the regulatory and competition law aspects of the
transaction. Source : globallegalchronicle
The KATHE WESSELS moored in Copenhagen Photo : Bram Belder ©
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MOL's newbuilt LNG carrier to serve Mitsui & Co

Mitsui O.S.K. Lines, Ltd. (MOL) has announced the delivery of the LNG carrier MARVEL EAGLE .
Before the delivery, on 5 September, a naming ceremony was held at the Kawasaki Heavy Industries, Ltd. Sakaide
Shipyard before a large crowd of onlookers and representatives of the companies involved. The vessel is the first of three
newbuilding LNG carriers, for which MOL and Mitsui & Co., Ltd. signed charter contracts in September 2014 and January
2015. Its main assignment will be transporting LNG from the Mitsui & Co. backed Cameron LNG project in the US state of
Louisiana. The MARVEL EAGLE is the first vessel equipped with the high-performance ship operation data collection
device, which serves as the foundation of the FOCUS project that MOL recently announced and started putting into action.
Detailed voyage and engine data on actual voyages will be collected from the vessel during operation and stored in a
cloud-based data platform to develop applications. Source: lngindustry

The RESOLVE HERCULES in the port of Gibraltar Photo : Francis Ferro ©
Asia Oil Buyers Said to See More Chance for U.S.

Waivers on Iran
Asian buyers of Iranian oil are gaining confidence they will win U.S. consent for some imports to continue even after
American sanctions snap back next month. Major Iranian customers South Korea, India and Japan are in talks with
Washington for waivers, highlighting the specific reasons they need to continue purchases, according to people familiar
with the discussions. Despite the upbeat tone, the exemptions from the U.S. haven’t been finalized and may not end up
being approved, they said, asking not to be identified because the negotiations are confidential. The U.S. has so far
insisted that all purchases from Iran must drop to zero in an effort to put pressure on the Islamic republic to negotiate a
new nuclear deal, after President Donald Trump in May walked away from a 2015 pact negotiated by Barack Obama.
Even before American sanctions take effect, the oil market has tightened beyond what the White House expected, briefly
sending Brent crude to a four-year high over $85 a barrel. If South Korea, India and Japan obtain waivers, it’s likely to be
for lower imports than in the past with a commitment to continue reducing purchases over time. “We evaluate waivers on
a case by case basis,” said U.S. State Department spokeswoman Heather Nauert. But she cautioned that Washington
wasn’t planning to provide blanket exemptions to Asian countries. Iranian exports have slumped by 30 percent, or over
800,000 barrels a day, over the past six months as buyers have shunned purchases to avoid the risk of being cut off from
the U.S. financial system. Shipments are seen dropping further to less than a million barrels a day as everyone from
shipowners to port operators and insurers turn away from the Middle East nation. In a bid to keep customers, it’s offering
record discounts on its crude. Meanwhile, buyers are scrambling to find alternative supply at a time when higher crude
prices and a stronger dollar have boosted the import bills for American allies. In India, the local currency is tumbling and
public protests are flaring over higher costs before elections next year. The South Asian country had planned to cut
purchases to zero in November, but refiners later decided on limited imports after the government asked them to
subsidize retail fuel prices. A spokesman for the oil ministry didn’t respond to calls seeking comment. For South Korea,
there’s a specific need for an ultra-light form of oil known as condensate from Iran’s South Pars fields. That’s because
several of the nation’s plants are geared toward processing the grade. It had stopped buying shipments since July and
was the first among major buyers to cut imports to zero. Meanwhile, it’s been forced to turn to alternatives from Norway
to Saudi Arabia. An energy ministry spokesperson declined to comment. Japan has temporarily halted loading Iranian oil
ahead of the U.S. sanctions that take effect on Nov. 4. The Asian nation will continue to negotiate “tenaciously” with
America to maintain crude imports from the Persian Gulf state, Minister of Economy, Trade and Industry Hiroshige Seko
said last month. An official at METI declined to comment on Thursday. Top Iranian customer China remains a wildcard. Its
government has said it opposes unilateral measures by the U.S., with which it’s fighting a trade war. During the previous

round of sanctions earlier this decade, it remained the biggest buyer from the Persian Gulf state, although purchases fell
as Iranian production was squeezed. Over the past few months, the Islamic republic’s shipments to the Asian nation have
declined. Source: Bloomberg
The ROLLDOCK STORM with onboard 3 large Liebherr cranes navigating the Dutch Coastal waters
Photo : Flying Focus Aerial Photography www.flyingfocus.nl ©
Van Oord to deploy two vessels at West White

Rose
Husky Energy has contracted Van Oord to perform installation works for the West White Rose project offshore
NewfoundlandThe West White Rose project will feature a fixed wellhead platform consisting of a concrete gravity
structure (CGS) supporting an integrated drilling and production topsides. This fixed drilling platform will be tied back to
the FPSO SeaRose. First oil is expected in 2022.The scope of work for Van Oord is divided in four phases: seabed
preparation, ballasting activities, flowline protection, and scour protection. The company will deploy its flexible fallpipe
vessels Nordnes and Stornes to carry out the work.Before positioning the CGS, a seabed preparation layer will be
installed. As part of the preparations for tow-out of the CGS, the flexible fallpipe vessels will offload ballasting material
directly into the CGS compartments. After installation of the CGS, Van Oord will install scour and flowline protection
around the CGS and the flowlines. Source : offshore-mag
FESCO wins tender for supplying Indian

Research Stations in Antarctica in 2019
FESCO Transportation Group says it has signed a contract with the National Centre for Polar and Ocean Research
(NCPOR, Ministry of Earth Sciences, Government of India) for supplying the Indian research stations in Antarctica in 2019.
According to the terms of the contract, FESCO icebreaker ship “Vasiliy Golovnin” is to deliver general cargo, food
products, fuel to the Indian Antarctic stations Bharati and Maitri. NCPOR scientists will also join to this expedition aboard
FESCO vessel to carry out scientific activities in the polar. The diesel-electric ship “VASILY GOLOVNIN” will start its
Antarctic voyage, under the command of FESCO Captain Iksan Yusupov, at the port of Cape Town in January 2019 and
the voyage will last for three months. NCPOR representatives arrived in Vladivostok to discuss the 38th Indian Antarctic
research expedition in details. In the port of registry of " VASILY GOLOVNIN " Indian scientists inspected FESCO vessel,

assessed its technical condition and crew preparation for departure to Antarctica. FESCO has extensive experience in
Antarctica and has repeatedly participated in government projects for supplying the Chilean and Argentine polar research
stations. For 60 years of work at the polar stations, FESCO crews loaded and unloaded cargo onto the ice and unequipped
shore, the majority of these cargo operations were the most difficult and unique ones. Source : portnews
…. PHOTO OF THE DAY …..
The BALOE visiting the PUGNAX at Scheveningen anchorage on 19 October 2018.

Photo : Nordin Benamar ©
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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2018 – 294

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EVENTS, INCIDENTS & OPERATIONS

The EVER GOLDEN outbound from Antwerp Photo : Willem Kruit ©

Securitas installing cameras in the Port of

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Tankers In Demand as Shipowners Are Making

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PAVLOS T (ex LEDRA IV) in Malta Photo : Michael Cassar ©

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New Falck training centre on the Maasvlakte

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KNVTS Schip van het Jaar Prijs 2018 presentatie

alfabetische volgorde presenteerden: Damen

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KNVTS is de afkorting voor ‘Koninklijke Nederlandse Vereniging van Technici op Scheepvaartgebied’. De

Ook lid worden van de KNVTS ? KLIK HIER

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The AS PALINA outbound from Rotterdam

Blount to Build Icebreaking Tug for NYPA

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The SALAHUDDIN moored at the Noordzeeterminal in Antwerp last Friday

Stena Line's battery hybrid vessel completes its

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APM SELLS ALIAĞA TERMINAL STAKE

APM Terminals invests in West African Ports,

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Boskalis, Van Hattum en Blankevoort and

Asia Oil Buyers Said to See More Chance for U.S.

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Japan firms try out China’s ‘Belt and Road’ cargo

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UN agencies delivering on maritime security

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World’s largest LNG bunker supply vessel

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Port State Control: Inspections A new e-learning

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Testbed established for Internet of Ships Open

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Offshore wind farms to test business in deep water

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The CLAMOR SCHULTE outbound from Antwerp Photo : Marian de Groot ©

Date set for mega Hong Kong-China bridge

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US Navy helicopter crashes on USS Ronald

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The HARRY DEWOLF under construction at Irving Shipbuilding in Halifax

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ROUTE, PORTS & SERVICES

Stolt-Nielsen’s signing a strategic joint venture

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The KATHE WESSELS moored in Copenhagen Photo : Bram Belder ©

PLEASE MAINTAIN YOUR MAILBOX, DUE TO NEW POLICY OF THE

MOL's newbuilt LNG carrier to serve Mitsui & Co

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The RESOLVE HERCULES in the port of Gibraltar Photo : Francis Ferro ©

Asia Oil Buyers Said to See More Chance for U.S.

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Van Oord to deploy two vessels at West White