CLIPPER #7_2017 29 maart 2017

TENDERS (OPENBARE AANBESTEDINGEN) ..................................................................................... 6

GENERAL NEWS ................................................................................................................................... 7
REGULATIONS .................................................................................................................................. 7
 France proposes making the Mediterranean an ECA ..................................................................... 7
 Future of shipping fleet hands in the balance of coming regulations, as ship owners ponder
whether to scrap or retrofit?.......................................................................................................... 7
 Nederland voor verbod stookolie op Noordpool ........................................................................... 8
TECHNOLOGY, INNOVATION .......................................................................................................... 9
 The ‘ghost ship’ set to be the future of shipping ........................................................................... 9
 Shipping faces serious disruption unless it learns to embrace new technology: Wärtsilä .......... 10
 Can blockchain help design a better maritime internet? ............................................................. 11
 Shipping embraces digital transformation without necessarily knowing what it all means ........ 12
 Stena enlists Rolls-Royce for ‘intelligent awareness’ system ....................................................... 13
 MacGregor and Rolls-Royce to explore implications of autonomy for container ships .............. 14
LNG .................................................................................................................................................. 14
 LNG-fuelled fleet hits 200 ship mark ............................................................................................ 14
 Rotterdamse haven wil draaien op bio-LNG ................................................................................ 17
 New IGU report highlights significant role of LNG in cleaner marine transport .......................... 18
 LNG bunkering is an idea whose time hasn’t come (yet) ............................................................. 19
PROPULSION, STEERING, POWER .............................................................................................. 20
 Shipowners in “wait and see” mode ahead of 2020 sulphur cap, as uncertainty looms large .... 20
 Maersk tanker gaat varen op windenergie (+video) .................................................................... 21
 Feature: Methanol’s use as marine fuel to hinge on commercial aspects................................... 22
 Shipping industry likely to use gasoil from 2020: industry expert ............................................... 23
 MAN Rollo schakelt volledig over op common rail ...................................................................... 24
 MaK populair in cruisevaart ......................................................................................................... 25
MATERIALS & EQUIPMENT (EXCL. ENGINES & STEEL) ............................................................ 27
 Incentive for scrubbers driven by $200/mt price differential: shipowners ................................. 27
 ‘Global Water Intelligence’ Breaks Down Race to Supply $50 Billion in Ballast Water Treatment
Systems ......................................................................................................................................... 27
 Cathodic protection contract ....................................................................................................... 29
 Meeting The Global Standard For Ballast Water Discharge ......................................................... 30
 PPG Said to Prepare New Akzo Bid After $22.4 Billion Failed ...................................................... 31
 Post Appointed COO of Radio Holland ......................................................................................... 32

1
 New Fuel Regs Drive Scrubber Business ....................................................................................... 32
SHIPBUILDING & DESIGN, SHIPYARD NEWS ............................................................................. 33
 Newbuilding Orders Poised To Increase as Interest Mounts Up.................................................. 33
 New Dutch dive survey craft ........................................................................................................ 34
 In Depth: Standard Coaster Converted into Cement Carrier ....................................................... 34
 Wijnne Barends laat zes nieuwe schepen in India bouwen ......................................................... 35
 Welsh patrol vessels, built in Wales ............................................................................................. 35
 Baltiysky Zavod to secure contracts for construction of two more LK-60 icebreakers in 2018 ... 37
 Odfjell in for two Hudong-Zhonghua dual fuel chemical tankers ................................................ 37
 Fincantieri is close to a deal for STX France ................................................................................. 38
 Mitsubishi Heavy Considers Spinning Off Shipbuilding Operations ............................................. 38
 Cobelfret places rare Oshima bulker orders ................................................................................ 38
 Japanese Orderbook: Down But Showing Staying Power ............................................................ 38
 Hyundai Heavy Industries to halt another dock operation .......................................................... 38
 Japanese Mitsubishi to start work on shipyard project in July 2017: SCA Chairman ................... 38
 SunStone Eyes Up to Ten Expedition Cruise Ships ....................................................................... 38
 Daewoo Shipbuilding to focus on specialty vessels, eyes turnaround in 2017 ............................ 38
 India’s Largest State-Run Shipbuilder Files For IPO ...................................................................... 38
 BCL orders new vessel for Bermuda service................................................................................. 38
 Fincantieri’s Takeover of VARD Comes Up Short ......................................................................... 38
 Hanjin Philippines gets order to make 4 VLCC’s at Subic ............................................................. 38
SHIP MAINTENANCE, REPAIR & CONVERSION .......................................................................... 39
 Van Oord tekent contract met Damen voor modificatie van offshore installatieschip Aeolus ... 39
 Ulstein Verft is about to complete ship service on the sixth ship this year ................................. 39
NAVAL .............................................................................................................................................. 40
 LIMA 2017: Damen Unveils its new MRSS Design Proposal for Royal Malaysian Navy ............... 40
 Goa Shipyard nominated to build two stealth frigates for the Indian navy ................................. 41
 Boustead chosen for work on China-built littoral mission ships for Malaysia ............................. 41
 LIMA 2017: MMEA unveils design of new helicopter-capable OPV platform .............................. 41
 Russia’s naval shipyards fully booked with orders till 2023 ................................................ 41
 Turkey’s STM competing for Colombian navy frigate bid ............................................................ 41
 Multipurpose / Heavy lift / Project cargo ships ............................................................................ 41
 Drewry: Light at the end of the tunnel for the multipurpose shipping market ........................... 41
SUPER & MEGA YACHTS .............................................................................................................. 42
 Heesen signs order for 55m yacht ‘Alida’ ..................................................................................... 42
 Koop eens een ijsbreker ............................................................................................................... 43
 Dutch firms join forces ................................................................................................................. 45
 Lynx Yachts acquires shipyard ...................................................................................................... 46
 Denmark sanctions entire Burmese teak industry ....................................................................... 46
 Benetti Building Megayacht for Tokyo Government Use ............................................................. 47
OIL & GAS, OFFSHORE ENERGY, DEEP SEA MINING ............................................................... 48
 C-Job to Provide Basic Design for DEME’s Orion .......................................................................... 48
 Digging deep: the new seafloor industry...................................................................................... 49
 GustoMSC Debuts Self-propelled Cantilever Jack-up................................................................... 50

2
  NAM bouwt nieuw productieplatform ......................................................................................... 51
 Bouw meer windparken op zee cruciaal voor Van Oord .............................................................. 51
 “Twisties” to Aid Offshore Wind Logistics .................................................................................... 53
 Russia’s Novatek to invest almost $417 million in shipyard for Arctic projects........................... 54
 Oil Majors Plunge Into Industry That May Hurt Fossil Fuel .......................................................... 55
 Russia Plans $113 Billion Total Spend on Dozens of Oil, Gas Projects ......................................... 56
 Uncertain Times Offshore Nigeria? .............................................................................................. 56
 Auditor casts serious doubts on Nam Cheong ............................................................................. 56
 Lamprell sees tough year ahead, recovery only in 2018 .............................................................. 56
 Russia to cut imports of offshore equipment 50% by 2025 ......................................................... 56
INLAND SHIPPING (BINNENVAART) ............................................................................................. 57
 New order for Shipyard De Hoop ................................................................................................. 57
 NEW ORDER FOR SHIPYARD DE HOOP ........................................................................... 57
 Containerschip van toekomst komt er aan .................................................................................. 57
 Minder strenge eisen voor estuaire vaart .................................................................................... 57
VISSERIJ (FISHERIES) ................................................................................................................... 58
 Bodewes bouwt eerste kotter met elektrische Fly-shoot lieren .................................................. 58
 Beste resultaat visserij in 50 jaar .................................................................................................. 58
 German Federal Office for Agriculture and Food awards Damen Fisheries Research Vessel
contract......................................................................................................................................... 60
 WR 50 krijgt heel eigen lijnenplan ................................................................................................ 61
SHIPPING, PORTS, FINANCE, OTHER GENERAL NEWS ........................................................... 62
 Stratfor: Why the Global Shipping Industry Will Be Tough to Salvage......................................... 62
EUROPE (INCL. TURKEY & RUSSIA) ................................................................................................ 64
NEDERLAND (THE NETHERLANDS) ............................................................................................. 64
 Scheepswerf failliet, 56 mensen op straat ................................................................................... 64
 Pleidooi voor duurzame redding scheepsbouw ........................................................................... 65
 Schultz fel tegen brug over het IJ ................................................................................................. 65
BELGIË (BELGIUM) ......................................................................................................................... 67
 Minder strenge eisen voor estuaire vaart .................................................................................... 67
 Cobelfret places rare Oshima bulker orders ................................................................................ 68
DUITSLAND (GERMANY) ............................................................................................................... 69
 German Federal Office for Agriculture and Food awards Damen Fisheries Research Vessel
contract......................................................................................................................................... 69
FRANKRIJK (FRANCE) ................................................................................................................... 69
 Fincantieri is close to a deal for STX France ................................................................................. 69
ITALIË (ITALY) ................................................................................................................................. 69
 Benetti Building Megayacht for Tokyo Government Use ............................................................. 69
 Fincantieri’s Takeover of VARD Comes Up Short ......................................................................... 70
 Fincantieri is close to a deal for STX France ................................................................................. 71
VERENIGD KONINKRIJK (UK) ........................................................................................................ 71
 Brexit: Hitting home ..................................................................................................................... 71
 Welsh patrol vessels, built in Wales ............................................................................................. 72
NOORWEGEN (NORWAY) ............................................................................................................. 72
 Ulstein Verft is about to complete ship service on the sixth ship this year ................................. 72

3
  Odfjell in for two Hudong-Zhonghua dual fuel chemical tankers ................................................ 73
 Fincantieri’s Takeover of VARD Comes Up Short ......................................................................... 73
RUSLAND (RUSSIA)........................................................................................................................ 73
 Russia Plans $113 Billion Total Spend on Dozens of Oil, Gas Projects ......................................... 73
 Russia will subside ship recycling and boost shipbuilding ............................................................ 74
 Russia’s naval shipyards fully booked with orders till 2023 ......................................................... 74
 Russia to cut imports of offshore equipment 50% by 2025 ......................................................... 75
 Russia’s Novatek to invest almost $417 million in shipyard for Arctic projects........................... 75
 Baltiysky Zavod to secure contracts for construction of two more LK-60 icebreakers in 2018 ... 75
TURKIJE (TURKEY)......................................................................................................................... 76
 Turkey’s STM competing for Colombian navy frigate bid ............................................................ 76
ASIA, PACIFIC, AUSTRALIA ............................................................................................................... 77
CHINA .............................................................................................................................................. 77
 China wields new power in shipping ............................................................................................ 77
 SunStone Eyes Up to Ten Expedition Cruise Ships ....................................................................... 77
 Bohai Shipbuilding caught up in $567m loan fraud ..................................................................... 78
 BCL orders new vessel for Bermuda service................................................................................. 78
 Boustead chosen for work on China-built littoral mission ships for Malaysia ............................. 78
 Odfjell in for two Hudong-Zhonghua dual fuel chemical tankers ................................................ 78
FILIPPIJNEN (PHILIPPINES) .......................................................................................................... 78
 Hanjin Philippines gets order to make 4 VLCC’s at Subic ............................................................. 78
INDIA ................................................................................................................................................ 79
 Goa Shipyard nominated to build two stealth frigates for the Indian navy ................................. 79
 India’s Largest State-Run Shipbuilder Files For IPO ...................................................................... 80
 Wijnne Barends laat zes nieuwe schepen in India bouwen ......................................................... 81
JAPAN .............................................................................................................................................. 82
 CEO of Japan’s second largest shipbuilder announces restructuring, takes swipe at Korean rivals
...................................................................................................................................................... 82
 Cobelfret places rare Oshima bulker orders ................................................................................ 82
 Mitsubishi Heavy Considers Spinning Off Shipbuilding Operations ............................................. 83
 Japanese Orderbook: Down But Showing Staying Power ............................................................ 84
 Japanese Mitsubishi to start work on shipyard project in July 2017: SCA Chairman................... 85
 Benetti Building Megayacht for Tokyo Government Use ............................................................. 85
KOREA ............................................................................................................................................. 85
 Regulators Prepare Bankruptcy "Plan B" for DSME ..................................................................... 85
 Hyundai Heavy Industries to halt another dock operation .......................................................... 86
 Daewoo Shipbuilding to focus on specialty vessels, eyes turnaround in 2017 ............................ 86
 Korean financial authorities under fire for inflating economic toll from DSME fall ..................... 87
 Opnieuw moet Daewoo Shipbuilding aankloppen bij overheid voor geld................................... 88
MALEISIË (MALAYSIA) ................................................................................................................... 88
 Boustead chosen for work on China-built littoral mission ships for Malaysia ............................. 88
 LIMA 2017: MMEA unveils design of new helicopter-capable OPV platform .............................. 89
 Auditor casts serious doubts on Nam Cheong ............................................................................. 90
 LIMA 2017: Damen Unveils its new MRSS Design Proposal for Royal Malaysian Navy ............... 90
SRI LANKA ....................................................................................................................................... 90

4
  Colombo Dockyard eyes wind installation sector ........................................................................ 90
AMERICA’S........................................................................................................................................... 91
BERMUDA ........................................................................................................................................ 91
 BCL orders new vessel for Bermuda service................................................................................. 91
COLOMBIA ....................................................................................................................................... 92
 Turkey’s STM competing for Colombian navy frigate bid ............................................................ 92
OTHER (MIDDLE EAST & AFRICA) .................................................................................................... 92
EGYPTE (EGYPT) ........................................................................................................................... 92
 Japanese Mitsubishi to start work on shipyard project in July 2017: SCA Chairman ................... 92
IRAN ................................................................................................................................................. 92
 PMO: USD 1 Trillion to Be Invested in Iranian Ports..................................................................... 92
NIGERIA ........................................................................................................................................... 93
 Uncertain Times Offshore Nigeria? .............................................................................................. 93
VERENIGDE ARABISCHE EMIRATEN (UAE) ................................................................................ 94
 Lamprell sees tough year ahead, recovery only in 2018 .............................................................. 94
COLOFON ............................................................................................................................................. 95

5
TENDERS (OPENBARE AANBESTEDINGEN)
COUN- PUBLICATION
DOC.NR. DESCRIPTION DEADLINE
TRY DATE
117471-2017 Noorwegen-Bergen: Schepen en boten NO 29/03/2017 05/05/2017

116877-2017 Frankrijk-Straatsburg: Boten voor bijzon- FR 29/03/2017 05/05/2017

dere doeleinden
115776-2017 Nederland-Arnhem: Reddingsboten NL 29/03/2017 18/05/2017
113635-2017 Polen-Gdynia: Schepen PL 28/03/2017 04/05/2017

113276-2017 Turkije-Ankara: IPA — Levering van boten TR 28/03/2017

voor het verbeteren van de capaciteit in-
zake maritiem douanetoezicht en de ope-
rationele procedures van de Turkse doua-
neadministratie — Heruitschrijving
113178-2017 Verenigd Koninkrijk-Gravesend: Schepen UK 25/03/2017 06/04/2017

113163-2017 België-Antwerpen: Sleepboten BE 25/03/2017 18/04/2017

112871-2017 Estland-Tallinn: Vissersboten, reddings- EE 25/03/2017 16/05/2017

boten en andere speciale vaartuigen
108644-2017 Polen-Warschau: Boten voor bijzondere PL 23/03/2017 08/05/2017
doeleinden
107785-2017 Bulgarije-Sofia: Onderzoeksvaartuigen BG 23/03/2017 09/05/2017
105484-2017 Polen-Warschau: Boten PL 22/03/2017 09/05/2017

105278-2017 Nederland-Arnhem: Offshoreplatforms NL 22/03/2017

104930-2017 België-Antwerpen: Sleepboten BE 21/03/2017 18/04/2017
104606-2017 Kroatië-Goveđari: Schepen HR 21/03/2017
104208-2017 Nederland-Utrecht: Schepen en boten NL 21/03/2017 12/05/2017
104067-2017 Verenigd Koninkrijk-Liverpool: Schepen UK 21/03/2017
en boten
102453-2017 Italië-Rome: Autoschepen IT 18/03/2017 27/04/2017
101651-2017 Denemarken-Ballerup: Schepen en boten DK 18/03/2017 17/04/2017
98041-2017 Nederland-Utrecht: Schepen en boten NL 16/03/2017 12/05/2017

[Bron: selecties door Netherlands Maritime Technology uit Tenders European Daily -
http://ted.europa.eu] –
gebruikte CPV-codes: 34500000; 34930000; 35500000; 50240000; 50640000; 60600000; 63720000

6
GENERAL NEWS

REGULATIONS
FRANCE PROPOSES MAKING THE MEDITERRANEAN AN ECA
Splash 24/7 Sources tell Splash that France first proposed the
Sam Chambers idea at a meeting of the European Council at the
March 29th, 2017 start of this month. Since then government offi-
cials have begun to flesh out the idea to a num-
ber of environmental NGOs.

Exisiting ECAs around the world are across the

Baltic and North Seas in Europe, coastal areas off
the US and Canada and the US Caribbean Sea
area while China has been trialling a number of
ECAs in key port cluster areas.

Bill Hemmings, from NGO Transport & Environ-

France is pushing to create an emissions control
area (ECA) in the Mediterranean, Splashhas
learnt.
ment, applauded today’s news, tellingSplash:
“Now that the global sulphur standard will be
0.5% in 2020 it’s right that the remaining EU seas
including the Mediterranean should do more.”
SOURCE

FUTURE OF SHIPPING FLEET HANDS IN THE BALANCE OF COMING REGULA-

TIONS, AS SHIP OWNERS PONDER WHETHER TO SCRAP OR RETROFIT?
Hellenic Shipping News
14 maart 2017

dustry as we edge closer to the realization of

Scrapping of older tonnage or retrofitting will be
one the main talking points in the shipping in-
major regulatory changes. According to
shipbroker Charles R. Weber, “while While ship
owners who are unable to decouple their IOPP
survey from their dry dock schedule should buy
more time, others may simply decide to scrap ra-
ther than spend more money on aging vessels.
There is a much broader regulation, facing a far
greater section of the maritime industry that we
feel needs discussions. The decision by the IMO
to enforce a 0.5% sulfur cap on all marine bun-
kers on January 1, 2020. While there are NOx

7
regulations and CO2 regulations coming as well –
the SOx regulations would seem to us to have, in
the short term certainly (The IMO CO2 strategy
will not be finalized until 2023, after a study and
reporting commencing in 2019) the most revolu-
tionary affect on not only international shipping,
but the refining business, bunker business, ves-
sel design, specification and operation, national
enforcement, chartering and consumers”.
According to Mr. John M. Kulukundis, “based on
the fixed date of 2020, the IMO states that ships
will have to use fuel oil with a sulfur content of
no more than 0.50% m/m (mass/mass) and the
IMO interpretation of “fuel oil used on board”
includes use in main and auxiliary engines and
boilers”. One of the shipowners’ options for
achieving compliance is to burn marine distil-
lates whose sulphur content is 0.5% or less.
NEDERLAND VOOR VERBOD STOOKOLIE OP NOORDPOOL
Schuttevaer
23 maart 2017
Nederland zal in de International Maritime Or-
ganization (IMO) pleiten voor een verbod op
het gebruik van stookolie (HFO) in het Noord-
poolgebied.
Een motie van die strekking werd onlangs in de
Tweede Kamer met grote meerderheid aange-
nomen. Alleen de PVV en de Groep Bontes en
Van Klaveren stemden tegen de motie. Die werd
ingediend door Salima Belhaj (D66) en Lutz Jaco-
bi (PvdA). Zij constateren dat steeds meer partij-
en en organisaties, bijvoorbeeld het Europees
Parlement en de rederijen zelf, pleiten voor een
stookolieverbod in het Arctisch gebied. Ze zien in
het aankomende overleg van de milieucommis-
sie van de IMO in juli kansen voor het nemen
van verdere stappen. Ze verzoeken de regering
om samen met progressieve IMO-lidstaten uiter-
lijk eind maart een schriftelijk voorstel in te die-
nen voor de vergadering van de milieucommis-
sie.
Actief ondersteunen
“Globally, the shipping industry burns about
636,000 metric tons of heavy fuel oil a day to
keep the world’s cargo moving. If it suddenly
switched to more expensive LSMGO – the surge
in demand would swamp refining capacity and
represent an amount equivalent to 4 years of
global demand growth – overnight! Not to men-
tion what it would do to the price of LSMGO.
Bunker suppliers would need to clean out their
storage tanks and delivery tankers of the higher
sulfur product prior to selling and delivering
0.5% sulfur. Also owners permanently switching
their ships to ambient LSMGO would negate the
need for bunker settling tanks, purifiers and all
the other equipment associated with HFO. Also
bunkers tanks will have to be reassigned and ca-
pacity possibly revised”.
READ MORE
Sinds 1 januari van dit jaar is de Polar Code van
kracht, dat olielozingen in Noordpoolgebied ver-
biedt, maar er mag nog wel op stookolie worden
gevaren. In het Zuidpoolgebied is dit al verbo-
den.
Volgens minister Schultz van Infrastructuur en
Milieu is een aantal poollanden echter al bezig
een stookolieverbod te onderzoeken. ‘Voorstel-
len voor een verbod in het Arctisch-gebied wor-
den door Nederland actief ondersteund', zei de
minister onlangs in een algemeen overleg
Scheepvaart. Wij zitten als waarnemer in de Arc-
tische Raad en ook daar vragen wij aandacht
voor de problematiek. Overigens denk ik dat de
strenge zwavelnorm, 0,5% wereldwijd vanaf
2020, het gebruik van stookolie eveneens fors
gaat terugdringen, ook in het Arctische gebied.'
Smeltend ijs
Niet alleen Nederland steunt een verbod op het
8
gebruik van zware stookolie, ook in Europa
wordt de roep om actie steeds luider. Ruim 100
Europarlementariërs riepen eind januari de Eu-
ropese Commissie nog op zware olie in het
Noordpoolgebied te verbieden. Door
het MARPOL-verdrag aan te passen, willen ze de
emissies van kooldioxide en methaan door de
scheepvaart verminderen. De leden van de
commissies Milieubeheer en Buitenlandse Zaken
namen de resolutie aan. Mocht het niet lukken
het verbod te regelen in het verdrag, dan moet
er in ieder geval een verbod komen op het ge-
bruik van zware stookolie in alle Europese ha-
vens.
De Europarlementariërs benadrukken dat het
Arctische zee-ijs sinds 1981 met zo'n 40% aan-
zienlijk is afgenomen. Niet alleen komen daar-
door grote hoeveelheden kooldioxide en me-
TECHNOLOGY, INNOVATION
THE ‘GHOST SHIP’ SET TO BE THE FUTURE OF SHIPPING
Hellenic Shipping News
13 maart 2017
With self-driving motor
vehicles poised to be a real
prospect on our roads by
2020, it is no surprise that
the shipping industry is
faced with the introduction of unmanned vessels
on the seas. Rolls Royce, one of the key manu-
facturers in the unmanned vessel space, expects
the first shore-side remote controlled vessels to
sail within 10 -15 years.
The key benefit of automation is the elimination
of human input. It is well established that many
of the incidents that occur on the road or casual-
ties that occur on the seas are caused by human
error. Safety and environmental efficiency is one
of the key benefits to the introduction of un-
manned vessels. It is expected that these vessels
will be safer and ‘greener’ than their current
equivalent ‘manned vessels’.
thaan in de atmosfeer terecht, maar de smel-
tende gletsjers zorgen ook voor stijging van de
zeespiegel.
Het Finse parlementslid (EPP) en co-rapporteur
van de Milieucommissie Sirpa Pietikainen vindt
dat de EU voor het Noordpoolgebied krachtig
moet samenwerken. ‘We zijn nauw verbonden
met het snel veranderende Arctische klimaat.
We worden beïnvloed door de veranderingen in
het weer en de leefomstandigheden veroorzaakt
door het smeltende ijs, maar de scheepvaart is
ook één van de grootste uitstoters van veront-
reinigende stoffen voor de Noordpool.'
SOURCE
Moreover, many casualties at sea are caused by
slower reaction times, human error in making
decisions under pressure, fatigue due to shift
work, poor maintenance, equipment failure, or a
combination of the above. In tough economic
times, ship owners are under pressure to main-
tain their vessels. Human error increases under
these conditions. These ’human error costs’ are
one of the biggest concerns for Protection and
Indemnity insurers when insuring against losses
caused by marine accidents.
Allianz S.E. reported that human error accounts
for more than 75% of marine losses. Norwegian
based Protection and Indemnity Club, Gard AS
reports that as much 70 – 80% of marine acci-
dents are attributed to human error. The intro-
duction of unmanned vessels may be the most
immediate solution. However, the concern is
9
whether it is the most viable solution.
Other benefits to the introduction of unmanned
vessels may include decrease in crew costs and
in operational overheads and an increase in ca-
pacity. Having crew on board a vessel requires
extra space, including accommodation, ablution
facilities, and a galley, which could be used as
cargo space. The decrease in operational costs is
an attractive prospect to ship-owners. Rolls
Royce also predict the decrease in the risk of pi-
SHIPPING FACES SERIOUS DISRUPTION UNLESS IT LEARNS TO EMBRACE NEW
TECHNOLOGY: WÄRTSILÄ
Splash 24/7
23 maart 2017
“Round the corner, coming at a pace we can’t
yet predict, is a whole raft of new technology.” If
shipping fails to adapt, others will disrupt the
current players. That’s the view of Marco Ryan,
the chief digital officer at Finnish tech firm Wärt-
silä, speaking on the sidelines of the Shipping
2030 conference held in Copenhagen. Ryan, cur-
rently penning a book on digital transformation,
said: “The challenge around digitisation is I don’t
think people realise the pace of change that is
coming.”
racy attacks in unmanned vessels, due to there
being no humans to use as leverage for ransoms.
However, the counter-argument to the preven-
tion of piracy is that the human element, includ-
ing the use of armed guards may prevent piracy
attacks. This argument may be resolved by em-
ploying drone technology as security.
READ MORE
He said it was vital shipping companies got what
he described as the “hygiene factors” right to
ensure firms have a more agile culture, are able
to work across current business lines better,
building products to be more modular, and hav-
ing more consistent data to hand.
Listing the likes of mesh and quantum compu-
ting, different types of connectivity, the hyper-
loop and blockchain, Ryan said all of these de-
velopments will impact the whole sea economy
and the way that assets whether onshore or at
sea interact.
“If we are a closed system, if we only focus on
our own little world we are going to get disrupt-
ed by something we have not predicted,” Ryan
concluded.
Prior to joining Wärtsilä last September, Ryan
has held many senior tech roles including the
position of chief digital officer at travel firm
Thomas Cook.
SOURCE
10
CAN BLOCKCHAIN HELP DESIGN A BETTER MARITIME INTERNET?
Splash 24/7
22 maart 2017
When all you have is a hammer, so the old say-
ing goes, everything tends to look like a nail.
When a revolutionary technology such as block-
chain comes along, the temptation must there-
fore be to view it as the solution to something.
It’s a subject that is beginning to seep into ship-
ping and the pace looks likely to quicken with
the announcement of a joint venture between
container giant Maersk and IBM. For these part-
ners, the opportunity might be relatively
straightforward, since Maersk moves physical
cargo and financial information around the
world, sometimes with little more than trust as
the down payment.
The issue confronting anyone attempting to get
to grips with Blockchain is to understand what it
might mean for the shipping industry.
As Deanna MacDonald, CEO and co-founder of
Blockchain Labs for Open Collaboration told the
DigitalShip iShipping event in Copenhagen this
month, Blockchain is a system of technical com-
ponents whose abstract nature makes it chal-
lenging to explain.
Among these components are platforms, which
are the application space for Blockchain, where
users can contribute to and take from the open
source computing that makes it possible.
This allows the creation of protocols, essentially
rules that dictate the types of Bblockchains that
exist, the first and best known of which was for
crypto-currency Bitcoin. Its second plank is
‘smart contracts’ which can be used to embed
business logic and processes into a digital space,
allowing for business work flows such as docu-
ments, messaging, systems or processes to be
executed automatically.
Blockchain relies upon users – known as miners
or validators – to check, confirm and record da-
ta, acting as gatekeepers to validate information.
In Bitcoin the miner solves a cryptographic puz-
zle to mint the currency and is paid in that cur-
rency for their time and effort.
What makes blockchain of interest to business as
well as hackers is the very high levels of security
that enables information exchange or transac-
tions. Users sign to show that they contributed
data using public or private keys but what can be
seen and by whom depends on familiar
read/write privileges.
Underneath the cryptography is a public ledger
system or database of digital assets where assets
are tracked and traced. Because the ledger is dis-
tributed among the network, users can contrib-
ute but the data can’t be compromised because
it is stored among so many computers.
This fiendishly complicated arrangement, con-
ceived as only a hacker could, is part a secure
system of information storage and verification
and part social experiment. Or as MacDonald
helpfully put it: “The blockchain provides the dig-
ital infrastructure on top of the internet of
things. What it asks is can we not better organise
the internet and have a single source of digital
assets that we can all access?”
The answer for the majority, assuming they can
grasp the concept, is maybe. Blockchain’s ‘ori-
gins’ in the crypto currency make it appear shady
but financial information service providers are
11
already pushing its adoption as a means of clear-
ing the millions of equities, derivatives and other
trades made globally every day.
The same is true of larger shippers, carriers and
ports – anyone in fact with complex multi-party
physical-financial transactions to complete. The
paper trail that still dominates shipping, requir-
ing dozens of documents per container move
has been crying out for a solution for decades.
But MacDonald says blockchain is about going
beyond digitising existing processes, it creates
the opportunity to completely re-think ap-
proaches.
It opens up the potential for regulatory applica-
SHIPPING EMBRACES DIGITAL TRANSFORMATION WITHOUT NECESSARILY
KNOWING WHAT IT ALL MEANS
Splash 24/7
22 maart 2017
Results from a survey carried out by Fu-
turenautics Maritime in association with Erics-
son, seen by Splash ahead of their release later
today, make plain the digital revolution sweep-
ing shipping – and the confusion surrounding
this rapid transformation.
Anecdotally the global shipping industry and its
suppliers have been considered ‘conservative’ in
their approach to digitisation but according to
more than 700 respondents to the Waypoint
Digital 2017 survey 85% of ship operators, sup-
pliers and industry stakeholders globally believe
tions where large amounts of information must
be validated and reported – and shipping has
plenty of those – in a way that trades manpower
for computing power.
“The blockchain enables peer-to-peer exchange
and because you can’t change the records even
though the database is accessible by all, it ena-
bles trusted interaction between peers and
businesses,” she continues. “Essentially you
don’t need a third party to validate your infor-
mation any more, you’ll have trusted immutable
source that is tamperproof and common to all.”
READ MORE
that digital initiatives are of the most, or highest
importance to the financial or market success of
their organisations. The figure amongst ship op-
erators was 73%.
Asked to characterise their organisation’s digital
strategy today, overall three-quarters described
it as either Digital Transformation or Digital
Reimagination—where radical changes to busi-
ness processes, whole new business models,
new digital products and services and new seg-
mentation and customer channels were being
created.
However, according to C-suite respondents 76%
of their organisations are investing less than
$100,000 per annum in their digital initiatives,
with 57% investing less than $25,00 every year.
Only 11% of organisations are investing more
than $1m per year.
“These findings mean an end to the narrative
that ship operators and maritime suppliers have
no interest in digital transformation, it’s very
clear they recognise just how critical it is,” said
Roger Adamson, CEO of Futurenautics Maritime.
12
“However, it’s very hard to see how three-
quarters of shipping and maritime companies
are engaged in a wholesale digital reimagination
of their businesses on this kind of investment.”
Increasingly reliable and affordable connectivity
to vessels is now opening the door for new digi-
tal operations, exposing inefficiencies and
opaque business practices, but respondents cite
lack of data and understanding about how digital
trends affect the industry and their organisa-
tions’ competitiveness as their number one chal-
lenge.
STENA ENLISTS ROLLS-ROYCE FOR ‘INTELLIGENT AWARENESS’ SYSTEM
The Motorship
23 maart 2017
Rolls-Royce Marine and Stena Line are to collab-
orate on the development of the supplier’s first
intelligent awareness system, fusing input from
several sensors including AIS, camera and radar
to provide crew with an enhanced understand-
ing of vessel surroundings.
The system is an important stepping stone to-
wards the development of remote controlled or
autonomous vessels, and builds on work already
undertaken as part of the Rolls-Royce led Advan-
ced Autonomous Waterborne Applications
(AAWA) initiative. Last year AAWA began testing
sensor fusion onboard Finferries’ double-ended
ferry Stella.
“Leaders overwhelmingly feel ill-equipped to
navigate the developing digital economy, making
them vulnerable to disruption from new, tech-
nology-centric competitors, which should be a
concern not only for the industry but for national
governments looking to support their shipping
and maritime sectors,” said Roger Adamson.
“Companies need access to strategic advice and
information around how digital shifts may affect
them, and finance to invest in digital infrastruc-
ture and talent rather than more tonnage no
one needs.”
SOURCE
Harry Robertsson, technical director at Stena Li-
ne’s technical division Stena Teknik, said: “This
project gives us an opportunity to explore how
new technologies mcan be integrated with the
systems we already have on-board and to provi-
de a more informed view of a vessel’s surroun-
dings in an accessible and user friendly way. This
will give our crew an enhanced decision support
tool, increasing the safety of our vessels.”
Asbjørn Skaro, director digital & systems – mari-
ne, Rolls-Royce, said: “We have been exploring
and testing how to combine sensor technologies
effectively and affordably for some time. Pilot
projects such as this will allow us to see how
they can be best adapted to the needs of a
commercial vessel and its crew and allow us to
develop a product which better serves both.”
Rolls-Royce expects to be able to undertake an
approval of concept and make its intelligent
awareness product commercially available later
in 2017. The company has previously stated its
ambition of having a remote-controlled ship in
commercial use by the end of the decade.
SOURCE
13
MACGREGOR AND ROLLS-ROYCE TO EXPLORE IMPLICATIONS OF AUTONOMY
FOR CONTAINER SHIPS
Transport Weekly
24 maart 2017
MacGregor, part of Cargotec, and Rolls-Royce
have signed a Memorandum of Understanding
(MOU) to collaborate on research and develop-
ment to explore the impact of developments in
autonomy for cargo ship navigation and cargo
systems onboard container ships. This collabora-
tion will harness both companies' unique expe-
rience laying the groundwork for the develop-
ment of autonomous container ships.
Asbjørn Skaro, Rolls-Royce, Director Digital and
Systems, said: "Rolls-Royce is pioneering remo-
tely controlled and autonomous ships and belie-
ves such a remote controlled ship will be in
commercial use by the end of the decade and a
common sight on the high seas by 2030. For the
full benefits of such a change to be realised ma-
ny activities currently done today manually will
LNG
LNG-FUELLED FLEET HITS 200 SHIP MARK
LNG World Shipping
22 maart 2017
The in-service and on-order fleet of LNG-
powered seagoing ships has reached the 200
mark. The double century was achieved on 20
March 2017 when Sovcomflot confirmed orders
need to be done autonomously. This research
will help us explore how that might be achieved.
As a leading provider of cargo handling solutions
and services for container vessels, MacGregor
brings a detailed knowledge of the cargo sector
and can provide valuable insights into marine
cargo operations and the technology and sys-
tems needed to make them as efficient and safe
as possible
Pasi Lehtonen, Senior Vice President, Strategy,
Business Development and Marketing, MacGre-
gor said; "MacGregor wants to reshape and
transform the industry to make it much more ef-
ficient, safer and more sustainable. In the seg-
ments where we operate, we see a lot of unne-
cessary waste in the forms of inefficiency, dama-
ge to cargo, and continuously dangerous wor-
king conditions. Our aim is to minimise this was-
te from the value network and this collaboration
on autonomy for container ships is a good
example of where industry leaders work toge-
ther to transform the industry.
SOURCE
for four ice-class Aframax tankers of 114,000
dwt at Hyundai Samho Heavy Industries.
14

The mentioned LNG-fuelled Aframaxes for Sovcomflot re-
cently ordered at Hyundai Samho
The complement of LNG-fuelled vessels that are
not LNG carriers comprises 103 in-service ships
and 97 on order. The total represents a year-on-
year jump of 23 per cent.
Twelve months ago, when LNG World Ship-
ping last carried out a comprehensive review of
the LNG-fuelled fleet, there were 74 such vessels
in service and 88 on order.
The LNG World Shipping survey breaks the LNG-
fuelled fleet into four categories ꟷ passenger
ships; tankers and bulk carriers; containers and
dry cargo ships; and service and supply ships.
Passengers and tankers
Passenger ships are the largest single segment,
accounting for 72 of the 200-ship total. The in-
service passenger ship fleet stands at 40 ships
(up from 30 last year) while there are 32 such
vessels on order (23 last year).
The 36 per cent annual jump in the passenger
ship fleet owes much to the interest in clean-
burning LNG as marine fuel by the leading cruise
ship operators. Between them, Carnival Group,
MSC Cruises and Royal Caribbean Cruises have
ordered 13 newbuildings for delivery between
2019 and 2026.
The most dynamic sector over the past 12
months has been tankers and bulk carriers,
thanks to a slew of shipyard completions. Avic
Dingheng has handed over the four-ship series of
chemical/product tankers it was building for
Terntank and service on Baltic Sea routes, while
four ethane carriers ꟷ three for Navigas and one
for operation in the Gaschem pool ꟷ have also
been delivered.
The Terntank vessels and the ethane carriers are
also notable for their low-speed propulsion sys-
tems. The Terntank quartet are the first ships to
be propelled by low-pressure two-stroke dual-
fuel engines, in this case supplied by Winterthur
G&D, while high-pressure MAN gas-injection en-
gines were specified for the ethane ships.
Newbuilding contracts in the tanker and bulker
segment have kept the orderbook topped up,
even as the in-service fleet expanded from six to
19 vessels. Between them, Furetank, Älvtank and
Thun Tankers, the three members of the Gothia
Tanker Alliance, have ordered 10 chemi-
cal/product tankers, made up of six of 16,300
dwt and four of 8,000 dwt.
The four Aframax ships for Sovcomflot men-
tioned above represent another notable new-
building programme. The vessels will be taken
on charter by Shell, a company which now, fol-
lowing the takeover of the BG Group in February
2016, has LNG sales of 57 million tonnes per an-
num, or around 22 per cent of the global mar-
ket.
Container ship hiatus
The container and dry cargo ship segment of the
LNG-fuelled fleet is the smallest of the four and
has actually shrunk over the past year. The or-
derbook has fallen by a third, to 14 ships, as a
result of three deliveries, four cancelled con-
tracts and the absence of any new orders to
compensate.
The cancellations ꟷ two for Containerships and
two for Matson Navigation ꟷ were prompted by
decisions to switch shipbuilders from the origi-
nally nominated yard. In the case of Container-
ships the order was reduced from six 1,400 teu
container ships to four while Matson opted for
LNG-ready vessels from its chosen new yard ra-
ther than the LNG-powered box ships first speci-
fied.
15
Despite the hiatus of the past year, the container
ship segment will undoubtedly grow in the years
ahead, as evidenced by the United Arab Shipping
Co’s current newbuilding programme of 17 LNG-
ready ships, comprising six 18,800 teu vessels
and 11 of 15,000 teu, and CMA CGM’s stated in-
tention of emulating UASC’s propulsion system
choice when specifying its next generation of
large box ships.
Upgrading the LNG-ready capability to running
on gas will happen when the necessary LNG
bunkering infrastructure is in place, not least on
the key Asia/Europe container ship trade route.
The transformation will create the most LNG
fuel-intensive vessels afloat.
Dynamic dredgers
The service and the supply vessel segment has
been the subject of least change over the past
year, both the in-service and on-order fleets ris-
ing by three vessels, to 33 and 23, respectively.
Platform supply vessels (PSVs) figure prominent-
ly in the operational LNG-powered service and
supply vessel fleet, accounting for 20 of the 33-
ship complement. The orderbook, in contrast,
shows much more variety, with a portfolio en-
compassing dredgers, a jack-up rig, a semi-
submersible crane vessel, a cable-layer and a
windfarm installation vessel.
DEME of Belgium has been a leading advocate of
LNG-fuelled dredgers and has investigated the
challenges of using gas to power such vessels.
Factors to be weighed up include bunker tank
size and location, LNG bunker availability, ship-
board bunkering connections, crew training and
the step load capability of the various gas-
burning engine options.
In combination with its cold box encasement, an
LNG Type C bunker tank occupies about three
times as much space as a tank of marine gas oil
(MGO) possessing the same energy content. Ac-
commodating LNG tanks has a significant impact
on vessel layout, while the tank location re-
strictions imposed by the new International
Code of Safety for Ships using Gases or other
Low-Flashpoint Fuels (IGF Code) add another
level of complexity to the design challenge.
Naval architects working on the DEME dredgers
found that dual-fuel diesel engines worked best
for the vessels due to their better step load ca-
pability than gas engines. Such propulsion units
also allowed the vessels to be provided with a
mix of LNG and MGO bunker tank capacities.
The aim is to optimise the use of LNG, assuming
the cost of this fuel is lower than MGO, but to
provide sufficient MGO as a backup. The crew
would switch to MGO if the dredger has to oper-
ate longer than planned before the next LNG
bunkering stop.
Size counts
The average size of the 97 LNG-fuelled ships now
on order is notably greater than that of the 88
ships in last year’s orderbook. This reflects not
only the acceptance of LNG fuel among owners
of a growing array of ship types but also recogni-
tion of the fact that the 0.5 per cent global sul-
phur cap will be implemented in 2020 rather
than the alternative 2025 date.
The four 180,000gt vessels that AIDA and Costa,
both Carnival Group companies, have on order
at the Meyer Papenburg and Meyer Turku yards,
for example, will be able to carry up to 6,600
passengers, giving them the largest guest capaci-
ty of any cruise ship.
Each ship will be fitted with three Type C LNG
bunker tanks with an aggregate capacity of
3,600m3, enabling their dual-fuel engines to op-
erate on gas for up to 14 days before the need
for replenishment.
Although the LNG bunker tank capacity of the
Aframax tanker quartet just ordered by Sovcom-
flot is yet to be announced, they would require
about 5,500m3 of space to provide the vessels
with the same amount of energy contained in
the heavy fuel oil tankage typically specified for
such ships.
While smaller ships for operation in emission
16
control areas (ECAs) and on dedicated regional
routes will continue to dominate the LNG-fuelled
vessel orderbook, the growing presence of larger
ships is encouraging the LNG market. The need
for more extensive bunkering infrastructure is
reinforcing the momentum now building for LNG
ROTTERDAMSE HAVEN WIL DRAAIEN OP BIO-LNG
Scheepvaartkrant
23 maart 2017
Het Havenbedrijf Rotterdam en het Nationale
LNG Platform starten een gezamenlijk onderzoek
naar de mogelijkheden om bio-LNG als trans-
portbrandstof tot ontwikkeling te brengen in de
Rotterdamse haven. LNG is aanzienlijk schoner
dan andere brandstoffen en motoren die op LNG
lopen zijn stiller. Door gebruik te maken van bio-
LNG in plaats van gewone LNG kan de CO2-
uitstoot drastisch worden verlaagd.
Voor personenvervoer worden elektrische ver-
voersmiddelen de komende jaren naar verwach-
ting een belangrijke manier om de CO2-uitstoot
terug te dringen. Maar voor binnenvaart, zee-
vaart en zwaar vrachtverkeer over de weg is
elektrische aandrijving vooralsnog geen geschik-
te optie en is LNG (vloeibaar aardgas) een veel
schoner en minder belastend alternatief in ver-
gelijking tot diesel en stookolie.
as marine fuel and raising hopes for another
year of 25 per cent growth in the LNG-fuelled
fleet.
SOURCE
Te weten: tot 15 procent minder CO2, 85 pro-
cent minder stikstofoxiden, geen zwavel en fijn-
stof en stillere motoren. Bio-LNG voegt daar het
extra voordeel aan toe dat de uitgestoten CO2
onderdeel is van de zogenoemde korte kring-
loop: de uitstoot van CO2 wordt geneutraliseerd
door de opgenomen CO2. Bio-LNG is dus duur-
zaam en kan in zuivere vorm gebruikt worden,
maar ook gemengd met fossiele LNG.
Gate terminal
Vanuit de Gate terminal (Gasunie en Vopak) in
de Rotterdamse haven wordt LNG al beschikbaar
gemaakt als brandstof voor de scheepvaart en
zwaar vrachtverkeer. Het havenbedrijf en het
Nationaal LNG Platform gaan nu gezamenlijk de
mogelijkheden verkennen om bio-LNG als trans-
portbrandstof in de Rotterdamse haven tot ont-
wikkeling te brengen. Voor het LNG Platform
sluit deze samenwerking goed aan bij het be-
staande LNG-convenant.
De studie moet in de tweede helft van dit jaar
zijn afgerond. Op basis daarvan zal besloten
worden of en in welke vorm een bio-LNG project
in Rotterdam ontwikkeld wordt. Op de foto de
Yukon, de eerste bezoekende LNG-tanker in de
Rotterdamse haven.
SOURCE
17
NEW IGU REPORT HIGHLIGHTS SIGNIFICANT ROLE OF LNG IN CLEANER MA-
RINE TRANSPORT
PortNews
27 maart 2017
The International Gas Union (IGU) says it has re-
leased a new report on the crucial role of liqui-
fied natural gas (LNG) in enabling cleaner marine
transport – currently a major cause of human
health and environmental costs.
Unveiled at G20 Energy Sustainability Working
Group, the latest report highlights the detri-
mental impact of marine transport on air quality
levels, emphasisng the positive role LNG can play
in combatting these impacts as an alternative
and cleaner fuel for shipping.
Urban air pollution has become a top priority for
local, national, and international governments in
both developed and developing countries. Mari-
ne transportation is an often overlooked contri-
butor to negative air quality levels – with one
large container ship, powered by 3% sulphur
bunker fuel, emitting the same amount of sulp-
hur oxide gases, as 50 million diesel-burning
cars.
In Hong Kong, ship traffic is responsible for half
of the city’s total toxic pollutants – more so than
those produced by the power generation and
transportation sectors. In the world’s top 100
ports, roughly 230 million people are exposed di-
rectly to the harmful emissions produced by
shipping.
These emissions also create significant economic
costs, with emissions of PM2.5, SO₂ and NOx
produced by shipping in the world’s 50 largest
ports costing authorities €12 Billion annually. In
Spain alone the country’s 13 key ports cost an
estimated €206million. In Bergen, Norway, the
emissions of ships at berth in the port are esti-
mated to cost the city between €10 – 22 million.
The use of LNG in marine transport can deliver
significant environmental, economic and social
benefits. These include reductions in emissions
of harmful pollutants, including up to 90% reduc-
tions in sulfur oxide (SOx) emissions, 29% reduc-
tions in carbon dioxide (CO₂) emissions, and 85%
reductions in PM levels. In addition, a switch to
LNG fuel can generate substantial monetary sa-
vings for operators through fuel costs, as well as
benefiting local infrastructure through invest-
ments and jobs.
Strong policy responses are needed to make this
switch a reality. Armed with the latest suppor-
ting data, and various global case studies, the
report outlines a number of recommendations
for G20 Governments: Increasing regulation of
emissions from marine transport; Identifying and
eliminating gaps in existing regulatory frame-
works; Facilitating better access to financing for
the switch to LNG; Funding LNG technology de-
velopment and first-mover deployments.
The recommendations above go a long way to
tackling existing barriers to the more rapid de-
ployment of LNG-fulled ships, which the report
identifies primarily as: a confusing regulatory
landscape; gaps in emissions controls; regional
inconsistencies; lack of clarity in future policy di-
rection; as well as commercial barriers, such as
access to capital and cost uncertainties.
“The case for using LNG fuel for shipping is clear.
It will provide significant improvement to our
quality of life by dramatically reducing air pollu-
tion. It will also support climate change goals by
reducing greenhouse gases. We need effective
policy change to encourage a switch to
LNG,” said David Carroll, President of the
IGU. “This report, and our recent reports on ur-
ban air quality, demonstrates the key role natu-
ral gas plays in tackling the issue of air pollution
and improving the quality of people’s lives.”
The International Gas Union (IGU) was founded
in 1931 and is a worldwide non-profit organisa-
tion aimed at promoting the political, technical
and economic progress of the gas industry. The
Union has more than 150 members worldwide
18
on all continents, representing approximately
97% of the world gas market. The members of
the IGU are national associations and corporati-
ons within the gas industry worldwide. The IGU
organises the World Gas Conference (WGC)
every three years, with the forthcoming WGC ta-
king place in Washington, D.C., United States, in
June 2018. The IGU's working organisation co-
LNG BUNKERING IS AN IDEA WHOSE TIME HASN’T COME (YET)
Hellenic Shipping News
28 maart 2017
Time passes quickly when looking into LNG bun-
kering. Two years ago the market talked about it
as a possible solution to the introduction of a
0.1% sulfur emission control area (ECA) for ships
in northern Europe. Five years before that it was
the start of the 1% sulfur ECA in the same area
that might have helped promote the idea.
And now the International Maritime Organizati-
on (IMO) has decided that global marine sulfur
emission limits will be cut from 3.5% to 0.5%
from 2020, prompting some to wonder again
whether LNG bunkering might be the solution.
Not long ago the industry gathered in Amster-
dam for the annual LNG Bunkering Summit with
that hope in mind.
When 2020 comes, shipowners will either be
forced to install emissions-cleaning scrubbers on
board their vessels or switch to burning cleaner,
more expensive fuels. For most that will mean
switching to a gasoil-based fuel, but switching to
vers all aspects of the gas industry from explora-
tion and production, storage, LNG, distribution
and natural gas utilisation in all market seg-
ments.
LINK TO REPORT
SOURCE
LNG would allow shipowners both to comply
with the new sulfur regulation and with future
limits on nitrogen and particulate matter emis-
sions that are likely to be imposed.
But while a ship can burn a gasoil-based fuel
straight away, using LNG would need a new en-
gine for most—and retrofitting one into an exis-
ting vessel looks prohibitively expensive. So ma-
king the switch requires large up-front capital
expenditure on new vessels from a shipping in-
dustry that isn’t flush with cash at the moment.
Officialdom has been convinced of the environ-
mental benefits of LNG bunkering. There were
port authority representatives from as far away
as Miami at the Amsterdam conference. And the
energy majors are excited about a potential new
market for their LNG, with Shell alone sending
seven people to Amsterdam.
Total sees the market for LNG bunkering growing
to 10 million mt/year by 2025, and Shell expects
one of 30 million-35 million mt/year by 2040.
But shipowners were few and far between at the
summit, and it was difficult to find a single one
who hadn’t already invested in LNG bunkering.
There was no great body of shipowners on the
fence about the idea who wanted to come and
find out more.
READ MORE
19
 PROPULSION, STEERING, POWER
SHIPOWNERS IN “WAIT AND SEE” MODE AHEAD OF 2020 SULPHUR CAP, AS
UNCERTAINTY LOOMS LARGE
Hellenic Shipping News
13 maart 2017
Shipowners are growing wary ahead of the 2020
sulphur cap decided by IMO and have chosen to
adopt a “wait and see” approach, before they
make any hasty decision. In its latest weekly re-
port, shipbroker Gibson began its analysis by
noting that “the date is sometime in 2020, the
event is the annual Alternative Fuels award cer-
emony held in front of a packed auditorium full
of stakeholders covering representation from
shipowners, refiners and the oil majors. The au-
dience is eagerly anticipating the announcement
of the coveted winner. The best newcomer Os-
car went once again to LNG, still not quite wor-
thy of the big prize. While the lifetime achieve-
ment award went to fuel oil for decades of loyal
service to the shipping industry. So who will win
the ultimate prize ‘compliant low sulphur fuels’
or ‘scrubbers’? On the stage there appears to be
some confusion, who has the envelope contain-
ing the all-important result?”
According to the London-based shipbroker, “the
above paragraph may be a little skit on events at
the recent Hollywood Oscar’s ceremony, howev-
er it does illustrate the huge amount of uncer-
tainty that currently surrounds the sulphur limits
issue. Shipowners appear to have adopted a wait
and see approach, while many refiners have the
headache of whether to make considerable in-
vestment in upgrading, in what are in, many cas-
es, old inefficient production facilities. In addi-
tion, what will become of all the surplus of high
sulphur fuel (HSFO), effectively a by-product of
the current cracking process?”
Gibson added that “lets take a look at some of
the options. Increasing use of low sulphur fuels
has been widespread over the past few years
with the growth of the ECAs. During the recent
low bunker price environment, the additional
ECA low sulphur fuel costs have been absorbed
by counterparties. But where will the oil price be
in 2020? Another option is to continue to use
HSFO and install a ‘scrubber’ to clean the engine
emissions prior to exhaust discharge, but this so-
lution requires upfront capital investment. High-
er bunker prices would make this a much more
attractive solution as the price differential be-
tween distillates and HFO would be that much
greater and consequently the scrubber repay-
ment period would be quicker (see graph). But
even here there are other considerations to be
thought through not least the age of the vessel.
With many owners controlling large fleets, in-
vestment here could be considerable even if
technology brings down equipment costs. Given
the above it is hardly surprising that owners are
adopting a wait and see approach”.
The shipbroker said that “refiners have a differ-
ent approach, who will pay the huge investment
costs to change refinery plant to produce com-
pliant fuel – namely distillates? Here the chal-
lenge is whether there will be enough compliant
product to meet demand by 2020? The industry
estimates that on current requirements refiners
will need to replace around 250 million tonnes of
HSFO with a substitute to meet the 0.5% maxi-
mum sulphur specification. Alternative fuels
have been developed by several of the oil ma-
jors, but the challenge here is to find a cost-
20
effective way to remove the sulphur from HSFO.
This also raises the issue of compatibility be-
tween the new hybrids. Also, why would refiners
want to develop cheaper alternatives as owners
already pay a premium for distillates. Should
owners favour adopting scrubbers the incentive
for refiners to develop cheaper cleaner fuels dis-
appears”.
“In conclusion, it will be difficult to pick a winner
here. In reality each solution has its own merits
in the right set of circumstances and in all prob-
ability, each will take a share of the prize. It is
not surprising that shipowners have adopted a
wait and see approach. The headache of current
trading environment is perhaps prohibitive for
owners to sanction more debt and in the end
owners will leave the party without clutching
any awards”, the shipbroker concluded.
MAERSK TANKER GAAT VAREN OP WINDENERGIE (+VIDEO)
Nieuwsblad Transport
14 maart 2017
Maersk en Norsepower gaan de eerste tanker
ter wereld uitrusten met rotorzeilen die wind-
energie kunnen opwekken aan boord van een
schip.
Maersk installeert twee rotorzeilen op één van
zijn tankers. Die rotorzeilen zijn ontworpen door
het Finse bedrijf Norsepower, die met de zoge-
noemde Flettner-rotors gebruik maakt van
het Magnus-effect om windenergie te oogsten
en om te zetten in aandrijvingskracht voor sche-
pen.
Het project moet inzicht geven in de brandstof-
besparingen en de operationele ervaringen. De
'zeilen' worden in de eerste helft van 2018 geïn-
stalleerd. De proef duurt tot en met het einde
Meanwhile, in the crude tanker market this
week, in the Middle East, it was “an active week
for VLCCs, but the heavy weight of availability
persisted to keep the market boxed in at an av-
erage low ws 50 mark to the East and high ws
20’s level to the West – basically unchanged
from last week’s numbers. March fixing is rapidly
drawing to a close now and opportunities for
Owners to kick the soft trend will be limited. Su-
ezmaxes had a bright start and initially drove
rates up to ws 95 to the East and into the low ws
50’s to the West, but from midweek things
slowed again and no further gain could be post-
ed into the weekend upon a flatter feel. Afram-
axes couldn’t maintain their previously upward
move, but did manage to tick over at around
80,000 by ws 120 to Singapore for most of this
week – perhaps a little lower by the week’s end
and into next week”, Gibson concluded.
SOURCE
van 2019.
Het schip dat wordt gebruikt is een producttan-
ker met een laadvermogen van 110.000 ton. De
twee rotors die worden geïnstalleerd zijn 30 me-
ter hoog en hebben een diameter van vijf meter.
Samen zullen die naar verwachting een brand-
stofbesparing van 7 tot 10% opleveren.
Het project wordt grotendeels gefinancierd door
het Britse Energy Technologies Institute (ETI),
maar Maersk en Norsepower dragen ook bij.
Shell coördineert het project. De ontwikkeling
van de 'zeilen' is bekostigd middels subsidies,
onder andere afkomstig van de Europese Unie.
De tanker van Maersk is niet het eerste schip dat
de zeilen probeert. In 2014 installeerde Nor-
sepower al rotors op ro/ro-schip 'Estraden' van
rederij Bore en begin dit jaar aan boord van een
ferry van Viking Line Cruises.
VIDEO
SOURCE
21
FEATURE: METHANOL’S USE AS MARINE FUEL TO HINGE ON COMMERCIAL
ASPECTS
Hellenic Shipping News
21 maart 2017
The popularity of methanol as a bunker fuel will
hinge on commercial considerations rather than
environmental concerns, as the marine industry
confronts an array of viable alternatives that
comply with the International Maritime Organi-
zation’s 2020 sulfur cap, sources said at an in-
dustry event.
Methanol is a biodegradable, clean-burning ma-
rine fuel that reduces smog-causing emissions,
and is also similar to bunker fuel specifications
because it is a liquid, making it easier to
transport and store than alternatives such as liq-
uid natural gas which requires its own infrastruc-
ture.
But the move to look at methanol as a marine
fuel is relatively recent, and has been driven by
the recent surge in production capacity, particu-
larly in the US, where supply has burgeoned
thanks to cheap gas from shale plays.
Tepid demand from traditional downstream ap-
plications of methanol such as acetic acid and
formaldehyde, has also prompted some suppli-
ers of methanol to scout for other applications
including its use as a marine fuel.
“The production cost of methanol is about 50%
higher than that of LNG. However, the distribu-
tion chain of methanol is much simpler as it re-
quires no additional investment — special ves-
sels or storage terminals. LNG, on the other
hand, requires expensive sophisticated deep sea
vessels, import and re-export terminals, LNG
coastal feeder vessels, local LNG terminals and
storage, and LNG bunker vessels. Due to the
costly distribution chain for LNG, the cost differ-
ence at the production facilities is eliminated
when the fuel is distributed to the vessel,” said
Bengt Ramne, managing director at ship design
company ScandiNAOS AB.
“Conversion costs of using methanol are also
much lower — around 300-350 kw of installed
power — a third of the conversion costs of LNG,”
Ramne said, speaking at an event Friday jointly
organized by the Methanol Institute, Interna-
tional Bunker Industry Association and Lloyd’s
Register Marine.
Conversion costs are likely to fall further as more
methanol plants come online and additional
storage infrastructure is developed, sources said.
Another factor that could spur the use of meth-
anol would be the prospect of rising crude oil
prices, they said.
Stena Line, for example, successfully retrofitted
the vessel Stena Germanica to use methanol as a
solution to low sulfur fuel requirements, Ramne
said. But the decision was taken at a time when
methanol prices were low, he said, adding that
the incentive for shipowners and operators to
switch to methanol had dwindled in the current
low crude oil price environment.
S&P Global Platts assessed Asian methanol at
$343/mt CFR China Thursday, lower than MGO
Singapore at $468.50/mt but higher than Singa-
pore delivered 380 CST bunker fuel at
$297.50/mt.
Alternatives
In the absence of a real pull factor from the
shipping industry, concerns still remain over the
widespread adoption of methanol over other al-
ternatives, an industry source said. These alter-
natives could be scrubbers with heavy fuel oil,
marine gasoil, 0.5% sulfur fuel oil or LNG.
Although LNG infrastructure is costly, LNG up-
take is expected to rise, he said, adding that the
push for LNG is coming not only from suppliers
but also governments and ports. Many ports in
22
Singapore, Japan and South Korea are already
gearing up for LNG bunkering.
Methanol has other challenges too.
“The flash point [for methanol] is around 11-12
degrees Celsius whereas the SOLAS regulation
requires minimum 60 C, and of course the big-
gest challenge is to beat the low fuel price,” said
Md Harun Ar Rashid, technical manager at fuel
tester Veritas Petroleum Services.
“Gasoil will still be the dominant fuel, whether
we like it or not. Low sulfur fuel oils and hybrids
will also have a bigger role, particularly post
2020,” Rahul Choudhuri, Managing Director VPS
Singapore, said, adding this trend was reflected
in recent data and tests conducted by his com-
pany. In 2016, for example, VPS observed a 9%
year-on-year increase in hybrid fuels as they
gained traction due to tougher environmental
regulations, he said.
SHIPPING INDUSTRY LIKELY TO USE GASOIL FROM 2020: INDUSTRY EXPERT
Hellenic Shipping News
20 maart 2017
Faced with an array of choices to comply with a
global cap of 0.5% sulfur emissions in 2020, the
shipping industry will likely choose gasoil be-
cause it is a simpler solution, according to World
Fuel Services marine technical director Bob
Thornton.
“The customer is faced with so many choices —
gasoil, ultra low sulfur heavy fuel oil, hybrid fuel,
scrubbers, methanol, LNG and other alternative
fuels.,” said Thornton. “It’s like a kid in the candy
store — too many things to choose from — and I
only have two pennies to buy it with, so I will go
with plain vanilla.”
“Increased use of methanol will also take time as
the use of scrubbers is expected to accelerate,”
another industry source said. “People will have
too many choices and may end up choosing just
plain vanilla.”
“Installing scrubbers may be an economically at-
tractive option [for the shipping industry]. Alt-
hough there is an initial investment, shippers can
expect a high return of 20% and 50% depending
on investment cost, MGO fuel oil spread and
ships’ fuel consumption,” Sushant Gupta re-
search director for Asia refining at Wood Mac-
kenzie said at a different event last month.
He added that the company’s baseline case es-
timated scrubbers in ships rising from around
300 currently to as high as 8,000-10,000 by
2025.
SOURCE
Thornton was speaking during a Q&A segment at
a forum organized by the Methanol Institute,
Lloyd’s Register Marine and the International
Bunker Industry Association in Singapore Friday.
“Customers we’ve talked to about the subject,
the answer is like a shrug: we don’t know what
we’re going do, so probably we’ll go with gasoil,”
Thornton said, adding that the world has come
“full circle, a generation later” as gasoil was used
to power ships 80 years ago.
Drivers for LNG adoption
To date, the wide-scale adoption of LNG, often
promoted as a cheap, abundant and clean
source of energy, has been hindered by costly
investment in infrastructure.
Instead, the drivers for commercial uptake of
LNG bunkering will be regulation, or bloggers
23
with an environment agenda, and hypermarkets
like Walmart looking for cleaner, greener pro-
cesses in their supply chain, said DataFusion’s
managing director Tony Regan, one of the
speakers at the forum.
“We also see small-scale LNG developing for
transportation use, a lot of investment will come
in this area. For example, in China, instead of
importing LNG, they produce it domestically and
use it as truck fuel,” said Regan.
“We expect oil prices to move up, not dramati-
cally to $100/b, but $60/b-$70/b by 2020,
whereas gas prices are expected to remain de-
pressed as there is a lot of capacity coming on in
the next few years.”
Shipping industry “too competitive”
The issue with the shipping industry is it is too
competitive to “uniformly adapt to a new world
order,” said the forum moderator, Lloyd’s Regis-
ter Asia Marine & Offshore regional consultancy
manager Douglas Raitt.
MAN ROLLO SCHAKELT VOLLEDIG OVER OP COMMON RAIL
Schuttevaer
27 maart 2017
MAN Rollo in Zoetermeer schakelt voor de leve-
ring van MAN motoren en generatoren volledig
over op common rail. ‘We leveren nu nog een
aantal generatorsets met mechanische MAN
motoren, maar eind deze maand stopt dat', zegt
service- en sales engineer Marco Kok.
Man Rollo is nu in negen Europese landen de ex-
clusieve importeur en distributeur van diesel- en
gasmotoren van MAN voor de maritieme en in-
dustriële sector. In 2016 werd hiervoor een
nieuwe overeenkomst gesloten met de motoren-
fabrikant. Naast de Benelux, Frankrijk en Groot-
Brittannië is MAN Rollo ook importeur en distri-
buteur in Denemarken, Ierland, Tsjechië en Slo-
wakije.
“If everybody plays a role we can stop talking
about exhaust systems and move on to cleaner
fuels, and we pass the cost increase to the cus-
tomer,” said Raitt. “But in shipping, we don’t
have a firm interest that aligns us to move for-
ward.”
Instead, the solution to meeting by 202 the In-
ternational Maritime Organization’s 0.5% global
sulfur cap should be an industry effort, said
Raitt.
“For example, a supplier could say to a ship op-
erator that ‘I could install a scrubber on the ship
in return, you give me a term contract every sin-
gle time you bunker in Singapore, you buy from
me the residual fuel oil’,” he said.
“The uptake will be there, the supplier will be
guaranteed an ‘x’ amount of volume for the next
10 years, and the shipowner will have a cheaper
solution to comply with the global cap.”
SOURCE
Praktijktest
Alle MAN motoren hebben intussen een update
gehad naar common rail-injectie met een elek-
tronisch motormanagementsysteem. De uit de
verkoop gaande mechanische motoren kunnen
niet aan de nieuwe emissienormen voldoen.
‘MAN komt binnenkort ook met eigen SCR-
katalysatoren. Het SCR-systeem wordt momen-
teel getest. De motoren voldoen hiermee aan de
IMO III-emissienorm.'
Het maakt het ook mogelijk ze aan de EU Stage V
emissienorm voor de binnenvaart te laten vol-
24
doen. ‘In de loop van het jaar gaan we een mo-
tor in de praktijk testen met het nieuwe SCR-
systeem. In een loodsboot komt een D2862 met
katalysatoren te staan, met een vermogen van
1029 kW (1400 pk) bij 2100 toeren. Bedoeling is
dat het systeem een jaar lang wordt getest.
Daarmee doen we ervaring op en wordt duidelijk
of de NOx-emissies na een jaar nog steeds aan
de norm voldoen en wat na zo'n periode de uit-
stoot van fijnstof is. Op basis daarvan kan dan
ook een systeem worden ontworpen om de mo-
toren aan EU Stage V te laten voldoen.'
Schoon gas
Drie door MAN Rollo geleverde lean-burn gasge-
neratoren (480 kWe elk) in de op LNG varende
veerboot Helgoland voldoen zonder katalysator
of roetfilter al aan de IMO III-emissienormen.
‘Deze generatoren draaien al anderhalf jaar en
we zijn alleen nog voor regulier onderhoud aan
boord geweest. Ze functioneren boven verwach-
ting', zegt Kok. Hoewel MAN diverse gasgenera-
toren voor LNG-elektrische aandrijvingen kan le-
veren, en er regelmatig belangstelling voor is,
vertaalt zich dat op dit moment zelden in een
MAK POPULAIR IN CRUISEVAART
Schuttevaer
27 maart 2017
Een MaK V12 46DF in de takels in Rostock, voor levering aan
een schip van AIDA Cruises. (Foto MaK)
MaK groeide in 2016 uit tot grootste leverancier
van dual fuel-motoren voor cruiseschepen. Zo
leverde het bedrijf in oktober acht 16VM46DF
order. ‘De extra kosten van een LNG-installatie
zijn hoog en de gasolieprijs is laag. Dat maak het
moeilijk om LNG-systemen terug te verdienen.
De meesten kiezen daarom uiteindelijk toch voor
dieselmotoren en dieselgeneratoren.'
Tot 1900 pk
MAN Rollo levert ook motoren aan luxe jachten.
‘Voor jachten tot 32 meter zijn er verschillende
opties. Onze zwaarste motor, de 12-cilinder
D2862 levert in de light duty-uitvoering 1397 kW
(1900 pk) bij 2300 toeren. Op de in november
gehouden Marine Equipment Trade Show
(METS) in de Amsterdamse RAI hebben we deze
motor getoond. Voor de beroepsvaart levert de-
ze common rail-motor in heavy duty- afstelling
735 kW (1000 pk) bij 1800 toeren.'
In de binnenvaart rustte MAN Rollo-dealer Vink
Diesel in Sliedrecht destijds de Gulf Challenger
uit met deze motor.
MAN Rollo maakt deel uit van het Pon-concern.
SOURCE
motoren (965 kW per cilinder) aan de Meyer-
werf in Papenburg voor daar in aanbouw zijnde
cruiseschepen. Deze motoren voldoen op gas
draaiend zonder katalysator aan de IMO III emis-
sienormen.
‘Maar MaK leverde vorig jaar ook de eerste IMO
III-gecertificeerde dieselmotor', zegt verkoopdi-
recteur Michel van Gulik van Machinefabriek Bo-
lier in Dordrecht, de officiële vertegenwoordiger
van MaK in de Benelux. ‘Die motor is uitgerust
met een door Caterpillar voor MaK ontwikkelde
en gebouwde SCR-katalysator.'
In Nederland plaatste Bolier onlangs een 6M32C
MaK hoofdmotor (3000 kW bij 600 toeren) in de
in februari bij Koninklijke Niestern Sander te
25
Delfzijl te water gelaten Easymax (149,95 x 15,90
meter, 14.000 ton), het eerste multipurpose-
schip van een nieuw type voor Wagenborg. Het
schip wordt in april opgeleverd.
Dubbele optie
‘Schepen waarvan de kiel na 1 januari 2016 is ge-
legd moeten in ECA-gebieden van Noord-
Amerika en het Caribisch Gebied al aan de IMO
III-eisen voldoen', zegt Van Gulik. ‘Dat betekent
dat nieuwe cruise- en deepsea-schepen nu al
voor zulke motoren kiezen. In andere delen van
de wereld gaat IMO III in 2021 in.'
Dan treedt ook de IMO zwavellimiet wereldwijd
in werking en mogen emissies van schepen niet
meer dan 0,5% zwavelresten bevatten. ‘Dan
moeten schepen ofwel een scrubber hebben of
een laagzwavelige brandstof gebruiken. Laag-
zwavelige stookolievarianten zijn duurder dan
gewone stookolie. Gasolie wordt dan een serieus
alternatief voor bestaande schepen zonder
scrubber. Die kunnen dan besparen door de
zware olie-apparatuur uit te zetten. Voor nieuwe
schepen wordt LNG interessanter. Daarmee vol-
doen ze meteen aan alle andere emissie-eisen',
zegt Van Gulik. ‘In de cruisevaart zien we nu dat
reders het risico spreiden door voor dual fuel te
kiezen en tevens een scrubber met katalysator in
te bouwen. Ze varen in kustgebieden en havens
op LNG en tijdens overvaarten op stookolie. Ze
kiezen voor een dubbele optie. Carnival Cruises
bouwt nu 85 motoren om en nieuwbouwsche-
pen zijn allemaal al dual fuel. Ze willen zo schoon
mogelijk varen.'
Flex Cam
De MaK-motoren in de cruiseschepen zijn ook
uitgerust met Flex Cam Technologie, waarbij de
nokken die de kleppen bedienen verstelbaar zijn,
wat flexibele kleptiming en brandstofinjectie
mogelijk maakt. Tijdens accelereren wordt de
timing van de kleppen zo aangepast dat geen
zwarte rook ontstaat. Van Miller-timing, waarbij
de inlaatklep vroeg opent en voor het onderste
dode punt sluit, verandert de timing naar later
openen en sluiten wanneer de brandstofinjectie
wordt geïntensiveerd. De inspuiting wordt tijde-
lijk iets vervroegd. Wanneer de motor weer
normaal wordt belast keren de nokken terug
naar de Miller-timing stand.
EMD
Bolier distribueert ook de tweetaktmotoren van
het Amerikaanse Electro Motive Diesel (EMD),
dat net als MaK bij het Caterpillar-concern hoort.
Deze motoren zijn ook leverbaar met SCR-
katalysatoren. ‘Het is een mediumspeed twee-
taktmotor met een brede vermogensrange
(1250 tot 4000 kW) en een compacte voetaf-
druk. Hij is onder meer geschikt voor slepers,
baggerschepen en binnenvaart.'
Samenwerking
Bolier is via de in Marseille gevestigde dochter
Moteur Marine Méditerranée ook de MaK-
vertegenwoordiger in Frankrijk en Franstalig
Afrika.
‘In Noorwegen leveren de collega's van Pon Po-
wer momenteel vaak motoren voor grote vis-
kwekerijen', zegt Van Gulik. ‘Met Pon Power
bieden we ook complete oplossingen aan voor
schepen die met sterk uiteenlopende belasting
te maken hebben. Dan kun je denken aan die-
selelektrische en hybride aandrijvingen met
twee snellopers en twee mediumspeed-motoren
voor schepen die ‘s winters in de ijsvaart veel ex-
tra vermogen nodig hebben.'
SOURCE
26
 MATERIALS & EQUIPMENT (EXCL. ENGINES & STEEL)
INCENTIVE FOR SCRUBBERS DRIVEN BY $200/MT PRICE DIFFERENTIAL:
SHIPOWNERS
Hellenic Shipping News
29 maart 2017
High sulfur fuel oil has to be at least $200/mt
cheaper than 0.5% low sulfur fuel oil or 0.1%
marine gasoil to incentivize shipowners to install
scrubbers, shipowners said Tuesday at the Inter-
national Fujairah Bunkering & Fuel Oil Forum.
“The bigger the spread between high sulfur fuel
oil prices and compliant fuel prices, the better it
is for us to invest in scrubbers because the re-
turn on investment is faster,” Torm’s vice-
president and head of bunkers, Martin Broder-
sen, said.
Hong Kong-based ship operator Pacific Basin
Shipping will likely install scrubbers on ships that
are five years old or new builds, but not on ships
more than 10 years old because the return on
investment, by the company’s calculation, is
around 4-5 years, the company’s general mana-
ger of bunkers, Rakesh Sharma, said.
Shipowners have to take a position even if the
price differential of $200/mt might not be there
by the time the investment in sulfur abatement
‘GLOBAL WATER INTELLIGENCE’ BREAKS DOWN RACE TO SUPPLY $50 BILLION
IN BALLAST WATER TREATMENT SYSTEMS
Hellenic Shipping News
16 maart 2017
In order to halt the
worldwide spread of inva-
sive or harmful marine
species, the International
Maritime Organization
(IMO) passed the Convention for the Control and
Management of Ships’ Ballast Water and Sedi-
ments (BWM), requiring more than 65,000 ships
technology is realized, Sharma said.
“We have seen after the OPEC cuts some stabili-
zation has taken place, which is a very good sign
because we can plan,” he said.
The International Maritime Organisation’s an-
nouncement last year of a global sulfur cap of
0.5% in 2020 from the current 3.5% has left
shipowners having to decided which options —
liquefied natural gas, marine gasoil or scrubbers
— to use to meet that cap.
Additionally, further restrictions on nitrogen and
particulate matter emissions are likely to an-
nounced over the next decade.
Torm is a product tanker and dry bulk company
with a fleet of around 160 vessels, headquarte-
red in Denmark, while Pacific Basin owns and
operates around 200 Handysize and Supramax
dry bulk ships.
SOURCE
over 400 gross tons to adopt approved ballast
water management plans. For most ships this
will require the installation of a type-approved
ballast water treatment system. The convention,
adopted in 2004, was plagued with delays for
years, but now is finally “setting sail” as reported
in a recent feature article published by Global
Water Intelligence, the leader in high-value
27
business information for the water industry.
The article titled “Starting the Voyage of a Life-
time”, published in the February 2017 issue of
Global Water Intelligence reads, “The long over-
due ratification of the 2004 IMO ballast water
management convention is expected to unleash
a flood of orders for treatment systems,” and
then asks, “How will the technology market
shape up?” Several expert industry members are
interviewed throughout the article, and the
overarching sentiment of the piece is that, with
an estimated $50 billion at stake for ballast wa-
ter treatment systems, suppliers, ship operators,
and investors will be well-served by developing a
thorough understanding of the challenges and
potential solutions inherent to ballast water
management.
The fundamental challenges facing new ballast
water treatment systems are capital and operat-
ing costs, size and power requirements, efficacy,
and residual toxicity. US Coast Guard approval is
also crucial because as Don Stephen, VP Product
Management at De Nora was quoted, “Very few
people (operators) would take the chance of
procuring a system that is unable to be USCG
approved because almost certainly there would
be a chance of the ship traveling into US waters
at some point.”
Ultraviolet and electro-chlorination are today’s
leading systems, but both have issues that must
be overcome. For one, chlorination-based tech-
nologies do not typically treat water upon dis-
charge of ballast water, but rather treat water
only during uptake. UV systems, on the other
hand, treat at both ends. Young Chang, CEO of
C&C Panasia, explains that though this is not cur-
rently an issue, the USCG and Marine Environ-
mental Protection Committee have been investi-
gating whether all systems should treat on dis-
charge as well as uptake, following the discovery
that some organisms hidden in sediment may
not be killed. “It is highly possible in the next few
years there will be new requirements saying that
all types of treatment systems must treat on de-
ballasting,” Chang commented. “If that happens,
non-UV based technologies will have a tough
time to accommodate that and the system may
get more complicated.” Another issue with chlo-
rine-based systems is that their active chemicals
must be removed from discharge water, mean-
ing a neutralizer injection is required during de-
ballasting to avoid discharge of harmful chemi-
cals.
UV-based systems are not without their prob-
lems, however. While chlorine-based systems
are capable of killing waterborne microorgan-
isms, UV systems inactivate microbes by making
them unable to reproduce, but leave them alive
nonetheless, conflicting with the language of the
IMO convention regarding discharged organisms.
In order to meet the USCG requirements, sub-
stantial power increases in UV systems were
necessary to sufficiently neutralize organism ac-
tivity. Tore Andersen, CEO of Optimarin, ex-
plained to GWI how the company was able to
overcome this potential challenge. “We used our
high power capacity – the biggest difference be-
tween Optimarin and other UV makers is our
very strong UV lamp.”
Dennis Calvert, the CEO of BioLargo, Inc. (BLGO),
singled out what appears to be one of the most
critical problems of all when he shared his
thoughts with GWI, “The larger issue is power
availability on the ships. Energy efficiency for
BWTS will be a key prerequisite to advance in
the market… they require large amounts of en-
ergy to operate and may require more energy
than what ships can currently supply.” He con-
tinued, “There are very few examples where
older ships have sufficient excess power for
these new BWTS.” According to Calvert, this
problem doesn’t afflict all ships, as he was quot-
ed, “Some ships will however not have this prob-
lem, such as LNG with regasification compres-
sors and large container ships with reefer power
available.” It’s clear that for those ships with
stringent power supplies, energy efficiency of
ballast water treatment systems is a key factor
dictating their adoption.
While UV and chlorine-based technologies are
the dominant incumbents in the ballast water
treatment market, novel technological solutions
28
are beginning to crop up. BioLargo, Inc. has been
hard at work developing a low-energy solution
to the ballast water challenge, as explained by
Dennis Calvert, “BioLargo became a new con-
tender in the race when in last August, our re-
searchers at the University of Alberta unveiled a
breakthrough new water treatment technology
that is neither UV nor chlorine-based. BioLargo’s
AOS System is a filter/reactor that uses proven
filtration with small amounts of iodine and low
electric current flow. It is several times more
powerful than chlorine, substantially faster, and
CATHODIC PROTECTION CONTRACT
Maritime Journal
14 Maart 2017
Netherlands-headquartered marine corrosion
prevention specialist company MME Group and
Van Oord recently signed a contract for cathodic
protection of the Norther Offshore Wind Farm.
Under the contract, MME Group will engineer,
supply and commission internal and external
Impressed Current Cathodic Protection (ICCP)
systems for the 44 monopile turbine foundations
and the Offshore High Voltage Station of the
with only a small fraction of the capital and op-
erating costs.” The AOS System is billed as the
low energy solution and is targeting entry into
the ballast water market by 2019. “While we
have some scale-up work to do to meet the vol-
ume requirements for the maritime industry, we
believe our value proposition is unique, and the
industry clearly needs a low energy solution like
ours,” Calvert reported to GWI.
SOURCE
wind farm.
The signing session took place at Van Oord offic-
es in Gorinchem, The Netherlands. Pieter Moer-
land, General Manager of MME Group's Cathod-
ic Protection division said: "After successful de-
livery and operation of our ICCP systems for the
largest German and Dutch OWFs (Bard Offshore
1 & Gemini) we are now honoured to contribute
to a longer life for Belgium's largest OWF. With
more than 10 European OWFs protected by our
systems, this deal is a clear demonstration of our
dedication to customer oriented, high-quality so-
lutions paying off."
Van Oord is the main contractor for engineering,
procurement, supply and installation of the
foundations, the Offshore High Voltage Station
and the inter-array and export cables for the
Norther Offshore Wind Farm.
SOURCE
29
MEETING THE GLOBAL STANDARD FOR BALLAST WATER DISCHARGE
Clarkson’s
21 maart 2017
until the first renewal of their International Oil
Pollution Prevention certificate (IOPPC) to com-
ply. This typically occurs during a ship’s 5-year
Special Survey but, depending on the flag admin-
istration, the IOPPC can be ‘de-harmonised’ and
renewed separately. This could delay compliance
dates, an attractive option in weak shipping
markets, especially as only three systems cur-
rently have USCG ‘Final Approval’, which enables
ships to sail in US waters.

Fleet Management

The graph illustrates one potential scenario for

BWMS retrofit demand across the global mer-
KLIK OP PLAATJE VOOR GROTERE AFBEELDING
chant fleet. Excluding c.5,300 ships estimated to
have BWMSs (including allowances for late re-
The IMO’s Ballast Water Management Conven-
porting) and around 43,000 ships engaged in
tion was finally ratified in 2016 and 55 states
‘domestic’ trading, as these are likely to be ex-
representing 53% of global GT are currently sig-
empt from the convention because they operate
natories. This key piece of environmental legisla-
within one body of water, approximately 46,000
tion will enter into force on 8th September 2017
ships require a BWMS. However, BWMS retrofit
and the ramifications for the fleet are significant.
is costly and can be technically difficult for older
Thousands of ships will require costly technology
ships and this may push owners to scrap as
and elevated levels of demolition are expected
compliance dates near. With a rough assumption
as compliance dates approach.
that ships of 20+ years will be recycled rather
than retrofitted, BWMS retrofit demand falls to
The Final Stand-ard
c.31,000 ships.
The IMO’s Ballast Water Management Conven-
Ballasting Ahead
tion aims to prevent the spread of harmful and
invasive species via ships’ ballastwater and re-
Clearly, this high-level scenario is very sensitive
quires that vessels install approved ballast water
to the assumptions made and BWMS retrofit
management systems (BWMSs). However, tech-
demand could be much higher or lower in reali-
nology and installation costs are significant and
ty. Overall, however, the number of ships requir-
range from anything between $0.5m to $3m per
ing BWMSs is likely to be considerable and how
ship. Currently, around 3,900 vessels in the fleet
the compliance schedule is phased will be very
are reported to have a BWMS. Bulkers, tankers
important. Whether there is sufficient docking
and boxships account for 70% of these. A much
and engineering capacity is another concern, and
higher proportion of the orderbook is compliant,
the potential for installation ‘bottlenecks’ ap-
around 16%, and most ships on order have pro-
pears to be high.
visions for BWMSs.
The ratification of the Ballast Water Manage-
Ships constructed after the convention enters in-
ment Convention has significant implications for
to force on 8th September 2017 must comply
the shipping industry. Compliant technology can
upon delivery while most existing ships will have
be costly and older ships are likely to be recy-

30
cled, especially given the current weak earnings
environment. Even with increased demolition,
thousands of existing ships are still estimated to
require BWMSs and meeting this requirement
PPG SAID TO PREPARE NEW AKZO BID AFTER $22.4 BILLION FAILED
Hellenic Shipping news
21 maart 2017
PPG Industries Inc. is pre-
paring a renewed takeover
bid for Akzo Nobel NV, ac-
cording to people familiar
with the matter, taking a
second run at Europe’s
largest coatings company after a previous offer
was rejected.
Exact details of the new proposal couldn’t im-
mediately be learned. Akzo rebuffed PPG’s unso-
licited 20.9 billion-euro ($22.4 billion) takeover
bid on March 9, saying the offer — worth 83 eu-
ros a share at the end of February — substantial-
ly undervalued the company.
PPG said at the time it would carefully evaluate
its position, calling the original offer an “attrac-
tive and comprehensive proposal.”
Spokesmen for Akzo Nobel and Pittsburgh-based
PPG declined to comment.
One of the Dutch company’s biggest, long-term
investors is urging Akzo to carefully evaluate any
new bid from PPG, people familiar with the
shareholder’s position said earlier, asking not to
be identified because the discussions aren’t pub-
lic.
Elliott Management Corp., the hedge fund
founded by billionaire Paul Singer, is urging Akzo
to talk with PPG about raising its bid, people fa-
miliar with those talks said last week.
A combination of the world’s two largest coat-
ings companies would attract intense antitrust
scrutiny in Europe and the U.S. They have lead-
ing market shares of architectural paint in many
European countries, with Akzo making brands
will be challenging.
SOURCE
such as Dulux and Hammerite and PPG produc-
ing Olympic and Pittsburgh brands.
Aerospace Coatings
The combination also would control more than
half of the global aerospace-coatings market.
Akzo has the No. 1 market position in general-
industrial coatings and protective and marine
coatings, while PPG has the No. 2 position in
those markets, according to SunTrust analysts
James Sheehan and Matthew Stevenson.
In rejecting the original bid, Akzo said it plans to
divest its specialty chemicals business, which ac-
counts for one-third of revenue, to increase the
focus on coatings. PPG’s proposal carries “seri-
ous risks and uncertainties,” Akzo CEO Ton
Buechner said at the time.
One of Buechner’s first major strategic decisions
upon taking the helm in 2012 was to complete
the sale to PPG of its U.S. architectural paints
business, including 600 company-owned stores
and the Glidden brand, for about $1 billion.
Largest Deal
PPG CEO Michael McGarry is attempting the
company’s largest ever deal just 18 months into
the top job. As chief operating officer in 2014,
McGarry spearheaded the company’s $2.3 billion
acquisition of Consorcio Comex SA, Mexico’s
largest paintmaker.
Combinations between U.S. and European com-
panies have a history of cultural and political
challenges. PPG has met resistance to it pro-
posed Akzo deal from the Dutch government.
Like many Dutch companies, Akzo has in place a
31
stichting, or foundation, which owns priority
shares and can be used to fend off hostile takeo-
vers.
Until now, Akzo and PPG have stayed on the
sidelines amid a spate of large deals in the paint
and chemicals industries. Sherwin-Williams Co.
POST APPOINTED COO OF RADIO HOLLAND
Marine Link
23 maart 2017
Maarten Post has been appointed Chief Operat-
ing Officer (COO) and member of the General
Management Team of the Radio Holland Group.
NEW FUEL REGS DRIVE SCRUBBER BUSINESS
Marine Link
28 maart 2017
would become the biggest coatings maker if its
$9.3 billion deal to buy Valspar Corp. goes
through. The U.S. Federal Trade Commission is
reviewing that takeover.
SOURCE
He is responsible for the management of the
global operations of the Radio Holland Group
and further building the global service network.
Within RH Marine Group over the past years,
Post has had several managerial positions,
among others Managing Director of Elkon (Tur-
key) and Imtech Marine Canada. Before that he
worked in several senior management positions
in Public Transportation and at DHL. He started
his career as an officer in the Royal Netherlands
Marine Corps, after completing Royal Nether-
land Naval College. Post holds a Master’s Degree
in Business Administration from Rotterdam
School of Management, Erasmus University.
SOURCE
The Exhaust Gas Cleaning Systems Association
and its members are preparing to meet higher
demand for gas scrubbing systems to bring SOx
emissions in line with the targets set by the
IMO’s 2020 fuel sulfur content proposals. As
previously reported by this correspondent
in Maritime Reporter and Engineering
News (December 2016 issue, page 24; January
2017 issue, page 28), the IMO has come in for
some severe criticism over its proposals to intro-
duce a global marine fuels sulfur content cap of
32
0.5 percent (mass/mass) by the year 2020.
However, the organization can take some encou-
ragement for its ideas from the reactions of the
Exhaust Gas Cleaning Systems Association (EG-
CSA) and major marine scrubbers manufactu-
rers, most of which have expressed their satis-
faction with and support for the proposed regu-
lations.
“In October, IMO made the only correct and sen-
sible decision. No delays – from 2020 the global
SHIPBUILDING & DESIGN, SHIPYARD NEWS
NEWBUILDING ORDERS POISED TO INCREASE AS INTEREST MOUNTS UP
Hellenic Shipping News
29 maart 2017
Newbuilding ordering activity has spent the past
18 months or so in a sort of “slow motion” mo-
de, as orders were thin, amid a less than enticing
freight market, for most ship markets. Things are
beginning to pick up pace though during 2017, as
shipbrokers steadily report an increased amount
of interest brewing under the surface, “with so-
me starting to see this as an opportunity to ma-
limit on marine fuel sulfur outside of ECAs will be
0.5 percent,” enthused Don Gregory, Director of
the EGCSA, while Roger Holm, President of
Wärtsilä Marine Solutions, observed that “the
introduction of dual-fuel engines and the incre-
asing use of LNG as a fuel will provide a viable
means of complying with the sulfur cap require-
ments.”
READ MORE
ke speculative orders on the market, while there
are many who are highly critical of these sort of
moves, fearing that the market will under go
another collapse in 2-3 years time if we see a si-
milar repeat to the extensive ordering spree that
took place in the past. For the moment it still
seems that there is minimal support in terms of
market conditions (asset prices, freight rates)
leaving a low likelihood of the volume of new
orders rising by too much too quickly. In the ma-
jority of cases, interest is mostly generated in
terms of the prices now on offer, with many
looking to take up the opportunity to secure a
slot now rather than wait and order at a point
when it makes more sense in terms of market
fundamentals but likely at a point where prices
will have escaped their low point by a conside-
rable margin”, Allied Shipbroking said in its latest
weekly report.
READ MORE
33
NEW DUTCH DIVE SURVEY CRAFT
Maritime Journal
24 maart 2017
DutchWorkboats in Amsterdam, specialist de-
signers and constructors of all-purpose craft of
between 5 and 15 metres, has developed a Se-
ries 10 joint dive-survey model for inshore and
coastal operations which can also be used to
support offshore dredging applications.
IN DEPTH: STANDARD COASTER CONVERTED INTO CEMENT CARRIER
World Maritime News
28 maart 2017
There’s a saying that out of the following three
items on the shipyard’s menu, a client can only
choose two: low cost, fast delivery and high
quality. However, there are ways to achieve all
three courses and one of them is converting an
existing semi-completed hull into a tailor-made
solution.
Repurposed
This is exactly what VEKA Shipyard, based in
Lemmer, did for their latest newbuiding Cem-
brook.
Based on earlier fast survey boat versions and
with a top speed of 25-30 knots, it is claimed to
be ideal for extended day use with a wide range
of options for installation of deck and survey
equipment.
With two moonpools behind the cabin and an
optional quick release hook for rapid launching
and recovery, the vessel can be equipped with
inboard or outboard diesels in a single or twin
format. Versatile cabin layouts are available al-
ong with provision for crews of 4-6 personnel
supported by appropriate computer and desk
space.
SOURCE
There is a number of semi-finished coasters in
the Netherlands, which were never completed
due to the crisis in the short-sea shipping mar-
ket. Several of these have been successfully re-
purposed, for example as a fishfood carrier for
fish farming or as a roll-on-roll-off (RoRo) vessel
for windmill components.
The latest to add to this growing list is Cem-
brook, a dedicated cement carrier built for Brise
Schifffahrt (Germany).
Cement carrier
Apart from a fleet of eight containerships and
one RoRo vessel, Brise has over the years built a
fleet of nine cement carriers. All of these feature
a completely closed cargo system, which avoids
the exposure of cargo to the weather.
34
Cargo operations are therefore independent of
the weather conditions. When stocks are redu-
ced and deliveries need to be done just on time,
this is a recipe for success.
Previous cement carriers have been converted
from former cargo vessels since 2001, under Bri-
se’s own project management.
READ MORE

WIJNNE BARENDS LAAT ZES NIEUWE SCHEPEN IN INDIA BOUWEN

RTV Noord
21 maart 2017
kiezen dit keer voor India en dat is puur om fi-
nanciële reden', zegt financieel directeur Eric
Baar. De keuze voor India ligt gevoelig nu
scheepswerf De Hoop in Foxhol failliet is ge-
gaan.

'Ook hier moet de pijp roken...'

Source: Wijnne Barends

'Wij hebben ook gesproken met De Hoop en ook

De Delfzijlster rederij Wijnne Barends laat zes
met Groningen Shipyards. Maar het verschil in
nieuwe schepen bouwen in India. Het gaat om
geld is zo wezenlijk. Elk miljoen dat wij extra uit-
identieke energiezuinige schepen, die door de
geven aan de bouw die moeten we later weer
Indiaase scheepswerf Chowgule&Company wor-
terugverdienen. De markt in de scheepvaart is
den gebouwd.
nu heel moeilijk. Wij zijn een bedrijf waar de pijp
ook moet roken', is Baar resoluut.
De nieuwe schepen met een lengte van 98 meter
en een laadvermogen van 4200 ton voldoen aan
De Delfzijlster rederij Wijnne Barends is onder-
de nieuwste milieunormen. De oplevering van de
deel van de in Amsterdam gevestigde Spliethoff
(eerste) schepen is eind 2018.
Group. Die heeft een vloot van meer dan hon-
derd schepen in beheer.
Gevoelige keuze
SOURCE
Eerder liet Wijnne Barends twaalf energiezuinige
schepen bouwen bij Groningen Shipyards. 'Wij

WELSH PATROL VESSELS, BUILT IN WALES

World Fishing Today
15 maart 2017

Pembrokeshire company Mainstay Marine Solu-
tions has won the contracts to deliver two new
fisheries patrol vessels for Wales.
Following some competitive international bid-
ding, the company has contracted to built a 26
metre monohull patrol vessel for South Fisheries
and a 19 metre catamaran patrol vessel for
North Fisheries. The two patrol vessels for Welsh
waters will be built by a company based in Wa-
les, providing skilled employment in Pembroke-
shire.
According to Mainstay Marine, the new vessels

35
will replace the current ageing boats, to provide
effective protection from illegal fishing activity in
Welsh waters and safeguard Wales’ fishing indu-
stry and coastal communities in the years ahead.
Since its inception in 2014, Mainstay Marine has
safeguarded 30 jobs and created 50 new posi-
tions, with 98% of its employees based in Pem-
brokeshire. The company also employs 10% of
its direct workforce as apprentices.
The Cabinet Secretary for Environment and Rural
Affairs, Lesley Griffiths, announced the contracts
during a visit to Mainstay Marine Solutions’ faci-
lities in Pembroke Dock to see the workshops
where the vessels will be built.
‘The Welsh Government takes very seriously its
responsibility for managing and protecting
Welsh seas and it’s important we have the capa-
bility to do this. I am pleased we are replacing
our ageing fleet and proud a Welsh company has
been successful in winning the contract to com-
plete this work,’ Lesley Griffiths said.
‘Mainstay Marine Solutions has shown a com-
mitment to up-skilling and developing its work-
force locally and it is anticipated the continued
success of the company will help create further
jobs locally, which is excellent news for the local
economy.’
Mainstay Marine Solutions managing director
Stewart Graves said that the company continues
to grow and win new business, and is delighted
to have won the contract to deliver these two
vessels for the Welsh Fisheries Protection Fleet.
‘Two things are fundamental to our success. The
first is our workforce with its comprehensive
range of skills and its pride in safely delivering
high quality products. The second, is the excel-
lent support we have received from the Welsh
Government, Finance Wales, and Milford Haven
Port Authority,’ he said.
‘Mainstay Marine won these contracts against
significant international competition, it is a great
message of confidence in the business and de-
monstrates the competitiveness of our thriving
Welsh Design and Build Shipyard.’
The two new vessels are expected to be in ser-
vice by the autumn of next year.
Liverpool-based Marine Specialised Technology
has been awarded the contract to supply the
Cabin RIB.
‘We are delighted to be part of this prestigious
project supplying the Cabin RIB which is a
flagship project for us. Fisheries enforcement is
a key market for us and this craft will be the pin-
nacle of small craft technology,’ said Marine
Specialised Technology sales director Philip
Hibbert.
SOURCE
36
BALTIYSKY ZAVOD TO SECURE CONTRACTS FOR CONSTRUCTION OF TWO
MORE LK-60 ICEBREAKERS IN 2018
PortNews
21 maart 2017
Baltiysky Zavod – Sudostroyeniye LLC (Saint-
Petersburg) is going to secure contracts for con-
struction of two more LK-60 icebreakers in 2018,
IAA PortNews correspondent cites Aleksei
Kadilov, Director General of United Shipbuilding
Corporation (USC) as saying at the meeting dedi-
cated to the 10thanniversary of the Corporation.
According to him, new icebreakers will be in de-
mand for assisting vessels going westwards
along the Northern Sea Route.
He also said that nuclear-powered icebreaker
Sibir (the second in the series) would be
launched in autumn 2017.
Saint-Petersburg based shipyard Baltiysky Zavod
ODFJELL IN FOR TWO HUDONG-ZHONGHUA DUAL FUEL CHEMICAL TANKERS
Splash 24/7
20 maart 2017
Odfjell has signed a letter of intent for two addi-
tional chemical tankers with stainless steel cargo
tanks, to be built by Hudong-Zhonghua Ship-
building in China.
The vessels will be 38,000 dwt with 40 tanks and
a cargo capacity of about 45,000 cu m. Both ves-
sels – costing a total of $116m – will be prepared
for dual fuel solution.
– Sudostroyeniye is building three 60MW ice-
breakers of project 22220 (Arktika, Sibir, Ural)
scheduled for delivery in 2017 – 2020.
Baltiysky Zavod OJSC (Saint-Petersburg) special-
izes in construction of rank 1 surface-crafts, ice
class vessels with nuclear and diesel-electric
propulsion plants, nuclear floating energy units,
floating distilling plants.
The shipyard was set up in 1856. To preserve the
staff and the competence of the shipyard, USC
founded Baltiysky Zavod – Sudostroyeniye
LLC. The Company’s staff currently numbers
4,000 employees.
The backlog of orders of Baltiysky Zavod-
Sudostroyeniye LLC is currently valued at about
RUB 150 bln. The largest orders are: three 60-
MWt nuclear icebreakers, 25-MWt diesel-
electric icebreaker, floating power unit of the
world’s first floating nuclear heat and power
plant, engineering products.
SOURCE
This order will follow the orders already commit-
ted at the yard for four 49,000 dwt vessels with
33 stainless steel cargo tanks. The letter of intent
also includes options.
The Scandinavian owner said Hudong-Zhonghua
is one of the very few Chinese construction facil-
ities able to meet Odfjell’s quality standards for
37
building advanced chemical tankers. needs for the super segregators have been met,”
said Kristian Mørch, CEO of Odfjell.
“Following this order and other commitments
recently taken, most of our renewal SOURCE

FINCANTIERI IS CLOSE TO A DEAL FOR STX FRANCE

MITSUBISHI HEAVY CONSIDERS SPINNING OFF SHIPBUILDING OPERATIONS

COBELFRET PLACES RARE OSHIMA BULKER ORDERS

JAPANESE ORDERBOOK: DOWN BUT SHOWING STAYING POWER

HYUNDAI HEAVY INDUSTRIES TO HALT ANOTHER DOCK OPERATION

JAPANESE MITSUBISHI TO START WORK ON SHIPYARD PROJECT IN JULY 2017:

SCA CHAIRMAN

SUNSTONE EYES UP TO TEN EXPEDITION CRUISE SHIPS

DAEWOO SHIPBUILDING TO FOCUS ON SPECIALTY VESSELS, EYES TURNA-

ROUND IN 2017

INDIA’S LARGEST STATE-RUN SHIPBUILDER FILES FOR IPO

BCL ORDERS NEW VESSEL FOR BERMUDA SERVICE

FINCANTIERI’S TAKEOVER OF VARD COMES UP SHORT

HANJIN PHILIPPINES GETS ORDER TO MAKE 4 VLCC’S AT SUBIC

38
 SHIP MAINTENANCE, REPAIR & CONVERSION
VAN OORD TEKENT CONTRACT MET DAMEN VOOR MODIFICATIE VAN OFF-
SHORE INSTALLATIESCHIP AEOLUS
Linkmagazine.nl
29 maart 2017
De aanpassingen aan het schip, uitbesteed
aan Damen Shiprepair in Schiedam, leveren een
verhoogd vermogen op met betrekking tot laad-
vermogen, accommodaties en kraancapaciteit.
Dit wordt bereikt door de installatie van drijf-
lichamen, een sterktedek, vergrote spudpalen en
een nieuwe accommodatiemodule met helikop-
terdek. Ook zal de kraan, nu met een hefver-
mogen van 900 ton, worden vervangen door een
LEC-kraan (Leg Encircling Crane) met een ver-
mogen van 1.600 ton. De capaciteitsuitbreiding
van het schip stelt Van Oord in staat om de
steeds grotere funderingen en zwaardere turbi-
ULSTEIN VERFT IS ABOUT TO COMPLETE SHIP SERVICE ON THE SIXTH SHIP
THIS YEAR
nes te installeren op offshore windparken.
De werkzaamheden starten in september 2017.
Het aangepaste schip zal in het voorjaar van
2018 operationeel zijn en heeft dan de grootste
hefkraan in zijn klasse. De LEC-kraan is besteld
bij Huisman, een bedrijf in Schiedam/Rotterdam
dat is gespecialiseerd in zwaar installatiemateri-
eel.
De Aeolus is eerder ingezet bij offshore windpar-
ken Gemini en Luchterduinen. Na de upgrade zal
het schip aan de slag gaan bij nieuwe projecten,
zoals het offshore windpark Borssele 3 & 4 in
Nederland en Norther in België.
De plannen voor het aanpassen van de Aeolus
passen binnen de strategie van Van Oord om in-
novatieve en duurzame oplossingen te bieden
aan de offshore windsector. Daarnaast spelen
we in op de snel veranderende en groeiende off-
shore windenergie-industrie. Als partner van de
TransitieCoalitie hebben wij het doel de energie-
transitie te versnellen. Dit in het verlengde van
de Europese opgave om vóór 2030 ten minste 40
procent broeikasreductie te realiseren.
SOURCE
39
 NAVAL
LIMA 2017: DAMEN UNVEILS ITS NEW MRSS DESIGN PROPOSAL FOR ROYAL
MALAYSIAN NAVY
Navyrecognition.com
21 maart 2017
At LIMA 2017, the Langkawi International Mari-
time And Aerospace Exhibition currently held in
Malaysia, Damen shipyards of the Netherlands
unveiled a new design proposal for the Royal
Malaysian Navy's (RMN) Multi-Role Supply Ship
(MRSS) requirement. Damen's MRSS is based on
its Enforcer product line of landing platform
docks (LPD), more precisely, the Enforcer 10000. Damen's MRSS Enforcer 10000 LPD at LIMA 2017

According to Damen, The Enforcer LPD is charac-

terised by a stern dock that creates a sheltered
environment for the deployment of Landing
Craft in adverse conditions, including Sea State
4. This feature results in an extensive weather
window enabling operations for 80% of the time
worldwide, whereas alternative concepts usually
manage only 30%.

The Enforcer design includes various essential,

though cost-effective, survivability features:
- Watertight integrity: Compliance to damage
Damen's MRSS Enforcer 10000 LPD at LIMA 2017
stability requirements in docked conditions with
unobstructed cargo deck access. No doors bet-
Talking to Navy Recognition during the show, a
ween compartments below bulkhead deck.
Damen representative said he could not discuss
- Damage control facilities & Fire-fighting sys-
Damen's existing or future local partner but ex-
tems
plained the Enforcer design is particulary suited
- Signature Enhancements: Noise control, RCS
to the RMN's needs.
Shaping, Ir suppression, Degaussing
- Vulnerability enhancements: NBC Protection,
The Enforcer 10000 measures 157 meters in
Shock proofing, Blast bulkheads, redundancy on
length with a beam of 24.8 meters. Its range is
mission-critical system.
10,000 nautical miles. It is capable of trans-
porting 400 to 700 troops as well as two LCMs in
There is at least one more contender for MRSS:
the well deck and two LCVPs in davits. Finally it is
Malaysian shipyard Boustead and its partner PT
fitted with two to three helicopter spots.
Pal from Indonesia. A MoU between the two
companies was signed during Indodefence in Ja-
karta last year. In Malaysia, Damen is partnering
with local shipyard Destini Shipbuilding for the
delivery of three new OPVs to the Malaysian
coast guard (MMEA).

SOURCE

40
GOA SHIPYARD NOMINATED TO BUILD TWO STEALTH FRIGATES FOR THE IN-
DIAN NAVY

BOUSTEAD CHOSEN FOR WORK ON CHINA-BUILT LITTORAL MISSION SHIPS

FOR MALAYSIA

LIMA 2017: MMEA UNVEILS DESIGN OF NEW HELICOPTER-CAPABLE OPV

PLATFORM

RUSSIA’S NAVAL SHIPYARDS FULLY BOOKED WITH ORDERS TILL 2023

TURKEY’S STM COMPETING FOR COLOMBIAN NAVY FRIGATE BID

MULTIPURPOSE / HEAVY LIFT / PROJECT CARGO SHIPS

DREWRY: LIGHT AT THE END OF THE TUNNEL FOR THE MULTIPURPOSE SHIP-
PING MARKET
Hellenic Shipping News
29 maart 2017
Following another poor year for multipurpose
shipping with further erosion of rates making it
the worst market in over 10 years, signs of reco-
very are now evident with momentum expected
to build over the next few years, according to
the latest Multipurpose Shipping Market Annual
Review and Forecast 2017 report published by
global shipping consultancy Drewry.
Dry cargo demand is forecast to grow by around
3% in 2018, but within that figure it is the market
share available to multipurpose vessels which is
more interesting. Drewry estimates that the
multipurpose (MPV) share of bulk trades in the
peak year of 2007 was about 17%, while the sha-
re of general cargo trades was nearer 20%. Over
the intervening period, both these shares have
eroded and we estimate the bulk cargo share for
2016 to be nearer 14% and 12% for general car-
go. However, Drewry believes that this is the
bottom of this particular cycle and that the MPV
market share in both areas should improve, al-
beit marginally, over the next five years. Alt-
hough MPV demand fell slightly over 2016 com-
pared to 2015, it is expected to grow at an
average annual rate of 3.4% to 2021.
KLIK OP PLAATJE VOOR GROTERE AFBEELDING
On the other side of the equation vessel supply
is expected to contract over the same period, al-
beit by only 0.1%. However, for both newbuil-
ding orders and demolition activity there is a big
difference between simple MPV and project car-
riers. Over the last five years the percentage of

41
project carriers being delivered to the fleet has
risen to an average 58%. However, in 2016 a
staggering 93% of all newbuildings had heavylift
capability, sounding a death knell for the simple
MPV fleet.
With about 63% of the orderbook declaring hea-
vylift capability, the future decline of the simple
MPV section of the fleet is almost assured. There
is very little, if any, new investment in this sector
with those new orders without lift capacity seen
as simple replacements for an aging fleet.
Owners are taking significant decisions to build
higher specification vessels with bigger lift capa-
city, in order to give them an advantage in the
appalling market.
“Drewry expects to see a decline of almost 4% in
SUPER & MEGA YACHTS
HEESEN SIGNS ORDER FOR 55M YACHT ‘ALIDA’
Super Yacht Business
24 maart 2017
Dutch shipyard to build project 'Alida', a 55m
motoryacht scheduled for launch this summer.
Fort Lauderdale-based firm The New Yachts
Company, introduced and represented the bu-
yer. Both companies announced the sale at the
2017 Palm Beach International Show.
Heesen Yachts in the Netherlands has received a
new order for the construction of project Alida, a
55m motoryacht. Barin Cardenas, president of
the ‘simple’ MPV fleet to 2018, balanced against
growth of 4% in the project carrier fleet,” com-
ments Susan Oatway, lead analyst for multipur-
pose shipping at Drewry.
“Add these two together and you get an impro-
ving supply and demand balance. We expect to
see only a slight improvement in the market over
2017 with rate rises gathering momentum after
2018. For the larger sectors, which have a bigger
correlation to Handysize rates, there could be a
more significant uptick in 2017 before rates sett-
le over 2018,” added Oatway.
Source: Drewry Maritime Research
SOURCE
The New Yachts Company (TNYC), introduced
and represented the buyer. TNYC worked clo-
sely with Thom Conboy of Heesen Yachts USA.
Cardenas who is also behind the new venture
Prime Megayachts Platform, comments: “Our
hard work has rewarded us with an incredible
start to 2017,” says Cardenas. “In just the past
few months, we launched the revolutionary 50m
Prime Megayacht Platform, we sold the award-
winning motoryacht Nono (one of our favourite
builds to date), and now we jumpstart our com-
mitment to new yacht development with the sa-
le of Heesen’s 55-metre Alida.”
Fast displacement yacht
Built to Lloyd’s class, Alida is a fast displacement
motoryacht with a steel hull pencilled by naval
architect Van Oossanen and aluminium super-
structure. Radyca, a Miami-based design firm, is
42
in charge of the interior styling.
The vessel has been designed to provide sleep-
ing for up to 12 guests in a 250sq m accommo-
dation space including a full beam VIP cabin, a
full beam master suite and four double cabins.
She also offers numerous possibilities for enter-
tainment at sea, from a 110sq m sundeck to a
skylounge that is wrapped almost entirely in
glass.
Cardenas also announced that its Brand Ambas-
sador programme has brought top tier partners
into the fold, allowing The New Yachts Company
“to share our knowledge and guidance with
premium builders and brands aligned with our
vision for excellence in yachting”, he says.
Equipped with twin MTU 8V 4000 M63 engines
KOOP EENS EEN IJSBREKER
De Tijd
27 maart 2017
Met een superjacht voor anker liggen aan een
tropisch eiland is te gewoontjes geworden. De
nieuwe generatie miljardairs zoekt het nu in de
poolgebieden. De Nederlandse scheepsbouwer
Damen heeft zijn eerste luxeijsbreker verkocht,
inclusief helikopterplatform en duikboot.
Vijfenzestig meter lang. Plaats voor twaalf gas-
ten en twintig bemanningsleden. Uitgerust met
alle luxe. En met een versterkte rand van 2 me-
ter waarmee hij een ijslaag van 90 centimeter
dik kan breken. De SeaXplorer van de Neder-
landse scheepsbouwer Damen wordt het eerste
would provide Alida a maximum speed of 16
knots, and a range of 4,500 nautical miles at
cruise.
Heesen says Alida offers “frugal fuel consumpti-
on coupled with a remarkable range of 4.500nm
at 13 knots, while her top speed reaches 16
knots. At 12 knots her range becomes ever more
impressive reaching 5.400 nm”, the yard says in
a statement.
The yacht will undergo intensive sea trials in the
North Sea prior to delivery to her new owners in
time for cruising in July 2017.
Both companies announced the sale of pro-
ject Alida at the Palm Beach International Show.
SOURCE
luxejacht dat officieel is erkend als ijsbreker.
Over twee jaar - na de bouw in Roemenië en de
afwerking in Vlissingen - wordt het eerste exem-
plaar te water gelaten. In de lente, omdat dat
het moment is om richting de noordelijke ijskap
te vertrekken
‘De nieuwste superrijken zoeken het steeds
meer off the beaten track’, zegt Victor Camina-
da, de marketingmanager van Damen. ‘De huidi-
ge generatie luxejachten is niet uitgerust om tot
diep in de poolgebieden te varen. Het gevaar be-
staat dat je door veranderende wind of zeestro-
mingen plots ingesloten raakt door het ijs. Onze
43
SeaXplorer kan zich weer vrijmaken door achter-
uit tegen het ijs in te varen, een revolutionaire
techniek.’
De eerste luxe-ijsbreker is verkocht. Maar in de
uiterst discrete wereld van het grote geld is het
onmogelijk te achterhalen wie de klant is en wat
hij ervoor heeft betaald. Damen opereert in het
wereldje van de 1.500 tot 2.000 miljardairs op
deze planeet. De kans is groot dat het gaat om
een van de nieuwe rijken uit Silicon Valley, die
minder prat gaan op blinkende luxe maar wel
exclusiviteit en extreme vrijheid nastreven.
Maar ook de Russische markt doet het na enkele
mindere jaren, door onder meer de boycot en de
dalende olieprijzen, weer beter. Caminada: ‘De
interesse is er groot. Kamsjatka, in het uiterste
noorden van Rusland, is een uitgelezen bestem-
ming voor dit soort jachten.’
De ijsbreker mag er dan robuust uitzien, aan luxe
en snufjes ontbreekt het niet. Een helikopter-
platform is intussen standaard op de meeste
luxejachten, maar op de SeaXplorer wordt een
afgesloten ruimte aangeraden om de helikopter
te beschermen tegen de barre weersomstandig-
heden. Een speciaal lanceerplatform laat toe de
bijboten supersnel te water te laten, zodat ze in
een mum van tijd tot bij voorbijzwemmende
walvissen kunnen varen. De techniek is geleend
bij reddingsschepen van de kustwacht, die snel
drenkelingen moeten kunnen oppikken. Voor
wie liever vanop het moederschip naar de wal-
vissen kijkt, is er een uitkijkplatform, al dan niet
achter glas.
Ook een duikboot is een onmisbaar accessoire.
Op de jongste Monaco Yacht Show was het de
grote hype. De grote discussie op het meest ex-
clusieve bootsalon ter wereld ging over de vraag
welke vorm het best was: de langwerpige of de
ronde. In zo’n duikboot kan je met een viertal
gasten tot 200 meter diep gaan.
Andere trend: je eigen bevoorradingsschip.
Waarom zou je je luxejacht volstouwen met
wasmachines, duikmateriaal, jetski’s, keuken-
personeel en koelkasten vol champagne? Dan
koop je beter een extra boot die in je kielzog al-
les levert. De SeaXplorer heeft zo’n bijboot niet
nodig. Hij is zo ontworpen dat je veertig dagen
zonder haven kan, wat handig is in poolgebie-
den. Speelt ook de groeiende onrust over de we-
reldpolitiek de bouwers van exclusieve jachten in
de kaart? Als een wereldoorlog uitbreekt, ben je
nergens veiliger dan op een schip waarmee je
wekenlang anoniem de wereldzeeën opvaart.
‘Die vraag hebben we wel eens gekregen, ja’,
zegt Caminada.
Vreemd genoeg is de SeaXplorer goedkoper dan
normale superjachten met een vergelijkbaar vo-
lume. Dat komt omdat de kernonderdelen van
de boot gebaseerd zijn op de normale ijsbrekers
die Damen bouwt, onder meer voor de Australi-
sche en de Zweedse kustwacht.
Drukke lente
Na het dipje van de financiële crisis is de markt
van de luxejachten weer helemaal aangetrokken.
Volgens de Superyacht Intelligence Agency zijn
de jongste vijf jaar 62 jachten van meer dan 70
meter afgeleverd. Een vijftigtal is nog in aan-
bouw. De Russen en Arabieren lieten het de
jongste jaren wat afweten, maar de Amerikanen
en vooral de Aziaten hebben de leidende rol
overgenomen.
44
De jaarlijkse omzet van de sector wordt geschat
op 24 miljard euro, met 150.000 werknemers.
Damen is niet het enige Nederlandse bedrijf dat
luxejachten bouwt. Met werven als Heesen,
Oceanco en Holland Jachtbouw bedienen onze
noorderburen vooral het bovenste segment van
de markt. ‘Wij groeien met zo’n 10 procent per
DUTCH FIRMS JOIN FORCES
Super Yacht Business
24 maart 2017
Balk Shipyard teams up with motion control spe-
cialist DMS Holland to operate its first AntiRoll
installation facility in Northern Europe.
Balk Shipyard in the Netherland has teamed up
with motion control specialist DMS Holland to
operate its first AntiRoll installation facility in
Northern Europe.
Patrick Noor, director of DMS Holland, com-
ments: “We have always said that the Nether-
lands is our primary market area. Our DMS stabi-
lization AntiRoll system does of course have an
extensive international appeal but we wanted to
start with an installation facility here in the Ne-
therlands first.
Noor explains: “The high-tech nature of our sys-
tems demands a cutting edge partner for instal-
lation. In that respect, Balk Shipyard was an easy
jaar’, zegt Caminada. Op de werf van Amels,
Damens luxedochter, zijn tien superjachten in
aanbouw. ‘De lente is onze drukste periode van
leveringen. Iedereen wil voor de zomer het wa-
ter in.’
SOURCE
choice. This shipyard has all the required techni-
cal expertise, the logistics and the organizational
facilities for a professional installation.”
This partnership enhances Balk’s existing range
of refit services. For DMS Holland it means they
are able to offer AntiRoll customers an expe-
rienced, skilled and high quality installation
point.
“We reached a decision pretty quickly”, says
Daan Balk, CEO of Balk Shipyard. “These are the
sort of innovations our customers are looking
for. An ideal preferred supplier. In addition, DMS
Holland’s service-focused and no-nonsense atti-
tude is absolutely in line with our approach to
business. For us, this opportunity to incorporate
installation also represents a valuable chance to
branch out.”
Balk continues: “There is no other country within
the yachting industry with such a concentrated
amount of specialized yacht builders and sup-
pliers in a radius of approximately 200km. That
has the potential for some serious effectiveness
throughout the yachting industry and we, here in
the Netherlands, really should be taking advan-
tage of that a lot more,” he concludes.
SOURCE
45
LYNX YACHTS ACQUIRES SHIPYARD
Super Yacht Business
21 maart 2017
Officially opened on 23 February, the state-of-
the-art Nijkerk shipyard boasts a 70m long quay
and room for the construction of up to three
yachts simultaneously.
Dutch superyacht builder Lynx Yachts has an-
nounced that it has acquired a shipyard in
Nijkerk. Less than an hour away from Amster-
dam’s Schipol Airport, the Nijkerk facility en-
hances its building capacity.
“Lynx has always taken pride in maintaining the
tradition of high quality Dutch yacht building,”
says Slim Bouricha, founder and president of
Lynx Yachts.
“We are dedicated to becoming the Dutch build-
DENMARK SANCTIONS ENTIRE BURMESE TEAK INDUSTRY
Super Yacht Business
22 maart 2017
The decision follows EIA’s submission of evi-
dence that Danish timber company Keflico vio-
lated the European Union Timber Regulation
(EUTR) and sets a precedent for other EUTR
Competent Authorities.
The Environmental Investigation Agency (EIA)
has today welcomed a ruling by Danish authori-
er of choice for not just custom yachts between
30m and 50m, but also innovative yacht support
vessels with our YXT range. Moving to our new
production facility in Nijkerk is just one more
milestone in our journey,” he adds.
Officially opened on 23 February, the state-of-
the-art Nijkerk shipyard boasts a quay length of
70m and provides Lynx with the capacity to build
up to three yachts simultaneously.
“This is an exciting step for us at Lynx Yachts,”
says Filippo Rossi, sales and marketing manager
for the yard. “This move signals that we are real-
ly shifting up a gear, having had an overwhelm-
ingly positive response from the market to the
yard’s commercial activities. The new production
facility is part of our continuous effort to deliver
value to our clients.”
Founded in 2011, the yard operates two divi-
sions: the fully custom line division that includes
displacement motoryachts from 25m to 50m in
steel and aluminium, and the YXT – Yacht x Ten-
der – division that currently includes displace-
ment aluminium shadow boats and support ves-
sels from 20m to 36m.
SOURCE
ties that have placed injunctions on all Danish
operators placing Burmese teak on the country’s
market.
The decision follows EIA’s submission of evi-
dence that Danish timber company Keflico vio-
lated the European Union Timber Regulation
(EUTR) and sets a precedent for other EUTR
46
Competent Authorities.
Denmark’s actions follow a November 2016 de-
cision in Sweden where enforcement officials
successfully prosecuted Almtra Nordic for
breaching the EUTR.
“Denmark’s leadership in EUTR enforcement un-
derpins similar rulings already made in Sweden
and leaves no doubt that anyone placing Bur-
mese teak on the EU market under current con-
ditions is in breach of European law,” says EIA
forests campaigner Peter Cooper.
“With Denmark setting clear precedent on a case
submitted by EIA, we now expect authorities in
Italy, the Netherlands, Belgium, Spain and the
UK to rapidly resolve the remaining 12 cases
submitted by EIA,” he adds.
EIA’s cases focused on the due diligence re-
BENETTI BUILDING MEGAYACHT FOR TOKYO GOVERNMENT USE
quirements of the EUTR, which oblige companies
placing timber on the EU market to identify and
mitigate any risks of illegality within their supply
chains.
Due to the high risk of illegality and a fundamen-
tal lack of transparency by the Myanmar Timber
Enterprise (a state-owned company responsible
for the cutting and export of timber in Myan-
mar), it is not currently possible for any company
to successfully apply due diligence to Burmese
teak.
“The Myanmar Timber Enterprise needs to ur-
gently address illegality within its operations and
provide access to independent monitoring of its
operations – or risk permanently losing access to
Europe’s lucrative teak market,” Cooper con-
cludes.
SOURCE
47
 OIL & GAS, OFFSHORE ENERGY, DEEP SEA MINING
C-JOB TO PROVIDE BASIC DESIGN FOR DEME’S ORION
Marinelink.com but a challenge that we will enjoy taking on.”
Michelle Howard
March 28, 2017 After her 2019 delivery, Orion will be mobilized
by DEME subsidiary GeoSea for offshore wind
farm installation activities. To this end, the ves-
sel’s DP3 capability and accommodation for up
to 131 persons will both be valuable assets in
performing offshore contracts. The 216.5-meter
vessel’s substantial loading and lifting capacities
will also mean that GeoSea will be able to opera-
te in the oil and gas industry and for the de-
commissioning of offshore installations.

According to C-Job Technical Manager Maarten

Veldhuizen, Orion will be an extremely effective
tool in the rapidly expanding offshore wind indu-
Photo courtesy of C-Job Naval Architects
stry. “In terms of size and weight of foundations
and turbine components, this sector is advancing
Having recently supplied the concept design for
fast,” he explained. “And what we are seeing is
DEME Group’s new offshore installation vessel
that jack-up installation vessels are reaching
Orion, C-Job Naval Architects said it will now
their limits in terms of vessel strength and pay-
provide COSCO OFFSHORE CO. Ltd (Qidong) with
load capacity. The Orion’s technical specs will
the vessel’s basic design package. Orion will be
give her a future-proof position in the offshore
built at COSCO SHIPPING HEAVY INDUSTRY in
wind turbine and foundation installation mar-
China for delivery in 2019.
ket.”
The technical specs of the vessel, to be operated
Illustrating Veldhuizen’s point are the Orion’s
by DEME subsidiary GeoSea, will service offshore
high-tech lifting capabilities: more than 3,000
wind installation, oil and gas and decommissio-
metric tons at more than 50 meters. This is
ning activities.
backed up by the ability to lift and install com-
ponents to heights of more than 170 meters.
While working on this next phase of ship design,
C-Job’s dedicated Orion project team will be able
Orion’s design also represents progress regar-
to draw on the knowledge that they have built
ding on board environmental innovations. With
up from the concept design period. “The same
a Green Passport and Clean Design notation, the
team will be involved, so it is really a natural
vessel will have dual fuel propulsion (diesel
progression for us,” said C-Job Project Manager
and liquefied natural gas) and a waste heat re-
Rafael Novas Garcia. “We will be able to hit the
covery system.
ground running with this basic design.”
SOURCE
“Orion is a very advanced vessel with a lot of sys-
tems to integrate. It will be a challenging project,

48
DIGGING DEEP: THE NEW SEAFLOOR INDUSTRY
The Motorship
27 Mar 2017
The IHC vessel developed for polymetallic nodule harvesting.
Image: IHC
Minerals on and beneath the seabed may repre-
sent the next great bounty of the ocean, but re-
trieving them can be a daunting challenge. Stevie
Knights examines two early deep-sea mining
projects.
(...)
Don't drill, scoop
Seafloor massive sulphides are not the oceans
only treasure: IHC is readying its own design fo-
cusing on polymetallic nodules, rich in manga-
nese, nickel, cobalt, copper, and in some cases,
rare earth elements.
While the surface vessel’s 240m outline is similar
to that of Nautilus’ ship with a roughly compara-
ble capacity, the deposits present a very diffe-
rent set of challenges: as Wiebe Boomsma of IHC
explains, instead of “small and deep, the focus is
wide and flat”.
Unlike SMS, these nodules don’t require cutting
out of the seafloor. Instead, they simply sit in a
layer on top of loose sediment, “so we prefer to
call the machines ‘harvesters’”, says Laurens de
Jonge of IHC. Scooping them up is inherently less
destructive, and more “a square metres game”,
he explains. “You have to travel at a certain
speed, covering as broad a swathe as you can
manage.”
Because only the largest nodules need to be
broken up to be slurrified and pumped to the
surface, the machine can be a lot less fearsome
than those carving up the Solwara 1 bed, dra-
wing just 1.5MW of power from the surface –
although they will have broad booms “reaching
between 12m and 20m - quite a size”, adds
Boomsma.
Different types of harvester are presently being
tested full scale in laboratory conditions, but
while there may be a need to adapt to a more
difficult terrain, “although there will be large
areas of homogeneous seabed, differences in
the seafloor conditions might require a change
of collector””, explains de Jonge. Therefore a
modular system with interchangeable heads is
under evaluation.
There are further differences between this envi-
ronment and that of the oceans’ massive sulphi-
de deposits. “You have to be careful on the seaf-
loor, it can be rather soft in these regions and
you can’t land anything too heavy, so the un-
derwater weight has been kept down to 20 ton-
nes,” explains Boomsma, “unlike the design for
SMS, where you want the extra mass to cope
with the excavation forces.”
However, the harvesters will still have an air
weight of around 120 tonnes during deploy-
ment: so far the options are being kept open as
to whether to deploy over the side via a heavy
lift crane or use folding arms and launch through
a capacious central moonpool. The ballasting
system, as in the Nautilus vessel, will have to be
sizeable: “This isn’t just during the launching of
the harvester, it will have to cope with different
nodule loading regimes,” he adds.
There is another important characteristic that
impacts design: these nodules are generally
found in deeper waters, anything between
3,000m to 6,000m down, which puts more pres-
sure on the Vertical Transport System (VTS). As a
result this is, needless to say, substantially hea-
vier than that on the Nautilus’ ship, weighing in
at around 1,200t when submerged.
49
Still, it’s not just weight. De Jonge explains the
problem: “Unlike an oil and gas field where the
riser is pinned to the bottom and sealed, you ha-
ve to be able to move around, so you might have
6km of free-hanging riser pipe to push the pro-
duct up through. Getting the nodules up to the
surface has been one of the biggest issues.”
The answer has been to position no less than six
booster stations along the length of the riser pi-
pe. Each booster station is equipped with two
pumps with a combined power no less than
1.2MW just to get it up to the next section, “so
that means we have more than 7MW just for the
vertical transport to the surface” he says.
Up onboard the surface vessel, the power gene-
ration for this riser, the harvester and the inter-
nal cargo handling will probably be covered by
eight 1.5MW gensets (which will allow for one
engine in refurbishment, one on standby), with a
very flexible distribution and management sys-
tem to handle it all.
GUSTOMSC DEBUTS SELF-PROPELLED CANTILEVER JACK-UP
MarineLink
20 maart 2017
The NG-5500X-LD is the latest design in Gus-
toMSC’s series of self-propelled jack-up designs,
the NG series. Based on the NG-2500X and NG-
1800X designs, the NG-5500X-LD is a solution for
light drilling and well intervention in a large
number of mature fields in the Southern North
The two operations are further differentiated by
distance: while the Solwara 1 deposit is within
50km of the coast of New Guinea, “if you are
nodule mining in Pacific, you could be 1,600nm
offshore” says de Jonge. There’s no provision for
helicopter flights as they will be out of reach and
though it could charter a dedicated supply vessel
it’s a very long journey: “Therefore this ship has
to be very self-contained, you need to take
everything with you,” he says. It’s not just the
need to find a way to rotate the 80 to 100
personnel, (although this is a lot fewer than the
200 people onboard the Nautilus PSSV), it’s also
maintenance. For example the umbilical reels –
the biggest of which will be 8m in diameter – will
also have spares and there will be not one but
two harvesters onboard, for redundancy. “The
design has to double up on everything, so it’s got
to be very smart with space,” he says.
READ MORE
Sea, Middle East and South East Asia.
The conditions of these fields are characterized
by water depths of up to 50 to 80 meters pend-
ing the region, traditionally the domain of classic
drilling jack-ups and tender barges. With the
light drilling cantilever, the NG-5500X-LD aims to
bridge the gap between the shallow to midwater
service units and the full-fledged drilling rigs.
Designed with practical and survival capability in
mind, the unit can remain offshore when ad-
verse weather conditions occur, resulting in
more workable days, greatly enhancing efficien-
cy and a minimum of non-productive hours dur-
ing operational charters. With the excellent ma-
neuverability (DP2), diagonal pre-loading, fast
transit (up to 8 knots) and maximum safety &
50
accuracy when making use of the Variable Fre-
quency Drive controlled jacking system, the NG-
5500X-LD enjoys all benefits of the GustoMSC
NG series.
The light drilling rig can serve a variety of brown
field needs, such as Light Drilling, Well Interven-
tion and Plugging and Abandonment. The large
clean main deck (approx. 1,200 m2) allows for
flexible use while the cantilever featuring the X-Y
Skidding System provides a large drilling enve-
lope of 18.3 m x 7.9 m (60 ft x 26 ft). This envel-
op ensures access to a vast majority of brown
field platform layouts seen in the Southern
North Sea, Middle East Gulf and South East Asia.
NAM BOUWT NIEUW PRODUCTIEPLATFORM
Schuttevaer
20 maart 2017
Economische Zaken heeft de Nederlandse Aard-
olie Maatschappij (NAM) een vergunning ver-
leend voor een gasproductieplatform in het L13
blok in de Nederlandse Noordzee.
Het nieuwe gasproductieplatform, met de code-
ring L13-FI-1, wordt 50 kilometer ten noordwes-
ten van Den Helder geïnstalleerd in een off-
shoreblok waaruit de NAM al vanaf 1986 gas
wint. In dat jaar werden in dit blok het L13-FC-1
gasproductieplatform en het L13-FC-1 putten-
platform geïnstalleerd. In de daaropvolgende ja-
BOUW MEER WINDPARKEN OP ZEE CRUCIAAL VOOR VAN OORD
Financieel dagblad
21 maart 2017
De crisis in de olie- en gassector heeft maritiem
concern Van Oord vorig jaar zwaar geraakt. Om-
zet en winst liepen flink terug. 'En het diepte-
punt is nog niet bereikt', zegt bestuursvoorzitter
Pieter van Oord in een toelichting op de jaarre-
sultaten. 'Ik verwacht in 2017 nog een verdere
daling.'
De omzet van het concern kwam vorig jaar 33%
Another advantage comes from the fact that the
entire cantilever and drill floor structure is raised
above main deck by approximately 3.6 m (12 ft).
This allows for improved material handling as a
forklift can drive underneath, and thus reduces
crane lifts from the PS to the SB side and vice
versa. It also provides additional deck space for
container storage and, crucially, provides addi-
tional means to handle mud return, cuttings and
SWARF. With 250 tons of hook load at 60 ft and
up to 350 tons (770 kips) at 50 ft the rig can truly
perform light drilling operations with a drilling
depth of 12,000 ft.
SOURCE
ren volgden de satellietplatformen L13-FD-1 en
L13-FE-1 en in 1995 een onderzeese installatie
met de codering L13-FH-1. Om de dalende gas-
productie op peil te houden, wordt nu een
nieuw gasreservoir in productie gebracht. Het
gas uit het L13-blok wordt via het K15-FA-1 gas-
productieplatform aangeland bij Callantsoog en
verder behandeld op de grote gasterminal in de
Balgzandpolder bij Den Helder.
SOURCE
lager uit op €1,7 mrd. De winst daalde met 46%
tot €90 mln, het laagste niveau in tien jaar.
Verbreding Suezkanaal afgerond
Grootste boosdoener is de neergang in de off-
shore olie en gas. In deze sector zag het concern
uit Rotterdam de omzet met bijna 50% dalen tot
€130 mln. Ook in het baggeren zat het tegen.
51
Grote opdrachten zoals de verbreding van het
Suezkanaal waren afgerond en nieuwe opdrach-
ten van dezelfde omvang waren er niet.
'Bovendien is er sprake van overcapaciteit in de
baggersector', aldus Van Oord. Dat leidt tot
meer concurrentie en lagere marges. 'Voor die
overcapaciteit zijn met name de Belgische con-
cerns Jan de Nul en Deme verantwoordelijk. Zij
hebben te veel schepen laten bouwen.'
Windparken gaan vanaf 2018 zorgen voor groei
Voor de komende jaren moet het familieconcern
het vooral hebben van de enige groeimarkt op
dit moment: de bouw van windparken op zee.
De omzet in deze activiteit daalde vorig jaar wel-
iswaar doordat enkele projecten werden afge-
rond. Maar vanaf 2018, benadrukt Van Oord, zal
de omzet weer toenemen.
'De orderportefeuille is vorig jaar flink toegeno-
men', aldus Pieter Van Oord. 'De aangenomen
projecten in de offshore wind beginnen echter
pas volgend jaar omzet op te leveren.' De order-
portefeuille bedroeg eind vorig jaar €3,3 mrd te-
gen €2,3 mrd eind 2015. De toename met 40% is
vooral te danken aan windprojecten zoals Bors-
sele III en IV en Norther in België.
Subsidie speelt amper nog een rol
Van Oord: 'Eigenlijk was 2016 niet goed en niet
slecht. De offshore olie en gas en de baggeracti-
viteiten waren teleurstellend. Maar aan de an-
dere kant is de orderportefeuille wel gegroeid.
Een nogal dubbelzinnig jaar dus.'
Volgens Van Oord is de bouw van windparken op
zee een 'volwaardige markt' geworden. Door de
'spectaculaire' daling van de kostprijs speelt de
onzekere factor van de overheidssubsidie nau-
welijks nog een rol. 'Wind op zee is goedkoper
dan welke vorm van fossiele energie dan ook.'
Wat doet de overheid?
De rol van de overheid is echter niet afgelopen.
'De overheid bepaalt of de energietransitie in de
eerste of de vijfde versnelling plaatsvindt.' Ne-
derland moet volgens hem versnellen om de
klimaatdoelstellingen te halen. Groeipotentie is
er volgens hem zeker. 'Nu wordt er in Noord-
west-Europa jaarlijks 3 tot 4 Gigawatt aan ver-
mogen op zee gebouwd. Dat kan gaan naar 6 of
7 Gigawatt.'
Versnelde afboekingen
De neergang in de olie en gas was niet alleen aan
de omzetdaling af te lezen. Op een van de pijp-
legschepen, de Stingray, is €17 mln vervroegd
afgeboekt. 'Ik zie dit jaar geen omslag ten goe-
de', aldus Van Oord.
Verdere versnelde afboekingen op schepen sluit
hij niet uit, maar waarschijnlijk is het niet. Een
grote vlootrationalisatie zoals bij concurrent
Boskalis, waarbij de komende jaren 24 schepen
uit de vaart worden genomen, is niet aan de or-
de. Boskalis grijpt hard in bij het vervoer van
zware lading over zee. Pieter van Oord: 'In dat
segment zitten wij niet.'
Overplaatsing binnen het bedrijf
Hoewel bij Boskalis 650 banen verdwijnen, is er
bij Van Oord geen sprake van collectief ontslag
voor werknemers in de offshore olie en gas. Het
bedrijf zegt veel medewerkers overgeplaatst te
hebben naar de offshore wind. 'Als dat niet zo
was gegroeid, was het een ander verhaal ge-
weest.'
Het aantal medewerkers daalde vorig jaar met
rond de honderd tot 4816. Waarschijnlijk zal dat
aantal dit jaar verder dalen. 'Maar ik kan niet
zeggen met hoeveel', aldus Van Oord.
SOURCE
52
“TWISTIES” TO AID OFFSHORE WIND LOGISTICS
Marinelink.com
Aiswarya Lakshmi
March 29, 2017
Image: DNV GL
DNV GL launched a new joint industry project
(JIP) to develop a Recommended Practice inten-
ded to de-risk the adoption of “Twisties” and
demonstrate the unitization of wind project car-
go.
The innovative concept is called “Twisties” - a
modular project-cargo transport frame system
that is sea-fastened using container twist locks –
and which gives the frames their name.
The increasing size and quantities of wind turbi-
nes installed offshore means that a change in
requirements is needed for shipping project car-
go between manufacturing and marshalling port
facilities, and feeding wind turbine installation
vessels offshore. Conventional feeder vessel
operations have introduced many challenges, in-
cluding operational limits on wave heights and
wind speeds.
DNV GL have identified that a fast feeder vessel
using a RoRo (roll on, roll off) method of logistics
transfer can avoid both wave-limits and the tight
wind speed limits often associated with lifting
blades offshore. It is this constant requirement
for handling project cargo of a repeatable form,
with bolted flange connections, which has
brought about an industry desire to optimise
and standardise transport logistics and sea-
fastening arrangements.
The wind industry has made attempts at unitisa-
tion, such as grouping three blade sets into a
’unit’. Modular twist-lock, stackable blade racks
are now commonplace on the decks of installati-
on vessels. DNV GL has taken this concept and
proposed an ingenious method for unitisation,
by using modular transportation and sea faste-
ning frames, based upon standard 20-foot cargo
container twist-lock centres.
Transporting turbines and other wind farm com-
ponents using “Twisties” are shown to signifi-
cantly lower construction programme durations
to ‘single season’ phases. It also allows for
greater quantities of turbines to be installed
using a defined number of wind turbine installa-
tion vessels. The concept demonstrates cost sa-
vings in some cases of above 25% compared to
conventional installation practice.
Prajeev Rasiah, Regional Manager for
NW Europe, Middle East & Africa, DNV GL,
commented: “Bringing industry stakeholders to-
gether within this JIP, with the intention of stan-
dardising wind project cargo now, can reduce in-
stallation costs and ensure that the industry is
equipped to meet the aspirations of COP 21 and
those outlined by other groups, such as IABR’s
‘2050-An Energy Odyssey’ vision where 25,000
installed turbines would form a European mega
project in The North Sea and create thousands of
jobs in the offshore industry.”
Chris Garrett, Senior Offshore Wind Farms Engi-
neer, DNV GL said: “Establishing a JIP will de-risk
the implementation of this technology and pro-
mote the unitisation of wind project cargo. This
continues our commitment to reduce the cost of
offshore wind, as outlined in DNV GL’s Offshore
Wind Cost Reduction Manifesto. Understanding
the technicalities of current wind indu-
stry transportation methods enables us to de-
monstrate the vast benefits that a standardised
unit approach will bring to the entire industry.”
SOURCE
53
RUSSIA’S NOVATEK TO INVEST ALMOST $417 MILLION IN SHIPYARD FOR
ARCTIC PROJECTS
Hellenic Shipping News
29 maart 2017 In early 2016, the region granted to the project
the status of an investment project, thus, allo-
wing rent of land for the implementation, skip-
ping mandatory competition. The ministry’s
working group will be involved in providing hu-
man resources for the project, attracting local
specialists. Later on, as the company presents
The Novatek Company will invest more than 25
the project’s financial model, reflecting its eco-
billion rubles (almost $417 million) in organizati-
nomic, budget and social effectiveness, the regi-
on of the Center for construction of large-
onal government will consider tax benefits for 5
capacity marine facilities in the Murmansk re-
taxation periods.
gion’s Belokamenka village. The construction will
be a part of the Arctic LNG-2 project on deve- Work on project continues
lopment of the Gydana deposits, the region’s
Minister of Economic Development Elena Tik- Construction of the large-capacity facilities’ cen-
honova told TASS on Monday. ter should be completed by 2020. Now the pro-
ject is at the pre-investment stage. The project
“The large-capacity shipyard, investments in
will be implemented by the Kola Shipyard Com-
which are planned at 25 billion rubles, will provi-
pany, Novatek’s subsidiary.
de thousands jobs, will attract to the region
highly qualified specialists and will give additio- The company’s specialists continue working at
nal orders to the local enterprises,” the minister the future construction site. The region’s go-
said. vernment said earlier, in case of a favorable sce-
nario, the shipyard’s construction may begin this
Project for gas plants
year already. Construction of the first marine
LNG plants will begin in 2018.
Novatek’s project includes construction of a spe-
cial shipyard, where unique marine facilities
Implementation of the Arctic projects will be dis-
could be made – gravitational concrete pads for
cussed at the upcoming IV international forum
LNG plants, drilling and development platforms
Arctic: Territory of Dialogue, due in Arkhangelsk
for shelf projects in the Arctic’s western sector on March 29-30. Since 2010, the forum is a main
and large-capacity facilities which could provide platform for discussing development of the Arc-
for work of the Northern Sea Route. The project tic region.
would also favor replacement of earlier im-
ported products as well as further localization of
Organizers expect about 1,500 attendees from
technologies in the region. Russia and from abroad this year. TASS is the fo-
rum’s general information partner.
A year earlier, the region’s ministry said, the
company finished development works at the site
Source: TASS
where the center will be organized. This year,
the investor plans to receive an official permis- SOURCE
sion for the construction.

54
OIL MAJORS PLUNGE INTO INDUSTRY THAT MAY HURT FOSSIL FUEL
gCaptain
23 maart 2017
Big oil is starting to challenge the biggest utilities
in the race to erect wind turbines at sea.
Royal Dutch Shell Plc, Statoil ASA and Eni SpA are
moving into multi-billion-dollar offshore wind
farms in the North Sea and beyond. They’re
starting to score victories against leading power
suppliers including Dong Energy A/S and Vatten-
fall AB in competitive auctions for power pur-
chase contracts, which have developed a special-
ty in anchoring massive turbines on the seabed.
The oil companies have many reasons to move
into the industry. They’ve spent decades building
oil projects offshore, and that business is wind-
ing down in some areas where older fields have
drained. Returns from wind farms are predicta-
ble and underpinned by government-regulated
electricity prices. And fossil fuel executives want
to get a piece of the clean-energy business as
forecasts emerge that renewables will eat into
their market.
“It is certainly an area of interest for us because
there are obvious synergies with the traditional
oil and gas business,” said Luca Cosentino, the
vice president of energy solution at the Italian oil
producer Eni, which is working with General
Electric Co. on renewables. “As the oil and gas
industry we know, we cannot get stuck where
we are and wait for someone else to take this
leap.”
Even as oil production declined in the North Sea
over the last 15 years, economic activity has
been buoyed by offshore windmills. The notori-
ous winds that menaced generations of rough-
necks working on oil platforms have become a
boon for a new era of workers asked to install
and maintain turbines anchored deep into the
seabed. About $99 billion will be invested in
North Sea wind projects from 2000 to 2017, ac-
cording to Bloomberg New Energy Finance. A
decade ago, the industry had projects only a
fraction of that size.
While crude still supplies almost a third of the
world’s energy, oil executives are starting to ad-
just to demands for cleaner fuels. Even so,
emerging fossil-fuel alternatives including wind
and solar power are starting to limit growth in oil
demand.
Those technologies and electric cars may dis-
place as much as 13 million barrels of oil a day
from global demand by 2040, more than is cur-
rently being produced by Saudi Arabia, according
to Bloomberg New Energy Finance.
Shell’s Interest
Shell, whose CEO Ben van Beurden has said oil
demand may peak in the second half of the next
decade, has set up a business unit to identify the
clean technologies where it could be most prof-
itable. The company began more than 180 years
ago importing shells from Asia and needs to
adapt to ensure it’s still around in another cen-
tury, according to Sinead Lynch, the company’s
55
chair for U.K. businesses.
Wind farms are especially interesting to Shell
because they can power electrolysis reactions
that make hydrogen, which the company says
may be a major fuel for cars in the coming dec-
ades, said Lynch in an interview.
It’s exploring new opportunities across Europe in
offshore wind after winning contracts from the
Dutch government to build the Borssele III and
IV wind farms in December. Shell’s bid marked
the second cheapest cost for the technology
worldwide, according to Lynch, who said the oil
major’s big advantage in renewables may be its
expertise in marketing.
“It’s also about marketing energy,” Lynch said.
“Once you produce your wind, you need to mar-
ket the power and we have a phenomenally
strong marketing and trading business.”
Statoil’s Costs
Oil majors are also changing the offshore wind
industry by driving down costs, Statoil Senior
Vice President Stephen Bull wrote in an email.
The Norwegian oil major’s Dudgeon wind farm
off England’s east coast will be 40 percent
cheaper than a neighboring plant built six years
ago, Bull said. It’s also creating floating offshore
wind foundations that eliminate the costly step
of anchoring windmill masts into the seabed. In
RUSSIA PLANS $113 BILLION TOTAL SPEND ON DOZENS OF OIL, GAS PROJECTS
UNCERTAIN TIMES OFFSHORE NIGERIA?
AUDITOR CASTS SERIOUS DOUBTS ON NAM CHEONG
LAMPRELL SEES TOUGH YEAR AHEAD, RECOVERY ONLY IN 2018
RUSSIA TO CUT IMPORTS OF OFFSHORE EQUIPMENT 50% BY 2025
addition to the U.K., the company is developing
projects in Germany and Norway and won a De-
cember auction to build an offshore wind farm in
New York.
Cost cuts for offshore wind are helping the tech-
nology start to compete with traditional forms of
energy, especially nuclear, according to Bloom-
berg New Energy Finance. Current projects en-
tering operation are delivering power at about
half the price of farms finished in 2012 thanks to
larger turbines and more competition. Costs
could fall another 26 percent by 2035, according
to the London-based researcher.
The entry of oil majors into renewables is part of
“a longer term trend,” according to Nick Gardi-
ner, head of offshore wind at U.K. Green Invest-
ment Bank, who notes that companies with the
scale of Shell and Eni have the clout to finance
projects more cheaply than many of their com-
petitors.
“I don’t think they are doing this just for inves-
tor-relation purposes,” said Gunnar Groebler,
head of wind at Sweden’s Vattenfall AB, one of
the top five offshore wind developers who wel-
comed the added competition. “Given that these
projects are billion-euro investments, I just as-
sume that they will have done their assessments
very thoroughly.”
SOURCE
56
 INLAND SHIPPING (BINNENVAART)
NEW ORDER FOR SHIPYARD DE HOOP
NEW ORDER FOR SHIPYARD DE HOOP
Source: allthingscruise.com
Tolkamer 13/3/2017 – Shipyard De Hoop has re-
CONTAINERSCHIP VAN TOEKOMST KOMT ER AAN
Scheepvaartkrant
15 maart 2017
Het casco van het hypermoderne elektrisch aan-
gedreven containerschip ECS Gouwenaar 2 komt
volgende maand naar Nederland, om te worden
afgebouwd bij scheepswerf Concordia in Wer-
kendam. Dit meldt logistiek dienstverlener Ned-
cargo, dat in 2016 opdracht heeft gegeven tot de
bouw van het slimme schip, bedoeld voor het
vervoer van containers over de Gouwe en Hol-
landsche IJssel.
Het casco wordt gebouwd in Servië. Bij de af-
MINDER STRENGE EISEN VOOR ESTUAIRE VAART
ceived a new order from Lueftner Cruises for a
135 meter river cruise vessel, to be delivered for
next year season. This vessel will be the 14th or-
der in a long lasting and successful relationship
between both companies. With this parties shall
continue to make next steps in further develo-
ping the cruising concept as was developed for
the Amadeus Silver series.
SOURCE
bouw zullen meteen de eerste installaties inge-
bouwd worden, zodat het schip ook semi-
autonoom kan varen. Het streven is dat het
nieuwe schip Gouwenaar 2 jaarlijks tussen Al-
phen aan den Rijn en Rotterdam 12.500 contai-
ners, oftewel 600 miljoen flesjes bier vervoert.
Emissieloos
Directeur Bert van Grieken van de Multimodal
divisie van Nedcargo zegt: “In 2020 zal de Gou-
wenaar 2 emissieloos kunnen varen, door de in-
zet van batterijen en waterstof-technologie. Die
toekomstversie duidt men aan als de Gouwenaar
2.zero”. Van Grieken wil dat het schip tegen die
tijd ook grotendeels autonoom kan varen en af-
meren. Het containerschip zal dan bemand wor-
den door een scheepsmanager en een scheeps-
assistent die de hele reis plannen, terwijl het ook
vanaf de wal bestuurd kan worden. Intern
spreekt men dan over de versie 'Gouwenaar
3.zero'.
SOURCE
57
 VISSERIJ (FISHERIES)
BODEWES BOUWT EERSTE KOTTER MET ELEKTRISCHE FLY-SHOOT LIEREN
Maritiemnieuws.nl
29 maart 2017
Eerste kotter met elektrische lieren wordt gebouwd bij
Thecla Bodewes Shipyards in Harlingen. Foto: Thecla Bode-
wes Shipyards
Thecla Bodewes Shipyards gaat een Stern Traw-
ler-Flyshooter bouwen voor vissersbedrijf Van
Duijn. Het wordt de eerste kotter met elektri-
sche Fly-shoot lieren. Het ontwerp is in samen-
werking met de Deense ontwerper Vestværftet
gemaakt. De Stern Trawler-Flyshooter krijgt een
lengte van 34,5 meter en een breedte van 8,70
meter zodat het schip onder de 400 GT blijft. In
het voorjaar van 2018 wordt de kotter opgele-
verd.
Eerste kotter met elektrische Fly-shoot lieren
BESTE RESULTAAT VISSERIJ IN 50 JAAR
Schuttevaer
23 maart 2017
Dit is het eerste schip waarbij de fly-shoot lieren
voor de visvangst volledig elektrisch worden
aangedreven. De lieren worden geleverd door de
Visserij Coöperatie Urk (VCU) in samenwerking
met Dromec Rhenen. Door over te stappen op
elektrische aandrijving voor de lieren zijn er geen
uitgebreide hydrauliek installaties nodig en is er
geen gevaar voor olie lekkage in de visverwer-
kingsruimte.
Minder brandstofverbruik door ontwerp on-
derwaterschip
Door de Deense ontwerper Vestværftet is veel
aandacht besteed aan de vorm van het onder-
waterschip waardoor het schip met weinig
brandstofverbruik hoge snelheden kan halen.
Doorbraak in visserijschepen voor Bodewes
Bodewes is vooral trots op het innovatieve ka-
rakter van deze opdracht en zij beschouwen dit
als hun doorbraak in de visserijwereld. Deze
maand heeft Bodewes Shipyards een kotter cas-
co afgeleverd aan de Firma Luyt in Den Oever
voor de Surinaamse rederij Marissa Fisheries.
SOURCE
De Nederlandse kottervisserij heeft met een net-
toresultaat van 88 miljoen euro op een omzet
van 338 miljoen een zeer goed jaar achter de
rug. Hoge visprijzen, innovatieve visserijmetho-
den en lage brandstofprijzen droegen bij aan het
succes. Onzekerheden over de toekomst zijn er
echter volop, zo bleek tijdens de presentatie van
Visserij in Cijfers 2016 door Wageningen Econo-
mic Research.
Het nettoresultaat van de Nederlandse kotter-
58
vloot overtrof in 2016 de stoutste verwachtin-
gen. Het was zelfs het hoogste in 50 jaar. In
2015, ook al een goed jaar, werd een nettoresul-
taat geboekt van 41 miljoen bij een omzet 250
miljoen euro.
De combinatie van hoge visprijzen, meer ener-
giezuinige vistuigen en lage brandstofprijzen
stuwden het resultaat. Vissers betaalden in 2016
gemiddeld 34 cent voor een liter gasolie. In 2015
was dit 41 cent en het jaar daarvoor 57 cent. De
aanvoerprijzen van de belangrijke doelsoorten,
tong en schol, stegen met respectievelijk 2% en
10%. Voor tong werd vorig jaar gemiddeld 11,07
euro betaald en voor schol 1,68 euro per kilo.
Ook de prijs voor tarbot en griet zat in de lift,
daarvoor werd in 2016 circa 4% meer betaald.
De prijzen van garnalen stegen vorig jaar explo-
sief. Gemiddeld werd 7,29 euro per kilo betaald.
Meer dan een verdubbeling ten opzichte van
2015, terwijl de aanvoer met 18,4 miljoen kilo
nagenoeg gelijk bleef. De garnaal concentreerde
zich vanaf midden vorig jaar vooral voor de Ne-
derlandse kust en liet zich in de rest van Europa
nauwelijks vangen. De handel zat vanwege leve-
ringscontracten te springen om garnalen wat
een sterk prijsopdrijvend effect had.
Meer vis
Totaal voerde de Nederlandse kottervloot 3000
ton meer vis en garnalen aan dan in 2015. Van
schol werd 33,5 miljoen kilo aangevoerd, van
tong 9,5 miljoen kilo. Met garnalen zijn dit de be-
langrijkste doelsoorten van de Nederlandse kot-
tervloot.
De aanvoer van de flyshooters is opvallend. Van
de flyshoot-vissoort rode poon werd in 2016
26% meer aangevoerd, van inktvis 40% meer en
van makreel 19% meer. Van mul daarentegen
daalde de aanvoer met 29% tot 1,5 miljoen kilo.
Deze vissoort liet zich vorig jaar beduidend min-
der vangen dan de jaren ervoor.
Verouderd
Er werkten vorig jaar 1135 mensen in de kotter-
visserij, 3% meer dan in 2015. Desondanks is het
aantal opvarenden nog fors lager dan 10 jaar ge-
leden. Verwacht wordt dat het aantal opvaren-
den dit jaar zal toenemen, vooral vanwege
vlootuitbreiding. Het gemiddelde deelloon van
de opvarenden kwam uit op circa 94.000 euro
per persoon per jaar.
De vloot bestond eind 2016 uit 281 kotters en is
sterk verouderd. Slechts 5% van het aantal kot-
ters is jonger dan 10 jaar. De leeftijdsopbouw
van de schepen verschilt per haven. Zo zijn de
garnalenkotters uit Harlingen met een gemid-
delde leeftijd van 67 jaar het oudst. Maar ook de
schepen uit Westdongeradeel en Lauwersoog
zijn met een gemiddelde leeftijd van respectie-
velijk 60 en 57 jaar niet bepaald jong te noemen.
De kotters uit Goedereede en Texel zijn daaren-
tegen met een leeftijd van gemiddeld 21 en 20
jaar van relatief jonge datum. Sinds 2005 is er
nauwelijks geïnvesteerd in nieuwe schepen,
vooral door de slechte financiële positie waarin
de visserijsector jaren verkeerde.
Nieuwbouw
Dankzij het uitzonderlijk goede jaar 2016 krijgen
vissers wel weer meer ruimte om te investeren.
Een aantal garnalenvissers heeft al een nieuwe
kotter besteld. Anderen overwegen eveneens te
investeren in nieuwbouw. Ook nieuwe flyshoo-
ters/twinriggers zijn in aanbouw, zowel onder
Nederlandse als buitenlandse vlag. Volgend jaar
zal voor het eerst in 11 jaar een nieuwe grote
(puls)kotter in de vaart komen. Dit 42 meter lan-
ge schip wordt voor Urker rekening gebouwd.
Een nieuw fenomeen is het terughalen van niet
gesaneerde kotters uit het buitenland, die weer
visklaar worden gemaakt voor de (schol)visserij
onder Nederlandse vlag. Zo heeft Dadas op Urk
intussen twee van dergelijke grote kotters te-
ruggehaald uit Zuid-Afrika en ook Jaczon in
Scheveningen heeft een dergelijk schip aange-
kocht en onder Nederlandse vlag gebracht. Een
tweede wordt momenteel visklaar gemaakt,
maar krijgt een Engels visserijnummer. Ook het
terugvlaggen van vlagkotters komt de laatste tijd
vaker voor.
Onzekerheden
59

Of het positieve resultaat van 2016 dit jaar kan
worden gevenaard valt volgens Wageningen
Economic Research niet te voorspellen, daarvoor
zijn de onzekerheden te groot. Hoe de vis- en
brandstofprijzen zich ontwikkelen is uitermate
onzeker en bovendien niet of nauwelijks te beïn-
vloeden.
Zo baart de aanlandplicht de vissers kopzorgen.
De gevolgen van deze volgens velen onmogelijke
maatregel worden langzaam zichtbaar en dat
roept steeds meer vragen op zoals: waar moet je
met dat spul, de discards, naartoe? Is er wel een
markt voor? Wat gaat dat allemaal kosten en wie
betaalt de rekening? Vragen waarop op dit mo-
ment nog geen eenduidig antwoord is te geven,
ook door de overheid niet, want die geeft vol-
gens de vissers niet thuis.
Een andere grote vrees is de uittreding van het
Verenigd Koninkrijk uit de EU (Brexit). Dat zou
grote gevolgen kunnen hebben voor de Neder-
landse kottervisserij. Circa 30% van de Neder-
landse kotters is voor hun aanvoer afhankelijk
van de visserij in Britse wateren. Daarnaast is er
een groot aantal Britse (vlag) kotters, vooral in
GERMAN FEDERAL OFFICE FOR AGRICULTURE AND FOOD AWARDS DAMEN
FISHERIES RESEARCH VESSEL CONTRACT
Damen.com
22 maart 2017
The German Federal Office for Agriculture and
Food (Bundesanstalt für Landwirtschaft und
Ernährung, BLE) has signed a contract with Da-
eigendom van Urker vissers, die wekelijks aan-
landen op de visafslag van Urk.
Urk is met een omzet van 150 miljoen euro en
een aanvoer van ruim 53 miljoen kilo vis in 2016
veruit de grootste visafslag van Nederland. En-
gelse (vlag)kotters droegen daar voor respectie-
velijk 18 en 23% aan bij. Wat als deze schepen
straks worden verplicht in Engeland aan te lan-
den, waar de Britse visverwerkende industrie to-
taal niet berekend is op grote hoeveelheden
schol? Dat dit tot een enorm prijsbederf zal lei-
den is evident. En wat staat er te gebeuren met
de pulsvisserij, waarvoor de Nederlandse over-
heid 84 ontheffingen heeft uitgegeven en die bij
meerdere landen, waaronder Frankrijk en het
Verenigd Koninkrijk, onder vuur ligt? Worden de
ontheffingen weer ingetrokken en daarmee de
pulsvisserij de nek omgedraaid?
Hoe dan ook, de mate waarin de Brexit wordt
doorgevoerd zal straks bepalend zijn voor de
economische prestaties van het Nederlandse
viscluster, zo luidt de algehele verwachting.
SOURCE
men Shipyards Group for the construction of a
Fisheries Research Vessel. The contract followed
the successful result of a European tendering
process, realized by the Federal Waterways En-
gineering and Research Institute (Bundesanstalt
für Wasserbau, BAW). With the vessel, to be cal-
led the Walther Herwig, the German Federal Mi-
nistry for Food and Agriculture (BMEL) will sup-
port Germany’s fisheries and oceanographic re-
search programmes. To this end, Damen will
construct the Walther Herwig to the highest le-
vels of scientific and environmental standards.
Measuring 85 x 17,40 metres, the Walther Her-
wig will be the largest vessel in the German Fe-
deral Ministry of Food and Agriculture’s fleet.
Such dimensions will allow for accommodation
for 26 crew and 26 scientists.
60

In terms of scientific facilities and equipment,
the vessel will be outfitted with two hangars,
wet and dry laboratory areas and trawling gear
for both demersal and pelagic fisheries research.
For physical and biological oceanographic stu-
dies, the vessel’s scientific teams will be able to
utilise winches capable of relaying equipment to
depths of up to 6,000 metres.
Talking at this morning’s contract signing cere-
mony at the BLE office in Hamburg, Damen
Commercial Director North, West & South Euro-
pe Frank de Lange commented: “We are proud
WR 50 KRIJGT HEEL EIGEN LIJNENPLAN
Visserijnieuws
17 maart 2017
STAVOREN/DEN OEVER – De gebroeders Jacco
en André Bakker hebben Heijsman Scheepsbouw
& Reparatie in Stavoren opdracht gegeven voor
de bouw van hun nieuwe garnalenkotter WR 50.
Het ontwerp van de nieuwe WR 50 is afkomstig
van Scheepsbouwkundig Bureau Herman Jansen.
Hernand Jansen is er heel blij mee en spreekt
over een verbeterd ontwerp met een nieuw lij-
nenplan. ,,Als je het straks ziet varen, dan kun je
op afstand al zien dat het de WR 50 is.’’
Christiaan Heijsman is ook enorm in zijn sas met
de nieuwbouwopdracht. ,,Met de WR 40 hebben
we drie jaar geleden ons visitekaartje afgegeven.
De gebroeders Bakker willen graag nog wat meer
ruimte en dus wordt de nieuwe Wieringer bijna
to have been awarded this prestigious contract
for such an advanced research vessel. We are
looking forward to continuing our close coopera-
tion with representatives from the German Fe-
deral Office for Agriculture and Food during the
construction process.”
The Walther Herwig will be built at Damen
Shipyards Galati in Romania to a design that has
been finalised in cooperation with Norwegian
ship designers Skipsteknisk. The expected deli-
very is January 2020.
SOURCE
een metertje langer.’’
De nieuwe WR 50 krijgt als afmetingen een leng-
te van 23,95 meter, een breedte van 6,20 meter
en een holte van 2,66 meter. De oplevering is in
het voorjaar van 2018 gepland.
De huidige WR 50 ‘Concordia’ (22,25 meter, in
2001 gebouwd bij Visser Den Helder) is begin dit
jaar door de gebroeders Bakker verkocht en
wordt in augustus overgedragen aan de gebroe-
ders Rotgans (WR 143).
Met de jaarwisseling hadden de gebroeders Bak-
ker helemaal niet het idee om dit jaar een
nieuwbouwopdracht te geven. ,,Maar het begon
te kriebelen toen we spontaan prijzen voor onze
kotter hoorden noemen. We zijn nu 43 en 39
jaar, dus moeten en mogen hopelijk nog even
vooruit’’, vertelt Jacco Bakker. ,,We hebben toen
gebeld met Pieter de Jong, konden snel zaken
doen en namen vervolgens contact op met Her-
nand Jansen. De door Heijsman gebouwde WR
40 is een prachtig casco met een mooie volle
kop. Daarvoor zijn we gevallen. Maar we willen
het allemaal toch wat anders. Wat meer lengte,
een wat grotere brug, een andere sierpijp met
vleugels, schuine ramen en een plattere pet bij-
voorbeeld. Heijsman is er klaar voor, het wach-
ten is op de tekeningen.’’
61
Bij Heijsman zijn ze vorige week gestart met de broeders Rog komen daarvoor medio mei naar
bouw van een nieuwe stuurhut voor de garna- Stavoren.
lenkotter SCH 10 ‘Drie gebroeders’. Een stalen
stuurhuis met een aluminium siermast. De ge- SOURCE

SHIPPING, PORTS, FINANCE, OTHER GENERAL NEWS

STRATFOR: WHY THE GLOBAL SHIPPING INDUSTRY WILL BE TOUGH TO SAL-
VAGE
Hellenic Maritime News
28 maart 2017

(…) that doing so would widen the shipping indu-

stry’s supply and demand gap even more.

For the shipbreaking sector, on the other hand,

2016 was a banner year. More than 500,000
twenty-foot equivalent units’ (TEUs’) worth of
cargo capacity was demolished in container
shipping alone, much of which came from relati-
vely new ships. Between the expansion of the
Panama Canal, which led to an overabundance
of Panamax-sized vessels, and the glut of ships
on the market as a whole, companies that
couldn’t afford to maintain unused vessels were
forced to scrap ships as young as 7 years old — a
historical record. Countries with sizable scrap-
KLIK OP PLAATJE VOOR GROTERE AFBEELDING
ping industries, such as India and Bangladesh,
welcomed the additional business, even if it was
Building, Breaking and Banking
a product of international shipping companies’
misfortune. But the boom of 2016 probably
Shipbuilders and shipbreakers will also play an
won’t last for much longer, since companies can
important role in correcting the imbalance in the
afford to get rid of only so many ships.
industry. Orders for the construction of new con-
tainer, bulk and tanker ships fell sharply in 2016,
Dwindling purchases and heightened scrapping
a dip that will help to address the shipping indu-
have yet to fully right the shipping industry. At
stry’s problems but will damage the shipbuilding
the same time, they have put shipbuilders —
sector in the process. Though there is usually a
which are crucial producers for many countries
two-year delay between the order of a new ship
— in a difficult position. Without new vessels to
and its actual delivery, some shipyards have al-
build, shipyards have had a hard time staying up
ready finished filling the orders on their books.
and running, even with the help of government
And with no new purchases on the horizon, ma-
subsidies. China Ocean Shipping Co., China’s
ny have had to shut their doors for good. Despe-
third-largest shipbuilder, will be closing three of
rate to protect the industry vital to their econo-
its yards by 2020, while Mitsubishi Heavy Indu-
mies, countries like Japan, South Korea and Chi-
stries is weighing the possibility of restructuring
na will continue trying to attract buyers and bol-
its company. Hyundai Heavy and Daewoo Ship-
ster national shipbuilders, regardless of the fact

62
building, moreover, may lower their prices to
bring in more buyers. If they succeed, the addi-
tion of new ships to the global fleet may help
keep shipping rates low — at the industry’s ex-
pense.
Nevertheless, companies in search of new ships
must be able to find the capital with which to
buy them. Firms also have to meet their pay-
ments on existing loans, a reality that inextrica-
bly links them to the world’s banks. Because
German banks own roughly a quarter of the con-
tainer shipping industry’s outstanding loans,
they are particularly vulnerable to the sector’s
financial troubles. And with the country’s crucial
elections set for later this year, German banks
will no doubt take steps to protect themselves
from default, choosing policies that best suit
their interests rather than the shipping indu-
stry’s.
Staying the Course
As the world’s oversupply of shipping capacity
gradually shrinks, carriers will find some measu-
re of financial relief as prices — and profits —
begin to rebound. But the industry will still have
to adapt to its new international environment.
The growing need for corporate partnerships will
prompt the globe’s shipping giants to invest in
technology that will increase transparency and
efficiency. (Maersk has already worked with IBM
to incorporate blockchain applications into its
business practices.) Moreover, the ships them-
selves will change as companies make use of al-
ternative fuels such as liquefied natural gas to
meet Europe’s environmental standards. They
may even become fully automated someday; in
fact, Norway recently opened its first testing
ground for waterborne automated vehicles.
Each of these changes will better prepare the in-
dustry for a year that is shaping up to be tough
for global trade. The United States’ decision to
pull away from transnational trade initiatives
such as the Trans-Pacific Partnership and per-
haps renegotiate NAFTA has given rise to greater
economic uncertainty, as has the United King-
dom’s impending initiation of the Brexit process.
Meanwhile, countries that rely on exports for
their economic success — chief among them,
China — will need to seek out new markets el-
sewhere. And as the tides of global trade shift,
the shipping industry will strain to keep up as
persistent overcapacity problems continue to
weigh it down.
Source: Stratfor, “Why the Global Shipping Indu-
stry Will Be Tough to Salvage” was originally pu-
blished by Stratfor, a geopolitical intelligence
platform based in Austin, Texas.”
SOURCE
63
EUROPE (INCL. TURKEY & RUSSIA)
NEDERLAND (THE NETHERLANDS)
SCHEEPSWERF FAILLIET, 56 MENSEN OP STRAAT
RTVNoord
20 maart 2017
Scheepswerf De Hoop in Foxhol gaat failliet.
Volgens directeur Patrick Janssens is er geen
redden meer aan.
De 56 medewerkers zijn enkele weken geleden
al naar huis gestuurd. Maandag hebben ze te ho-
ren gekregen dat het definitief over en uit is.
Janssens verwacht dat het faillissement dinsdag
wordt uitgesproken.
Lege orderportefeuille
'We doen dit om onze andere werf, in Lobith, te
kunnen laten voortbestaan', zegt Janssens. 'Daar
hebben we voldoende werk voor. Maar voor
'Foxhol' is de orderportefeuille leeg.'
Ondanks het aantrekken van de economie is er
geen uitzicht op verbetering, schetst Janssens.
'Wereldwijd liggen duizenden schepen op het
droge. Die moeten eerst allemaal weer in de
vaart komen. En dan zijn er nog de schepen die
bij de werven in voorraad zijn. Pas als die alle-
maal ook in gebruik zijn, komen er misschien
weer nieuwe orders.'
Personeelsbijeenkomst
Dat verklaart ook waarom de werknemers van
de werf in Foxhol niet kunnen worden overge-
plaatst naar Lobith. Woensdag is er een perso-
neelsbijeenkomst op de werf in Foxhol, georga-
niseerd door vakbond FNV Metaal.
Volgens vakbondbestuurder Albert Kuiper staat
het aanstaande faillissement van De Hoop niet
op zichzelf. 'Er is in de scheepsbouw een race to
the bottom aan de gang. De werven die met
goedkoop buitenlands personeel werken, slepen
de orders in de wacht. De rest heeft het nakij-
ken.'
Quote 500
Kuiper wijst erop dat alleen de personeels-b.v.
van De Hoop failliet gaat. De werf zelf blijft ei-
gendom van Janssens. 'De kans op een doorstart
onder zijn leiding is inderdaad nihil', denkt Kui-
per.
Janssens zelf stond vorig jaar in de Quote 500
met een geschat vermogen van 65 miljoen euro.
Kuiper: 'Hij gaat gewoon verder, maar ik heb die
56 werknemers op mijn netvlies'.
Overname
De vakbondbestuurder vervolgt: 'Er zijn andere
partijen die wellicht interesse hebben, omdat ze
wel voldoende orders hebben die ze kunnen on-
derbrengen bij De Hoop.'
'Zo'n overname van een kant-en-klare werf is
een buitenkans, maar moet dan wel binnen half
jaar gebeuren. Want zonder gespecialiseerd per-
soneel heb je een lege werf en die is niet veel
waard.'
SOURCE
64
PLEIDOOI VOOR DUURZAME REDDING SCHEEPSBOUW
BNR
24 maart 2017
De Nederlandse scheepsbouw en andere be-
drijven in de maritieme sector hebben miljar-
den nodig om weer gezond te worden. Dat zegt
stichting Nederland Maritiem Land. Een over-
heidssubsidie van 1,4 miljard euro is een nood-
zakelijke eerste stap, zegt Wim van Sluis, voor-
zitter van de stichting Nederland Maritiem
Land.
Een van de oorzaken van de malaise is de lage
olieprijs, waardoor er minder wordt geïnves-
teerd op zee, en minder schepen nodig zijn. Ook
de goedkope productie buiten Europa speelt een
rol, net als de overcapaciteit, die maakt dat
vrachtprijzen laag zijn en vrachtvervoerders niet
meer investeren in nieuwe schepen. Het zou
daarom best de moeite waard zijn om daar de
komende jaren slim én duurzaam in te investe-
ren, benadrukt Wim van Sluis. 'Dus het is niet
zomaar staatssteun om in bedrijven te stoppen,
dát zou inderdaad marktverstorend zijn.'
SCHULTZ FEL TEGEN BRUG OVER HET IJ
Schuttevaer
29 maart 2017
Minister Schultz (Infrastructuur) ligt op ramkoers
met het Amsterdamse stadsbestuur over plan-
nen voor een Java(fiets)brug over het IJ. Zij eist
tenminste vierlaags containervaart, beroept zich
Heel cluster
Dat het niet goed gaat kan Van Sluis zeker bea-
men. Het gaat volgens hem om honderden klei-
ne en middelgrote bedrijven. 'Het zijn de
scheepsbouwers, maar ook de toeleveranciers,
maritieme dienstverleners; het is het hele cluster
dat nu wel onder druk staat. In de crisis heeft de
maritieme sector, waarin in totaal zo'n 265.000
mensen werken, als een trekpaard gefungeerd.
Je ziet de laatste anderhalf jaar dat het versneld
wat slechter gaat, maar we zijn nationaal en in-
ternationaal een zeer vermaarde industrie met
heel veel kennis en innovatie.'
Nog geen miljoen
De laatste jaren verdwenen daardoor meerdere
werven; deze week ging scheepswerf De Hoop in
het Groningse Foxhol nog failliet. De scheeps-
werven die nog bestaan, hebben het moeilijk.
Bauke Adema, eigenaar van scheepswerf Pattje:
'Wij hebben het financieel heel erg zwaar, dat is
geen geheim. Wij dichten het ene gat met het
andere.' In 2012 ging Scheepswerf Grave failliet;
een zestigtal medewerkers stond op straat.
Maakte het bedrijf vóór het faillissement een
omzet van 15 tot 20 miljoen euro, sinds een
doorstart is de omzet gekelderd. 'Nu zitten we
nog niet aan het miljoen', zegt directeur Rob van
Kessel.
SOURCE
op het ‘nationaal belang' van de Rijksvaarweg en
dreigt met maatregelen als een brug voor de
‘Sprong over het IJ' in beeld blijft.
65

 ‘Den Haag' dreigt met hoge eisen als
Amsterdam plannen doorzet
 Minister pleit voor tunnelvariant
Door Dirk van der Meulen
Het verzet in klare taal van minister Melanie
Schultz van Haegen en de hoofdingenieur van
Rijkswaterstaat Bob Demoet blijkt uit brieven
aan de Amsterdamse wethouders Kajsa Ol-
longren en Erik van der Burg, die zijn uitgelekt
naar Het Parool en De Telegraaf. De minister en
de RWS-topman pleiten voor een tunnelvariant
en vragen met klem om alsnog ‘een betere en
completere afweging te maken'. Dreigend voegt
Schultz daaraan toe: ‘Als na een betere afweging
en overleg alsnog een brug in beeld blijft, dan zal
ik daar hoge eisen aan stellen voor wat betreft
hoogte, overig ontwerp en beheersmaatregelen.'
Minister Henk Kamp (Economische Zaken) sprak
zich in november vorig jaar op het Havengildedi-
ner al uit tegen een brugverbinding: ‘Dat brede
IJ, zonder bruggen, zonder blokkades. Dat zou-
den we zo moeten houden.'
Vierlaags
De provincie, verschillende gemeen-
ten, Havenbedrijf Amsterdam en de havenon-
dernemersorganisatie ORAM delen het stand-
punt van ‘Den Haag'. Het Havenbedrijf trekt sa-
men op met gedeputeerde verkeer en vervoer
Elisabeth Post (VVD) van de provincie Noord-
Holland en Koninklijke BLN-Schuttevaer in het
verzet tegen de bouw van een of meer nieuwe
bruggen over het IJ. De binnenvaart eist een
doorvaarthoogte van 12,50 meter voor vierlaags
containervaart. De gemeente vindt 9,50 meter
hoog genoeg.
De minister wijst op belangrijke Rijksinvesterin-
gen in het IJ. ‘Zoals u weet is het IJ een econo-
misch belangrijke vaarverbinding. Vanuit het na-
tionaal belang van deze Rijksvaarweg is het voor
mij van essentieel belang dat we de groei van
scheepvaart in de toekomst blijven faciliteren.
Daarom heb ik veel geïnvesteerd in meerdere
diepliggende tunnels en de nieuwe grote zee-
sluis bij IJmuiden', schrijft minister Schultz geër-
gerd. ‘Ik ben daarom, net als de scheepvaartsec-
tor, de provincie en enkele belanghebbenden in
de regio niet blij met het voorgenomen besluit
voor een Javabrug.'
Veel te hoog
Aanleg van de Javabrug gaat volgens de gemeen-
te 210 miljoen euro kosten. Dagelijks moeten er
omstreeks 2030 tussen de 22.000 en 30.000 rei-
zigers gebruik maken van de brug die Amster-
dam-Noord met de rest van de stad verbindt. De
gemeentelijke plannen gaan er daarbij vanuit dat
de cruiseterminal PTA verhuist naar het westelijk
havengebied.
Onder Amsterdammers is, naast bijval voor een
brug over het IJ, ook veel verzet. Het Parool
meldt dat bij de gemeente intussen 2500 in-
spraakreacties binnen zijn. Er wordt getwijfeld
aan de behoefte aan een Java(fietsbrug), hele-
maal als de metro van de Noord-Zuidlijn gaat rij-
den. Een brug zal bovendien te hoog worden
voor fietsers. Op papier werden 886 handteke-
ningen opgehaald en een petitie op internet
werd door nog eens 1828 tegenstanders gete-
kend en aangeboden aan de gemeente Amster-
dam.
SOURCE
66
 BELGIË (BELGIUM)
MINDER STRENGE EISEN VOOR ESTUAIRE VAART
Schuttevaer
13 maart 2017
De Vlaamse regering wil de eisen aan estuaire
binnenschepen die via de Scheldemonding langs
de kust naar Zeebrugge varen versoepelen. Het
wijzigingsvoorstel moet eind april klaar zijn en
nog deze zomer worden gepubliceerd in het
Staatsblad.
Bedoeling is de minimale bemanning terug te
brengen van vier naar drie. Ook zouden de vei-
ligheidseisen kunnen worden versoepeld en zou
de verplichting om een automatisch reddingsvlot
aan boord te hebben kunnen vervallen. De filo-
sofie hierachter is dat de schepen dicht genoeg
bij de kust varen om, in geval van een calamiteit
aan boord, op het strand te kunnen worden ge-
zet waar de bemanning als het ware veilig kan
ontschepen.
Er werd een lijst met technische vereisten opge-
steld die ook aan een conventioneel binnen-
vaartschip zouden worden opgelegd om het es-
tuair traject te kunnen afleggen. De werkgroep
‘Estuaire vaart - binnenvaart op zee' had op 17
januari nog een bijeenkomst waarop voor heel
wat punten op de lijst een consensus werd be-
reikt.
De voorstellen worden momenteel op papier ge-
zet.
Wel moet nog een oplossing worden gevonden
voor de vereisten voor brandveiligheid. Met de
klassemaatschappijen moeten de voorstellen
worden onderzocht op hun haalbaarheid. Pro-
fessor Vantorre van de Gentse universiteit moet
ook een aantal technische vereisten concreet
berekenen en op papier zetten. En last but not
least moet er nog worden overlegd met de Ne-
derlandse overheid.
Niet betrokken
Bij al dit overleg was de sector binnenvaart ech-
ter niet betrokken en dat zet behoorlijk wat
kwaad bloed bij de Federatie van de Belgische
Binnenvaart.
De vraag om meer binnenvaart op zee mogelijk
te maken (naast de al bestaande trafiek met
binnenvaartcontainerschepen en -tankers) zijn
de verladers in de haven van Zeebrugge, die het
liefst conventionele binnenvaartschepen willen
inzetten om buitenom bulklading (papierpulp,
breakbulk) naar het achterland te brengen. ‘De
estuaire vaart een boost geven', noemt de
Vlaamse minister van Mobiliteit Ben Weyts dat.
Afwijzend
De Federatie van de Belgische binnenvaart heeft
overigens nog geen standpunt bepaald over de
vraag of het conventionele binnenvaartschepen
moet worden toegestaan via de kust naar Zee-
brugge te varen.
Een afwijzend standpunt hebben in elk geval de
eigenaren van de drie estuaire containerschepen
die sinds 10 jaar varen op Zeebrugge. De Ambe-
res, Deseo en Tripoli zijn namelijk speciaal voor
dit traject gebouwd. Het blijven binnenvaart-
schepen, maar zijn duidelijk versterkt voor het
varen op zee met hogere voorstevens, meer vrij-
boord, veiliger uitwateringssysteem, speciale
67
ontluchting op de brandstoftanks, sterkere mo-
toren, bijkomende communicatie- en reddings-
middelen en speciaal gebrevetteerde beman-
ningen. De ruimen met een capaciteit van 450
teu zijn uitgerust met stacks voor snel laden en
lossen van containers. Zij werden ontworpen als
alternatief voor de verbinding door het binnen-
land via Brugge, het kanaal Gent-Oostende en
het kanaal van Terneuzen, een traject dat slechts
toegankelijk is voor schepen van 1350 ton en 70
teu.
Moeilijke markt
Het drietal vaart onder de vlag
van PortConnect en wordt waar nodig ingezet
met als vaargebied Zeebrugge-Amsterdam-
Rotterdam-Antwerpen (ZARA) en de Rijn tot
Karlsruhe. Alleen de Amberes kan het Albertka-
naal op, dankzij een geringere kruiphoogte.
Bij de bouw van deze relatief dure schepen ging
men destijds uit van een steeds toenemende
containertrafiek van en naar Zeebrugge, maar de
economische crisis van 2008 was niet ingecalcu-
leerd. Die crisis verminderde het ladingaanbod.
En de soep werd helemaal dun toen in 2016 de
grootste klant van Zeebrugge, rederij CMA CGM
vertrok. Bijkomend nadeel is dat de estuaire
schepen door hun ruiminrichting ongeschikt zijn
voor bulk- of projectlading.
Toelating van conventionele binnenvaartsche-
pen in hun vaargebied, zou weleens het einde
kunnen betekenen voor het drietal, omdat ze op
kostprijs niet met gewone binnenvaart kunnen
concurreren. De estuaire ondernemers pleiten
dan ook eerder voor uitbreiding van hun vaarge-
bied, over zee naar Rotterdam of Duinkerken.
Maar de kans daarop lijkt niet groot, aangezien
Frankrijk en Nederland een dergelijke estuaire
vaart niet kennen. En ook internationaal is er
een probleem. De IMO, SOLAS en andere con-
venties zijn formeel: geen binnenvaartschepen
op zee.
Kusteilanden
COBELFRET PLACES RARE OSHIMA BULKER ORDERS
En dan is er nog het idee dammen of kusteilan-
den aan te leggen tussen Zeebrugge en de mon-
ding van de Schelde. Oorspronkelijk werd het
plan "Vlaamse Baaien" bedacht om hiermee de
Belgische kust te beschermen tegen de stijgende
zeespiegel als gevolg van de klimaatverandering.
In de huidige stand van zaken wordt de kust be-
scherming geboden tegen overstromingen tot
2050. Minister Weyts kijkt echter verder,
tot 2100 en heeft de meest pessimistische sce-
nario's voor ogen, zoals een extreme stijging van
de zeespiegel met meer dan 80 centimeter.
Om daarop te anticiperen werd het plan opgevat
om een zeewering te bouwen op zee zoals een
kunstmatig proefeiland ter hoogte van Knokke-
Heist. Dit eiland zou later kunnen passen in een
hele keten van eilanden voor de Belgische kust.
Tussen de oorspronkelijke kustlijn en de eilan-
dengordel zou dan een beschut nevenvaarwater
ontstaan, meer geschikt voor binnenvaartsche-
pen.
Geopperd werd intussen zelfs om voorbij de
aardgasterminal de dijk door te steken, zodat de
binnenvaart een aparte en beschermde entree
tot de Zeebrugse buitenhaven krijgt.
Bommen
Of het idee kans maakt op uitvoering is nog zeer
onzeker. Obstakels zijn er in elk geval genoeg. Zo
moet er worden gebaggerd op de plaat Paar-
denmarkt, maar op die plaats werd na de Eerste
en Tweede Wereldoorlog bij elkaar zo'n 500 tot
1100 ton granaten gedumpt, waaronder ook met
gifgasladingen. Minister Weyts alvast heeft 8
miljoen euro vrijgemaakt voor verder studiewerk
en het in kaart brengen van de zeebodem. Op 31
maart is een eerste vergadering gepland van alle
instanties die zijn betrokken bij het project
Vlaamse Baaien en dat volledig losstaat van het
koninklijk besluit estuaire vaart.
SOURCE
68
 DUITSLAND (GERMANY)
GERMAN FEDERAL OFFICE FOR AGRICULTURE AND FOOD AWARDS DAMEN
FISHERIES RESEARCH VESSEL CONTRACT
FRANKRIJK (FRANCE)
FINCANTIERI IS CLOSE TO A DEAL FOR STX FRANCE
The Medi Telegraph
28 maart 2017
MAJESTIC PRINCESS on trials
Trieste - Fincantieri’s acquisition of the Saint-
Nazaire shipyards could happen soon,before the
French elections: the goal of closing the deal on
the only shipyards in France that are capable of
building large civilian and military ships is shared
by the government in Paris, which has made this
clear in recent days through the Secretary of Sta-
ITALIË (ITALY)
BENETTI BUILDING MEGAYACHT FOR TOKYO GOVERNMENT USE
Mega Yacht News
23 maart 2017
It’s not unusual to hear of a builder landing a
contract for a government vessel. Several yacht
builders have military ties, either directly or as
part of larger companies. However, when a gov-
ernment wants a yacht, it’s a whole other sto-
te for Industry, Christophe Sirugue, and by the
Italian shipbuilding giant. In recent weeks, the
discussions between Fincantieri and its French
counterparts have moved towards an agreement
that seems, according to many observers, to be
very close and which will certainly contribute to
consolidating the European shipbuilding industry
as a whole. Attention is focused on this week,
which is already full of important meetings for
Fincantieri.
Starting with board on Wednesday, which, with
the numbers from the 2016 balance sheet,
should show the group back in the black after
the red ink of 2015: the half year closed with a
net positive result of seven million, and C.E.O.
Giuseppe Bono confirmed the positive trend mo-
re than once.
SOURCE
ry. Benetti is building a 115-footer (35-meter) for
Tokyo city officials to use for conferences and
presentations.
While the shipyard is not revealing images of the
69
design, the project does have some pretty strict
parameters. For example, due to fixed bridges
on Tokyo Bay, the megayacht cannot exceed a
height of 36 feet (11 meters). Benetti is addi-
tionally building a folding mast for the height re-
strictions. Furthermore, due to low depths along
the waterway, draft is an unusually shallow four
feet (1.25 meters). As you might also expect,
waterjet propulsion is therefore replacing tradi-
tional propellers.
A fellow Italian firm, Verme Yacht Design, is
working with Benetti for naval architecture. It
designed the 115-footer to reach a top speed of
25 knots. The parties are no strangers to one an-
other. Verme Yacht Design collaborated with Az-
imut, Benetti’s sister company, for the Azimut
Grande 140, now known as the Benetti F-140.
Several Japanese engineers are on site at Benet-
ti’s Livorno shipyard (above) for the construction
as well.
FINCANTIERI’S TAKEOVER OF VARD COMES UP SHORT
gCaptain
27 maart 2017
Vard Langsten yard. Source: Vard
Fincantieri’s bid for all remaining shares of Vard
Holdings failed to reach the minimum threshold
required to take the company private.
Fincantieri said Friday that its voluntary uncondi-
tional offer for all remaining shares launched on
November 13, 2016 closed with Fincantieri hold-
ing just 74.45% of Vard’s total share capital.
In terms of interior features, for now, Benetti
says the motoryacht needs a conference room
with a table for 35 people. The same room re-
quires a separate booth for an interpreter. Yet
another requirement is a traditional Japanese
reception room. Typically, these types of rooms
include an alcove displaying flowers, pictoral
scrolls, or other items for artistic appreciation.
Delivery is set for December of next year.
SOURCE
Prior to the offer Fincantieri owned 55.63% of
the Vard, a global designer and shipbuilder of
offshore and specialized vessels, following the
acquisition of a majority stake January 2013.
VARD is currently listed on the Singapore Stock
Exchange.
In November’s offer Fincantieri offered to pay
minority shareholders SGD 0.24 per share in
cash for a maximum consideration of SGD
12,646,896, or approximately EUR 82,000,000 at
the exchange rate at the time. The purpose of
the offer was to delist Vard from the Singapore
Stock Exchange upon acquiring 90% of Vard’s
shares, a limit required under Singapore law.
Vard currently owns nine shipyards in Norway,
Romania, Brazil and Vietnam and employs ap-
proximately 9,000 people.
SOURCE
70
FINCANTIERI IS CLOSE TO A DEAL FOR STX FRANCE

VERENIGD KONINKRIJK (UK)

BREXIT: HITTING HOME
The Maritime Journal
24 maart 2017

While some maritime businesses may have ini-
tially been confused about what Brexit would
mean to them, others felt it immediately.
Take REAP, a sophisticated, Southampton-based
marine energy developer with customers in the
UK, Europe and Scandinavia. This company had
had a quotation out for a system involving
around £23,000 worth of cells “but by the time it
was confirmed, the news about Brexit had hit,
which left the pound much weaker... this made
the cells around 20% more expensive and we
had to absorb the loss” said owner Dennis
Doerffel.
fectively taking our future hostage”.
This has a knock on effect: “We can’t honestly
make plans to invest in our company – we simply
don’t know what is going to happen.” He added
in his opinion the lack of clear aims and objecti-
ves before the referendum and triggering Article
50 has meant “uncertainty will keep stalling in-
vestments and business in general for the next
few years".

This may be dismissed as simply unfortunate,

but he pointed out that there’s a longer term
impact for committed, ethical businesses. “We
are in the ‘sustainable’ sector,” he explained,
and that makes a difference not just to the ‘pro-
duct’, but the pattern of business itself. “Most of
the systems we develop are bespoke, they are
big, long-term energy investments for our clients
and they need to know that we will still be able
to support them in five years time. Because of
the uncertainty our clients – even ones outside
the EU - may well start to favour European busi-
nesses over ours.” Bruno Tideman

The issue is given a whole new dimension for Dr Supply chain

Doerffel and his partner who are aware that
despite 14 years of tax-paying hard work, “at
some point we might get a letter saying we have
to pack up and leave”. In his view the govern-
ment’s decision to use the status of 3.5m Euro-
peans living in the UK “as bargaining chips” in
negotiations against UK citizens in Europe is “ef-
While some have held out the hope that a wea-
kened Pound may encourage European buyers,
Bruno Tideman, founder and CEO of Dutch com-
pany Tideman Boats told MJ: “Trade depends on
more than just the relative weakness of one cur-
rency to another. If you do business within the

71
EU there’s no import duties, no VAT, just ship-
ping costs: that makes you very agile and com-
petitive.”
There is, he said, value in an established supply
chain for specialist builders both in the UK and
Europe and this is what Brexit threatens to dis-
mantle. Tideman sources all its major compo-
nents internationally, including the UK: “It has
taken us years and years to get to a position
where different suppliers know exactly what we
want,” he explained. “If we have to start dealing
with import and export duties, as well as the
hassle of getting components cleared through
customs, it is going to take a lot of time and
energy away from our core business.”
He believes the overall effect will be to divide:
local UK boat builders will focus on domestic
suppliers “and it will be harder for us in Europe
to enter the UK market” he said.
Gateway
Mr Tideman isn’t the only one to worry about
customs administration: Tim Waggott, CEO of
the Port of Dover told the All-Party Parliamenta-
ry Maritime and Ports Group that the reinstate-
ment of customs clearance at the port could
be crippling for Dover and UK plc. He explained
that at present, “an HGV transits the Port of Do-
WELSH PATROL VESSELS, BUILT IN WALES
NOORWEGEN (NORWAY)
ULSTEIN VERFT IS ABOUT TO COMPLETE SHIP SERVICE ON THE SIXTH SHIP
THIS YEAR
Portnews
23 maart 2017
Ulstein Verft is about to complete an aftermar-
ket mission on the sixth ship this year, and a
seventh vessel is about to arrive the yard for
service. While the Norwegian offshore industry
is adapting to new segments, there is still high
ver in about a minute”, and there really isn’t
much room to extend this window. “If you take
the volume of traffic that transits Dover just in
one day, put nose to tail it would reach from Do-
ver, up through the M20, around the M25, over
the Dartford crossing and go up the M11 as far
as Stanstead Airport.”
He pointed out if Eurotunnel traffic is added
“then between us we have 30% of the UK’s trade
passing across the Dover Straits”. Unfortunately,
viable alternative routes “simply don’t exist” and
if rapid transit through the crossings and into the
wider freight corridor is not maintained “the im-
pact is astronomical” said Mr Waggot. There-
fore, customs delays could gridlock a large pro-
portion of the UK supply chain with repercus-
sions felt in France, Holland and Belgium.
Yes, there is a solution: Mr Waggot says an IT-
driven virtual border would help maintain fricti-
onless trade, possibly taken in conjunction with
an internationally-recognised ‘passport for
goods’.
However, it would take high-level direction, mo-
ney - and time. As most people are aware, it
looks like we only have two years.
SOURCE
activity in the areas of aftermarket service of the
existing offshore fleet.
“The aftermarket department at Ulstein Verft is
in high demand,” says service manager Jan Peder
72
Hoggen. Towering in the dock hall is the anchor
handling tug supply ship Island Valiant, which is
going through a ten-year classification.
“Our strength is that we have competence in de-
sign, engineering, power & control and produc-
tion within our group pf companies. We install
and test components and systems. The yard has
a highly skilled engineering department, who can
carry out engineering work in larger repairs and
upgrades. We are therefore well positioned to
take on aftermarket assignments,” claims Hog-
gen.
“All ships need to go through reclassification
every five or ten years. This involves services
such as equipment control, cleaning and paint.
Other vessels are docked to be mobilized for
new missions. Our covered dock hall secures
high-quality work in any kinds of weather.
ODFJELL IN FOR TWO HUDONG-ZHONGHUA DUAL FUEL CHEMICAL TANKERS
FINCANTIERI’S TAKEOVER OF VARD COMES UP SHORT
RUSLAND (RUSSIA)
RUSSIA PLANS $113 BILLION TOTAL SPEND ON DOZENS OF OIL, GAS PROJECTS
Rigzone.com
Deon Daugherty
March 28, 2017
The former Soviet Union nation intends to spend
$43 billion by 2025 to launch 29 oil and gas pro-
jects, according to GlobalData's research.
“Comes mid-April, we await the arrival of an ex-
pedition cruise vessel for a major upgrade. The
vessel will be docked in the dock hall. We also
have an outside dock, and the dimensions are
such that we can have one vessel docked in the
dock hall and another one in the outside dock
simultaneously.”
The service and aftermarket department also
carries out assignments outside Ulstein’s own
yard. The past few months, several of the work-
ers have performed service assignments on ves-
sels in cold stock at other premises. The depart-
ment also rents out a barge and a large Terex
mobile crane. The next job will be to transport a
complete winch package from IP Huse for a cli-
ent.
SOURCE
Russia is planning to spend more than $113 billi-
on bringing online 29 oil and gas projects by
2025, according to information from GlobalData.
The developments are projected to add 800,000
barrels per day and 11.9 billion cubic feet per
day to global production figures. Within the next
seven years, Gazprom has six planned natural
gas projects set to produce 250 thousand barrels
of oil equivalent per day (boepd), followed by
Surgutneftegas’s five projects to develop 17
thousand boepd and Rosneft Oil Co.’s two pro-
jects to produce 540.8 thousand boepd, accor-
ding to GlobalData research.
“Even with the recent production cuts, Russia
73
remains the leader in the region with healthy pi-
peline of planned assets,” said Anna Belova, se-
nior oil and gas analyst for the former Soviet
Union region, in a statement. As part of the cru-
de oil production cut between OPEC and non-
OPEC nations, Russian oil production dropped to
roughly 11.10 million barrels per day (MMbpd)
in February, down from 11.247 MMbpd in Octo-
ber.
RUSSIA WILL SUBSIDE SHIP RECYCLING AND BOOST SHIPBUILDING
Setcorp
22 maart 2017
Russia will subside the ship recycling to recover
part of the cost of acquiring or building new
merchant vessels. For the current year, the gov-
ernment will allocate 400 million rubles and the
measure will last until 2030.
The Russian Ministry of Industry and Trade plans
to consolidate the requirements for the priority
placement of orders for the construction of ships
RUSSIA’S NAVAL SHIPYARDS FULLY BOOKED WITH ORDERS TILL 2023
Tass
21 maart 2017
Most of those shipyards were not that busy even
during the Soviet years, according to the United
Shipbuilding Corporation
The order books of Russia’s naval shipyards are
About $43 billion is earmarked for the period
between 2017 and 2015, GlobalData said, and
total capital spending (CAPEX) on key projects is
expected to reach $113 billion. More than $10
billion is designated for the Sakhalin 3 project
and Gazprom is projected to spend $31.8 billion.
SOURCE
at domestic shipyards, which will boost the local
sector and expected to start benefiting the
economy from 2020, as the measure is good on-
ly with the full technical modernization of do-
mestic enterprises and need technical period for
modernization of the yards.
SOURCE
full till the end of 2023, with the defense order
accounting for about 80% of incomes of the
United Shipbuilding Corporation, the company’s
president, Aleksey Rakhmanov, told the media.
"As for naval shipbuilding is concerned, our or-
der books are full till 2021-2023. Most of our
shipyards were not so busy even in the Soviet
years," he said.
About the overall share of the state defense or-
ders in the USC’s overall revenue Rakhmanov
said that it had not changed greatly over the
past five years, remaining at the level of about
80%.
74
"At the moment the work load on shipyards var-
ies greatly in terms of the number of projects
and the time required for coping with them. We
are coming close to the unification of that pro-
RUSSIA TO CUT IMPORTS OF OFFSHORE EQUIPMENT 50% BY 2025
The Artic
23 maart 2017
The share of imported oil and gas drilling and
production equipment for offshore projects will
be cut from 85 percent to 50 percent by 2025.
Deputy Industry and Trade Minister Vasily Os-
makov said this in an interview with RIA Novosti
before the international forum The Arctic: Terri-
tory of Dialogue.
"Under the state program on Arctic develop-
ment, the share of imported equipment
RUSSIA’S NOVATEK TO INVEST ALMOST $417 MILLION IN SHIPYARD FOR
ARCTIC PROJECTS
BALTIYSKY ZAVOD TO SECURE CONTRACTS FOR CONSTRUCTION OF TWO
MORE LK-60 ICEBREAKERS IN 2018
cess to keep each shipyard and each building
berth busy," he said.
SOURCE
for Arctic projects will be reduced from 85 per-
cent to 65 percent by 2020 and to 50 percent
by 2025. This is a normal and balanced attitude
to imports and domestic production," Osmakov
said.
According to the deputy minister, the govern-
ment is not only to oversee the production
of quality offshore equipment at home but it is
also to create a comprehensive oil and gas servi-
ces sector.
US sanctions against the Russian fuel and energy
sector include restrictions on the participation
in and the provision of equipment
for deepwater, Arctic offshore or shale projects.
They also hinder the access by large Russian
companies to foreign financing.
SOURCE
75
 TURKIJE (TURKEY)
TURKEY’S STM COMPETING FOR COLOMBIAN NAVY FRIGATE BID

Quwa
21 maart 2017

with Pakistan for the sale of four MILGEM cor-

vettes and is eager to pitch the FAC-55 design for
Pakistan’s requirement of four to six new fast at-
tack crafts (FAC).

Thus far, STM’s large warship design appears to

be centered on the MILGEM platform, which
comprises of the Ada corvette (2,300 tons), I-
Class frigate (3,000 tons), and the LF-2400 light
Turkish defence contractor Savunma
frigate (2,350 tons). That said, the Delta Marine-
Teknolojileri Mühendislik ve Ticaret A.Ş. (STM) is
STM design portfolio does include larger ship de-
competing for the Colombian Navy’s Plataforma
signs, including fleet tankers. A custom design
Estratégica de Superficie (PES) next-generation
for the Colombian Navy is plausible.
frigate requirement.
The PES contract would be a significant gain for
In its press statement, STM says it has “carried
Turkey, which is in a cadre of emerging ship-
out individual discussions with the Colombian
builders vying for market-share against estab-
Navy [at the Colombian Naval Defence Exhibi-
lished suppliers, such as France and Britain. Ca-
tion]” and expects that Colombia will shortlist
tering for cost-sensitivity and providing effective
STM with the top bidders.
options within that framework would likely be
STM’s approach.
STM is competing against DCNS as well as Saab
and BMT Defence Services. It appears that the
That said, it must be noted that Colombia also
PES will be a multi-mission design capable of an-
has a domestic ship designer in Corporación de
ti-ship warfare (AShW), anti-submarine warfare
Ciencia y Tecnología para el Desarrollo de la In-
(ASW) and anti-air warfare (AAW) roles.
dustria Naval, Marítima y Fluvial (COTECMAR).
COTECMAR has been responsible for leading the
Notes & Comments:
Colombian Navy’s offshore patrol vessel (OPV)
requirement. In January 2017, it revealed the
STM is working towards several big-ticket naval
OPV-90 Mk2, a 2,550-ton design capable of a
sales. In Pakistan, it recently secured a contract
maximum speed of 18-20 knots.
to upgrade the Pakistan Navy’s Agosta 90B sub-
marines, a program that could be worth as much
SOURCE
as U.S. $350 million. It is also actively negotiating

76
ASIA, PACIFIC, AUSTRALIA
CHINA
CHINA WIELDS NEW POWER IN SHIPPING
Hellenic Shipping News
14 maart 2017
The Financial Times re-
ported that Chinese leas-
ing companies have re-
cently taken ownership of
hundreds of vessels with
investments totaling
US$11.5 billion in 2016 alone by some estimates.
The shift comes as European banks and US pri-
vate equity firms have backed out of shipping
lending while still dealing with losses suffered
since 2008.
SUNSTONE EYES UP TO TEN EXPEDITION CRUISE SHIPS
World Maritime News
20 maart 2017
Miami-based expedition vessels provider Sun-
Stone Ships has reached an agreement with Chi-
na Merchants Industry Holdings (CMIH) for the
construction of up to ten expedition vessels.
Under the framework agreement signed be-
tween the parties, the Chinese shipbuilder would
construct four expedition ships for SunStone
with options for six more vessels.
Some warn that the leasing arrangements pose a
danger for operators that the leasing companies
could easily take control in the event of default.
One shipping industry representative noted that
since the trend has just taken off over the past
year, there is no way to predict how the Chinese
groups would act in the event of a crisis.
SOURCE
With a length of 104 meters and a width of 18.2
meters, the new cruise ships will have 80 to 95
passenger cabins.
The ice class 1A vessels will be part of the Sun-
Stone’s fleet and chartered to new and existing
clients, according to the company. SunStone
Ships has not disclosed any financial de-
tails regarding the order.
China Merchants Industry Holdings hired Nor-
wegian Ulstein Design & Solutions for the supply
of the vessel’s design and equipment package, as
well as the supervision for the building of the
ships, while Finland-based Mäkinen will establish
a cabin assembly plant and interior workshop at
the shipyard’s facilities and will be responsible
for all interior spaces on the new builds.
SOURCE
77
BOHAI SHIPBUILDING CAUGHT UP IN $567M LOAN FRAUD
Splash 24/7
27 maart 2017

Bohai Shipbuilding Heavy Industry, an affiliate
yard of state-run China Shipbuilding Industry
Corporation (CSIC), has been involved in a loan
fraud case which is currently under a court trial
in Liaoning.
building’s ship repair subsidiary, and another
two senior officials of the company are alleged
to have made a series of fake sales contracts
with the yard’s affiliate companies between
2011 and 2014 in order to secure loans of up to
RMB3.9bn ($567m) from two local commercial
banks.

Xu has admitted the fraudulent activities to the

court and said the company had difficulties secu-
ring loans during the shipbuilding downturn and
had used the funds to repay debts to other
banks and financial institutes.

The court has yet to reach a ruling on the case

SOURCE
Xu Guohong, former president of Bohai Ship-

BCL ORDERS NEW VESSEL FOR BERMUDA SERVICE

BOUSTEAD CHOSEN FOR WORK ON CHINA-BUILT LITTORAL MISSION SHIPS

FOR MALAYSIA

ODFJELL IN FOR TWO HUDONG-ZHONGHUA DUAL FUEL CHEMICAL TANKERS

FILIPPIJNEN (PHILIPPINES)
HANJIN PHILIPPINES GETS ORDER TO MAKE 4 VLCC’S AT SUBIC
Hellenic Shipping News
10 maart 2017

The Philippines is set to become the country that
will produce four of the biggest crude oil carriers
in the world as Hanjin Heavy Industries and Con-
struction-Philippines (HHIC-Phil) got an order
yesterday for the production of four Very Large
Crude-oil Carriers (VLCCs).
These VLCCs are the biggest in the world with a
capacity of 320,000 deadweight tonnage (DWT)
and is the first deal inked by Hanjin for this year.
According to the company, the ships will be built
inside Hanjin’s Redondo Peninsula Shipyard and
have a deadline of until the second half of next
year. With a measurement of 330 meters in
length, 60 meters in width and 30.5 meters in

78
breadth, these VLCCs will be equipped with an
eco-design component.
“This contract carries very positive news for all
stakeholders considering the stagnant shipping
industry nowadays. We look forward to a more
productive cooperation among our partners in
producing highly cost efficient and technological-
ly advanced commercial ships that shape the fu-
ture of the shipbuilding industry today and be-
yond,” HHIC-Phil President Gwang Suk Chung
said.
He added that each of the VLCC “can load more
than 65.14 million barrels of crude oil or roughly
the equivalent of 13-day crude oil supply re-
quirement of the entire Philippines in 2015. This
is the first-time that such type of vessel will be
built on the Philippine shore, underscoring the
potential of the country to be a landmark for
maritime industry worldwide.”
The start of the year has been fruitful for the
company as they delivered the 300,000 DWT
VLCC to Navig8 Tankers while fabricating three
more of the same vessel at the Subic shipyard.
He said that two of those vessels will be deliv-
ered this year and the last will be delivered next
INDIA
GOA SHIPYARD NOMINATED TO BUILD TWO STEALTH FRIGATES FOR THE IN-
DIAN NAVY
DefenseNews
15 maart 2017
year.
HHIC-Phil has begun its shipbuilding operations
in the later part of 2007 following the comple-
tion of the construction of its Subic shipyard in
the same year. It has started off with delivering a
4300 TEU containership in 2008. To date, HHIC-
Phil has already delivered a total of 100 com-
mercial ships including 57 container ships, 27
bulk carriers, 7 VLCCs, 4 LPG ships and five Ma-
rine Engineering Plants.
HHIC-Phil is scheduled to deliver this March
three 11,000 TEU containerships and one 38K
chemical carrier. HHIC-Phil is expected to deliver
14 more ships of various types before the cur-
rent year-ends.
Hanjin Subic Shipyard occupies more than 300
hectares of land, with a 4km Quay Wall and two
of the world’s largest docks with the size of
370m x 100m and 550m x 135m which is about
seven times larger than a football stadium. It is
home to more than 32,000 Filipino workers gain-
fully employed and is being recognized as a
world-class shipyard with competitive edge.
SOURCE
India's private shipyards are unhappy with a
Ministry of Defense decision to nominate state-
owned shipyard Goa Shipyard to build two Rus-
sian Krivak-class stealth frigates over two private
sector competitors, Larsen & Toubro and Reli-
ance Defence and Engineering.
During a meeting with Russian defense officials
last week, MoD has cleared a $4.48 billion pro-
gram to acquire four Krivak-class stealth frigates
under which two will be built by Russia’s United
Shipbuilding Corporation and the remaining two
79
by Goa Shipyard, a senior MoD official said.
“A formal contract is expected to be awarded
within the next four months”, the official said,
adding that USC will deliver the frigates in the
next four years but Goa Shipyard will take eight
years to deliver.
“The private-sector shipyards have already
brought it to the notice to MoD informally their
unhappiness on giving GSL the contract to build
the two Krivak class frigates on nomination ba-
sis,” an executive of the industry lobby group
Federation of Indian Chambers of Commerce
and Industry said, requesting anonymity to
speak candidly.
"They (private shipyards) want greater orders to
push the private sector," the FICCI executive
noted.
Anil Jai Singh, retired Indian Navy Commodore
and defense analyst, said, "This decision (to
nominate GSL for two Krivak class frigates) has
indeed surprised me."
GSL is a very capable yard but has never built
anything of the size and sophistication of the
Krivaks, Singh said.
“It seems that the MoD continues to live in the A
K Anthony (former Defense Minister) era with
nominations more the rule than the excep-
tion," says Sujeet Samaddar, retired Indian Navy
commodore and defense analyst. "The private
shipyards must be allowed to compete. But hav-
ing said that, unless the private sector shipyards
deliver on their existing orders of simple ships,
there can be very little ground to trust them to
deliver complicated warships."
INDIA’S LARGEST STATE-RUN SHIPBUILDER FILES FOR IPO
Hellenic Shipping News
27 maart 2017
Cochin Shipyard Ltd. has filed for an initial public
Samaddar, however, does not doubt the capabil-
ity of Goa Shipyard and said, "GSL has made
more than 16 anti-submarine-warfare corvettes
in the past and on paper they can build it."
The Indian navy has been negotiating with Russia
for over three years to acquire the Krivak frig-
ates.
"The Krivaks (Indian navy's Talwar class) are very
sophisticated frigates and combine high stealth
with lethal kinetic capability," Singh added.
“This is a longstanding requirement of the Indian
navy and will possibly cover the gap created by
the decommissioning of Godavari & Rajput-class
warships that would fall due in the next three to
four years," Samaddar said.
By 2027, the Indian navy aims to have 198 ships
against the current fleet strength of 137 war-
ships. With a shortage of 61 warships, the ser-
vice is currently building 48 warships at various
Indian shipyards.
An Indian navy official said, "Because of their
lack of experience in building major warships,
the private sector is way behind in warship build-
ing but needs greater exposure to orders."
However, Singh is critical of the decision to nom-
inate state-owned shipyards at the cost of
growth of the private sector shipyards. "Private
shipyards are hardly being given any orders de-
spite the state-owned shipyards creaking under
the load of their order book leading to cost and
time overruns in almost all projects. Of the four
major private shipyards in the country, two are
bankrupt."
SOURCE
offering that will make it India’s first state-run
80
shipbuilder to go public after the government
approved a stake sale of up to 25 percent.
The company, which built India’s first indigenous
aircraft carrier, the INS Vikrant, is looking to rai-
se funds to set up new construction and repair
facilities.
Cochin Shipyard, which largely relies on defence
orders, saw its profits grow even as its private
peers felt the pinch of a global slump triggered
by falling oil prices and uncertainty about the
demand for commodities like coal and iron ore
from China.
The Offer
The issue will comprise of a total 3.3 crore sha-
res, including a fresh issue of 2.26 crore shares
and an offer for sale of 1.13 crore shares by the
government, according to its draft red herring
prospectus filed with market regulator Securities
Exchange Board of India.
The fresh issue constitutes 16.67 percent of the
post-issue capital, while the offer for sale by the
government constitutes 8.33 percent.
SBI Capital Markets, Edelweiss Financial Services,
JM Financial are managing the issue.
India’s largest public sector shipyard builds and
repairs tankers, product carriers, bulk carriers,
passenger and defence vessels. Nearly three-
fourths of the company’s clients are engaged in
the defence sector, while less than one-third are
WIJNNE BARENDS LAAT ZES NIEUWE SCHEPEN IN INDIA BOUWEN
from the commercial sector.
Cochin Shipyard has been profitable for the last
five financial years. The company posted a profit
after tax of Rs 285.8 crore in financial year 2015-
16, at a compounded annual growth rate of
16.47 percent. For the first six months of FY17, it
reported a profit of Rs 184.5 crore.
Large South Korean shipbuilders like Hyundai
Heavy Industries Co. and Daewoo Shipbuilding
and Marine Engineering Co. always bid aggressi-
vely for overseas oil rigs and energy platforms to
fill order books to avoid direct competition with
Chinese shipbuilders. The fall in oil prices led to
cancelled orders for drill ships and offshore faci-
lities, leading to a recession in the shipbuilding
industry.
This hurt shipbuilders in India too, especially the
private companies, due to excess supply and
weak global trade, the draft prospectus said ci-
ting a CRISIL report.
Public sector companies were not hit that hard
since their order book comprised up to 25 per-
cent of exports compared to 53 percent for pri-
vate peers in financial year 2014-15.
Private shipbuilder ABG Shipyards Ltd.’s operati-
ons have been shut for almost two years, weig-
hed down by debt. Its auditors recently expres-
sed doubts over the company’s survival.
SOURCE
81
 JAPAN
CEO OF JAPAN’S SECOND LARGEST SHIPBUILDER ANNOUNCES RESTRUCTU-
RING, TAKES SWIPE AT KOREAN RIVALS
Splash 24/7 rivals.
Sam Chambers
March 29th, 2017 JMU, which is the result of a merger in 2013
between IHI Marine and Universal Shipbuilding,
will integrate all its design departments from its
seven yards across the country back to Tokyo
headquarters among other cost saving initiati-
ves.

Shinjiro Mishima, while announcing the restruc-

The CEO of Japan Marine United (JMU), the se-
cond largest yard in the nation, has announced a
restructuring, as well as taking a swipe at Korean
turing earlier this week, took aim at the many fi-
nancially struggling yards in neighbouring South
Korea. Mishima said the Korean government’s
intervention to save many yards was keeping
newbuild prices artificially low. Korean shipbuil-
ders should be allowed to go bankrupt, Mishima
said. The Japanese government has expressed
similar views to the OECD recently.

COBELFRET PLACES RARE OSHIMA BULKER ORDERS

Splash 24/7 placed a rare bulker order in Japan. Cobelfret
Sam Chambers has tapped Oshima Shipbuilding, widely acknow-
March 28th, 2017 ledged as one of the world’s finest bulker buil-
ders, to build two 98,000 dwt post-panamaxes.
The ships will deliver in 2019. No price has been
disclosed.

Earlier this year Cobelfret paid Oldendorff $19m

for another post-panamax bulker while a roro
subsidiary ordered two 8,000 unit roros at
Hyundai Mipo Dockyard at the start of February.

SOURCE
Belgium’s Cobelfret continues its rapid fleet
build up in 2017 with brokers reporting it has

82
MITSUBISHI HEAVY CONSIDERS SPINNING OFF SHIPBUILDING OPERATIONS
Hellenic Shipping News
15 maart 2017
Mitsubishi Heavy Indus-
tries Ltd. is considering
spinning off its shipbuild-
ing business and planning
local partnerships as weak
demand for vessels
prompts companies in the industry to reorganize
their operations.
A decision on a new structure for the shipbuild-
ing operation may be announced in July, Eiji
Matsubara, a spokesman for Mitsubishi Heavy,
said by telephone from Tokyo Tuesday. Nikkei
reported the plan earlier on Tuesday.
Mitsubishi Heavy and Kawasaki Heavy Industries
Ltd. are among Japanese shipbuilders reviewing
their business amid reduced and delayed orders,
while peers in other countries sell assets, cut ca-
pacity and jobs. The world’s top three shipbuild-
ers, all based in South Korea, have eliminated
more than 20,000 jobs and lost a combined 6.6
trillion won ($5.7 billion) in the six quarters end-
ed September.
In October, Mitsubishi Heavy, also a maker of
power plants and aircraft, said it will limit pro-
duction of cruise ships to small- and mid-sized
ones, after the first of two vessels ordered for
Aida Cruises in 2011 was finally delivered last
year following multiple delays. The Tokyo-based
company said it booked combined losses of 238
billion yen ($2.1 billion) in its cruise-ship con-
struction business in the last three fiscal years
ended March 31. Capital Tie-ups
Mitsubishi Heavy, which builds ships that
transport liquefied petroleum gas, liquefied nat-
ural gas, crude oil and cars, besides bulk and
container carriers, also said in October that it’s
considering a capital tie-up with three Japanese
firms — Namura Shipbuilding Co. as well as
closely held Imabari Shipbuilding Co. and Oshima
Shipbuilding Co.
The company is targeting sales of 150 billion yen
and an operating profit margin of 6 percent for
its commercial shipbuilding operations by the
fiscal year starting April 2020, it said in February.
Mitsubishi Heavy hasn’t reported a revenue
breakdown for the vessel business since the year
ended March 2013, when shipbuilding and
ocean development accounted for 225 billion
yen, or about 8 percent of total sales, according
to data compiled by Bloomberg.
Shares of Mitsubishi Heavy gained as much as
8.2 percent in Tokyo trading Tuesday, the big-
gest intraday gain in four months.
Separately, a U.S. arbitration court found
Mitsubishi Heavy liable for damages of $125 mil-
lion over steam generators it supplied to Edison
International, a fraction of the estimated $6.7
billion the power-generation company had
sought, according to statements issued after the
market’s close Monday.
SOURCE
83
JAPANESE ORDERBOOK: DOWN BUT SHOWING STAYING POWER
MarineLink
15 maart 2017
KLIK OP PLAATJE VOOR GROTERE AFBEELDING
The Japanese orderbook has shown its endur-
ance in the current muted shipbuilding market
and recently surpassed its South Korean coun-
terpart in size for the first time since 1999, says
a report by Clarksons Research.
While the orderbook is shrinking for all of the
‘big 3’ builder countries, the Japanese orderbook
is undergoing the slowest rate of decline. This
month’s Shipbuilding Focus takes a look at the
development of the Japanese orderbook.
As of start March 2017, the orderbook at Japa-
nese yards stood at 775 ships of a combined
18.9m CGT, the second largest globally. This was
its lowest monthly level since January 2014 in
CGT terms. However, the Japanese orderbook
has experienced the smallest year-on-year de-
cline amongst the top 3 builder nations, 23% in
CGT terms compared to a 28% and 36% decline
in China and Korea respectively.
Furthermore, ‘forward cover’ (an indicator of fu-
ture work volumes calculated by dividing the to-
tal orderbook by the previous year’s output lev-
el) at Japanese yards is currently 2.7 years in CGT
terms, surpassing 2.5 years at Chinese yards and
much higher than Korean yards’ 1.5 years.
59 Japanese yards currently have a ship (1,000+
GT) on order, compared to 120 Chinese yards
and 16 Korean yards. The top 6 Japanese builder
groups each have over 1m CGT on order and to-
gether account for around 70% of the Japanese
orderbook.
In recent years, the Japanese orderbook appears
to have grown more diversified. The share of
bulkers on order has declined from 74% in CGT
terms in March 2012 to 34% currently, while the
share of tankers on order has remained steady
at around 25%.
Meanwhile, the share of boxships and gas carri-
ers on order has increased from 5% in March
2011 to 34% as yards secured orders for larger
ships in these sectors. 89% of boxship CGT on
order is accounted for by units of 12,000+ TEU,
while LNG carriers of 150,000+ cu.m. account for
83% of the gas carrier orderbook at Japanese
yards.
These larger units help to extend the Japanese
orderbook and Japanese yards have 1.8m CGT
due to be delivered in 2020 or later, compared
to 0.1m CGT at Chinese yards and 0.4m CGT at
Korean yards.
Japanese yards are supported by domestic own-
ers, with 70% of the Japanese orderbook (where
ownership is known) accounted for by domestic
owners in CGT terms. NYK, MOL, K-Line and their
subsidiaries account for 16% of the orderbook in
CGT terms.
While Korean and Chinese yards also benefit
from domestic ordering, Japanese yards are
working with the second largest national owner-
ship base, 163.6m GT compared to the Chinese
and Korean owned fleets of 140.4m GT and
55.1m GT respectively.
So, Japanese yards are backed by a strong do-
mestic owner base and the orderbook is becom-
ing more diversified across the major vessel sec-
84
tors, with orders for larger vessels securing a
longer backlog of work. Whilst the fortunes of
Japanese yards will depend on the changing
shipbuilding environment, they currently have
the second largest orderbook globally in CGT
JAPANESE MITSUBISHI TO START WORK ON SHIPYARD PROJECT IN JULY 2017:
SCA CHAIRMAN
BENETTI BUILDING MEGAYACHT FOR TOKYO GOVERNMENT USE
KOREA
REGULATORS PREPARE BANKRUPTCY "PLAN B" FOR DSME
The Maritime Executive
27 maart 2017
Sources within Korea Development Bank, the
majority owner of Daewoo Shipbuilding and Ma-
rine Engineering, say that they are already work-
ing on a prepackaged court receivership plan in
case DSME's creditors will not participate
in another bailout package. "We are taking a
two-track approach," a KDB official told Yonhap.
Formal talks between the government and the
yard’s creditors began on Monday, and
the stakeholders have limited time to agree on
how (or whether) to help the yard pay back its
maturing debt. Under the terms of the govern-
ment’s latest rescue proposal, KDB and Korea
Export-Import Bank would provide DSME with
$2.6 billion in new loans, and the yard's other
creditors would swap half their debt for equity
terms and in today’s tough newbuild contracting
market, this appears to be relatively resilient.
SOURCE
and delay the maturity of the rest. Institutional
investors for Korea's public-sector pension funds
are reportedly balking at the plan: they complain
that they only invested in DSME's bonds because
the yard misrepresented its earnings, and they
would like to recoup a larger share of their
funds.
Korea's financial regulators warn that DSME
could slip into receivership as early as April if it is
not provided with another round of assistance,
with potentially dire consequences for the na-
tion's economy. However, the agencies involved
have produced differing estimates for the extent
of the damage. The Financial Services Commis-
sion suggests that the losses could exceed $50
billion, assuming that DSME's huge yard in Ok-
po ceases operation; about two thirds of this
amount would come from the unrealized value
of vessels currently under construction. The
Ministry of Trade, Industry and Energy puts the
total number much lower, at $15 billion, based
on the assumption that the Okpo stays open
through a prepackaged bankruptcy.
The calculations behind these damage forecasts
rest in part upon the extent of any order cance-
lations. DSME's chief executive recently warned
85
that receivership would allow owners to cancel
orders under the "builder's default" clause in
their contracts – and that many owners would
have an economic motive to cancel in the cur-
HYUNDAI HEAVY INDUSTRIES TO HALT ANOTHER DOCK OPERATION
Hellenic Shipping News
20 maart 2017
South Korea’s Hyundai Heavy Industries Co., the
world’s largest shipbuilder struggling with dearth
of new orders, announced on Friday it would be
closing down another dry dock in its main Ulsan
shipyard.
The ‘Dock 5’ yard is 380 meters long and 65 me-
ters wide with a capacity to roll out 400,000 tons
a year that mainly was used to build oil tankers.
The idle dock will be used in the meantime for
repair or finished touches in ships.
The announcement marks the shipbuilder’s sec-
ond dock closure after ‘Dock 4’ operations were
suspended last June. The worst-case scenario
has yet to materialize. The shipbuilder is sched-
uled to suspend Gunsan Dockyard, Hyundai
Heavy’s largest shipyard whose annual capacity
exceeds 1.3 million tons, sometime in May. Its
offshore dock in Ulsan is expected to stop late
this year.
DAEWOO SHIPBUILDING TO FOCUS ON SPECIALTY VESSELS, EYES TURNA-
ROUND IN 2017
Hellenic Shipping News
27 maart 2017
Daewoo Shipbuilding &
Marine Engineering Co.,
South Korea’s embattled
shipbuilder, said Friday
that its portfolio will be
mostly made up of LNG
carriers and other specialty vessels, with the
company expecting a business turnaround this
rent business environment.
SOURCE
This means four out of its 11 docks will be sus-
pended this year. Excluding two docks to build
special vessels, half of its nine docks for com-
mercial vessels will be emptied. Lack of work
across dock-affiliated factories is another prob-
lem that plagues the shipbuilder. Some panel as-
sembly factories will be used for different pur-
poses because there is no demand for panel
supplies.
Concerns are rising over a potential layoff of em-
employees after a series of dock closures. The
shipbuilder said some 6,000 workers will be-
come idle within this year if there is no im-
provement in current business conditions. About
3,000 workers at Hyundai Heavy Industries and
more than 10,000 at its suppliers already lost
jobs due to the recent recession across the ship-
building industry.
SOURCE
year.
Its rosy outlook came a day after the country’s
state-run creditors of the shipyard, the world’s
largest by order backlog, announced a fresh res-
cue package worth 6.7 trillion won (US$5.98 bil-
lion), but only if all stakeholders agree to a pain-
ful debt-for-equity swap plan.
86

The huge rescue measures, proposed by the sta-
te-run Korea Development Bank and Export-
Import Bank of Korea, are the second round of
bailout for the shipbuilder that has been suf-
fering severe liquidity problems over heavy los-
ses from offshore projects.
“Starting this year, a huge chunk of our portfolio
will consists of LNG ships and other vessels that
we specialize in. Most of loss-making offshore
facilities projects have been completed,” the
company said in a statement.
Daewoo Shipbuilding said as of end-February, its
order backlog came to 108 ships, 50 out of which
are LNG-FSRU ships.
“We are going to reduce our exposure to risky
offshore projects, while focusing on commercial
ships and specialty vessels,” it said.
Jung Sung-leep, president of Daewoo Shipbuil-
ding, said the shipyard will be able to turn to the
black this year. “I will resign if we fail to make a
turnaround,” he said.
KOREAN FINANCIAL AUTHORITIES UNDER FIRE FOR INFLATING ECONOMIC
TOLL FROM DSME FALL
Hellenic Shipping News
28 maart 2017
The Korean government
can hardly win rationale
and public support in its
proposal for another
multibillion-dollar bailout
package for Daewoo Shipbuilding & Marine En-
gineering Co. (DSME) when it cannot even agree
on the simple estimate of economic toll from the
shipbuilder’s collapse, industry watchers said.
The Financial Services Commission (FSC) and the
shipbuilder’s main creditor Korea Development
Bank (KDB) argue strongly for a near $6 billion
rescue program that includes fresh loan of 2.9
trillion won and swap in its existing debt into eq-
The chief executive officer said Daewoo Ship-
building is left with nothing to sell in terms of as-
sets, and the company is currently in talks with
the labor union to cut workers’ wages.
Earlier in the day, the labor union said that it is
willing to accept a proposed pay cut for workers
from the shipyard’s creditors. Daewoo Shipbuil-
ding will be required to cut 25 percent of its
personnel costs and slash its workforce by 1,000.
The fresh rescue package also calls for the labor
union of Daewoo Shipbuilding not to stage a
strike.
The shipbuilder suffered an operating loss of
1.61 trillion won last year following an operating
loss of 2.94 trillion won in 2015.
Its net loss narrowed to 2.71 trillion won last
year from a loss of 3.3 trillion won a year earlier
with sales also dipping 15.1 percent on-year to
reach 12.74 trillion won, it said.
SOURCE
uity as well as haircut and rescheduling from pri-
vate lenders and bondholders by warning the
economy would have to shoulder losses worth
59 trillion won ($53 billion) if the shipbuilder is
left to go under. But the Ministry of Trade, Indu-
stry, and Energy overseeing the industry affairs
give much less pessimistic figure of 17.6 trillion
won.
The Ministry of Strategy and Finance stepped in-
to mediate, arguing that the financial authorities
gave a figure of the worst scenario under which
DSME’s main Okpo dockyard closes down after
the shipbuilder files for bankruptcy. The industry
ministry came to the less dramatic figure becau-
87
se it is hopeful for a turnaround through credi-
tors’ prearranged package.
The 59 trillion won figure includes 32.2 trillion
won that went into the vessels under construc-
tion as of the end of last year, 21.2 trillion won
unsecured financial liabilities, 2.8 trillion won
from job losses and 2.8 trillion won in damages
by related businesses.
Last Thursday, the KDB and Export-Import Bank
of Korea (Korea Eximbank) announced a new
bailout package for DSME that would include
fresh loans of 2.9 trillion won and restructuring
on existing 3.8 trillion won debt. The plan is con-
tingent on private debt-holders’ agreement to
share the burden. If they refuse to go along with
it, the shipbuilder would be placed under court-
led prepackaged program, which would expedite
debt write-off and allow fresh funding to help a
company to avoid bankruptcy.
OPNIEUW MOET DAEWOO SHIPBUILDING AANKLOPPEN BIJ OVERHEID VOOR
GELD
MALEISIË (MALAYSIA)
BOUSTEAD CHOSEN FOR WORK ON CHINA-BUILT LITTORAL MISSION SHIPS
FOR MALAYSIA
Naval Today
20 maart 2017
The Malaysian ministry of defense has selected
The trade ministry’s estimation of 17 trillion won
was made on the assumption that DSME would
be saved through prepackaged arrangement. A
senior official from the shipbuilding industry said
STX Offshore & Shipbuilding Co. under court re-
ceivership had been cancelled 10 out of 55 or-
ders. He said the financial authorities were
exaggerating by saying 32 trillion won worth
ships could be dumped because clients would
call off their contracts with a bankrupt builder.
“Given the case of STX, the financial authorities’
estimation of 59 trillion won in loss is too much,”
said an official from the shipbuilding industry.
“There won’t be many cancellations as some of
the orders are charter deals,” he added.
SOURCE
Boustead Naval Shipyard to work on the deliv-
ery of four littoral mission ships that are to be
built by China.
According to a letter of acceptance from March
17, Boustead Naval Shipyard will work with a
partner shipyard from China on the delivery of
the ships.
The company said the deal was worth RM1.17
billion (approx. US$265 million).
Littoral Mission Ships will be designed in China
88
with first two vessels to be built and delivered in
China in 2019 and 2020. The remaining two ves-
sels will be built and delivered in Malaysia in
2021.
The deal is part of the Malaysian Navy’s trans-
formation plan that intends to bring down the
number of ship classes operated by the navy
from 15 to 5. Many of the current classes are
LIMA 2017: MMEA UNVEILS DESIGN OF NEW HELICOPTER-CAPABLE OPV
PLATFORM
IHS Jane’s 360
22 maart 2017
Model of the 83 m OPV that will be operated by the MMEA,
unveiled for the first time at the LIMA 2017 exhibition in
Langkawi. Source: IHS/Ridzwan Rahmat
The Malaysian Maritime Enforcement Agency
(MMEA) has unveiled the design of an offshore
patrol vessel (OPV) platform that it is currently
anticipating from Malaysian shipbuilding joint
venture, THHE Destini.
The vessels are being ordered under a three-
ship, MYR738.9 million (USD167 million) con-
tract that was first announced in January 2017.
An MMEA official, who spoke to Jane's on 22
March at the Langkawi International Maritime &
Aerospace (LIMA) exhibition, has confirmed that
the model of the ship was being made public for
the first time.
According to specifications given by MMEA, the
now obsolete and present an expensive upkeep-
ing challenge.
The consolidated classes are envisioned as con-
sisting of the Chinese littoral mission ships, new-
generation patrol vessels, multi-role support
ship, littoral combat ships and submarines.
SOURCE
platform, derived from the OPV 1800 design
from Damen, features an overall length of 83 m,
a beam of 13.7 m, and a design draught of 3.75
m. It has a standard displacement of about 1,890
tonnes and can accommodate a crew of 46.
Powered by four 2,350 Kw engines driving two
controllable pitch propellers, the OPV can attain
a top speed of 22 kt and a standard range of
5,000 n miles at 12 kt. It can operate up to Sea
State 6 and survive up to Sea State 9.
The vessel can accommodate a helicopter that
weighs up to 11 tonnes on its flight deck and can
take up to two patrol craft or rigid hull inflatable
boats on davits, one each on the port and star-
board sides, in the spaces between the plat-
form's funnel and bridge.
The platform's main offensive capability is pro-
vided by the SMASH 30 mm remote controlled
stabilised naval gun system from Turkish defence
company Aselsan, and this is complemented by a
stern-facing 12.7 mm machine gun position in
the aft section.
SOURCE
89
AUDITOR CASTS SERIOUS DOUBTS ON NAM CHEONG
Splash 24/7
20 maart 2017
Malaysian offshore shipbuilder Nam Cheong has
announced that its independent auditors BDO
LLP have cast doubt on its ability to survive.
BDO has drawn attention to a material uncer-
tainty related to going concern in their report on
Nam Cheong’s financial statements for 2016.
The auditor’s report points to Nam Cheong’s
2016 net loss of around RM42,771,000 ($9.6m)
and the size of the group’s loans amounting to
RM948,720,000 ($213.9m). Ominously, around
one third of the debt ($62.8m) is related to me-
dium term notes due for payment on 28 August
2017.
LIMA 2017: DAMEN UNVEILS ITS NEW MRSS DESIGN PROPOSAL FOR ROYAL
MALAYSIAN NAVY
SRI LANKA
COLOMBO DOCKYARD EYES WIND INSTALLATION SECTOR
Splash 24/7
27 maart 2017
Amid a severe ordering drought, Sri Lanka’s only
shipbuilder is having to seek alternative revenue
streams.
Colombo Dockyard, which received just one or-
These amounts far exceed Nam Cheong’s cash
and cash equivalents of RM162,618,000
($36.7m) which the auditor points out “indicate
that a material uncertainty exists that may cast
significant doubt on the group’s ability to con-
tinue as a going concern.”
According to VesselsValue, there are currently
456 OSV vessels on order throughout the
world with 450 of these set to be delivered in
2017. Nam Cheong currently has 56 vessels
scheduled for delivery this year, far more than
any other shipbuilder, and Splashunderstands
that only a small percentage have been commit-
ted for sale.
Nam Cheong says the opinion of the auditors
remain unqualified, however inves-
tors reacted by sending the company’s share
price down over 25% to 3.6 cents.
Companies which Leong Seng Keat, Nam
Cheong’s CEO, is deemed to have an interest
in sold over 3.3m Nam Cheong shares last week.
SOURCE
der in 2016, is looking at getting into passenger
vessels, as well as servicing the up and coming
wind installation vessel sector.
“As countries across the globe begin to seek out
90
 sustainable solutions to meet their energy requi-
rements, we anticipate that our early steps into
this new market will yield strong positive results
for the company over the medium to long term,”
the yard’s CEO, D.V. Abeysinghe said in his an-
nual review to shareholders.

Colombo Dockyard has been hit by a string of

offshore cancellations and has seen its revenues
drop by 50% last year.

SOURCE

AMERICA’S

BERMUDA
BCL ORDERS NEW VESSEL FOR BERMUDA SERVICE
Splash 24/7 1990-built boxship, Oleander.
Donal Scully
26 maart 2017 BCL, which is owned by the Hamilton, Bermuda-
headquartered Neptune Group, runs a weekly
freight service to the Atlantic island nation (and
British Overseas Territory) from its Maher Ter-
minal in Port Elizabeth New Jersey.

The ship under order will be equipped to carry

dry and refrigerated containers, trucks, cars,
other wheeled equipment and over-sized project
cargo.

The current OLEANDER It will have fuel-efficient, eco-friendly main and

Bermuda Container Line (BCL) has signed a con- auxiliary engines plus the capability of conver-
tract for construction of a containership equip- ting to LNG operation.
ped with state-of-the-art technology to be used
in its Bermuda service. BCL’s terminal operation is located at Maher
Terminal in Port Elizabeth New Jersey.
The LNG-ready container/RoRo vessel will be
built in China’s Yangzijiang shipyard and is sche- SOURCE
duled for delivery in the first quarter of 2019
when it will replace the company’s existing

91
 COLOMBIA
TURKEY’S STM COMPETING FOR COLOMBIAN NAVY FRIGATE BID

OTHER (MIDDLE EAST & AFRICA)

EGYPTE (EGYPT)
JAPANESE MITSUBISHI TO START WORK ON SHIPYARD PROJECT IN JULY 2017:
SCA CHAIRMAN
Hellenic Shipping News
18 maart 2017

Suez Canal Authority (SCA) is set for completion in 3 to 5 years in coopera-

Chairman, General Mohab
Mamish, announced that the
works will start by July 2017 on
a shipyard project destined to
build giant crude tankers in Egypt.
tion with Mitsubishi Co. of Japan.
General Mamish has further noted that the Pres-
idential Decree on allocating the land was al-
ready issued.

The shipyard will be built at Safage sea port and SOURCE

IRAN
PMO: USD 1 TRILLION TO BE INVESTED IN IRANIAN PORTS
World Maritime News
22 maart 2017

Representatives of the Iranian Government have

signed investment contracts with private entities
worth USD 1 trillion to develop Iranian ports, the
country’s Ports and Maritime Organization
(PMO) said.

The contracts include investments of USD 10 bil-

lion in Mazandaran Province, USD 20 billion
in Khorramshahr Port, USD 100 billion in Gilan
Province, USD 70 billion in Amirabad Port and
USD 130 billion in Bushehr Province.

92
Moreover, some USD 45 billion will be invested
in Sistan and Baluchistan Province, USD 210 bil-
lion in Khuzestan Province, and USD 350 billion
in Mazandaran Province, according to the PMO.
The private investments are related to the con-
struction of warehouses, storage facilities and
port equipment as well as development and ca-
pacity promotion of ports.
Following the lifting of economic sanc-
tions, Iran launched a 2025 strategic economic
plan aimed at doubling its USD 415 bil-
lion economy.
NIGERIA
UNCERTAIN TIMES OFFSHORE NIGERIA?
Clarkson’s
20 maart 2017
KLIK OP PLAATJE VOOR GROTERE AFBEELDING
In 2011, Nigerian oil production stood at 2.55m
bpd (of which 71% was offshore), accounting for
7.1% of total OPEC oil production (and 40% of
West African offshore oil production). Since
then, Nigerian oil production has been eroded by
exposure to political risk factors and weaker
commodity prices, dropping to just 1.54m bpd in
2016. What, then, is the outlook for Nigerian oil
production in 2017 and beyond?
A Rose-Tinted Past?
To achieve this mission in the next decade, the
Iranian Government has to ease the current cli-
mate of economic recession, reduce unemploy-
ment and become the largest exporter and the
largest economy in the region.
“Iran has to diversify from its dependence on oil
& gas, enhance manufacturing in non-oil sectors,
develop a knowledge-based sustainable econo-
my, and attract investments to the tune of USD
1.5 trillion,” business consulting firm Frost & Sul-
livan said.
SOURCE
Nigeria has been an oil producing country for
almost 60 years and its first producing offshore
field came onstream in 1965. In the following
decades, Nigerian offshore E&P was focused al-
most entirely in the shallow waters of the Niger
Delta. Even today, there remain 104 active shal-
low water fields in Nigeria producing via 263
fixed platforms with an average age of 25 years.
It was in the late 1990s that Nigerian E&P began
moving further from shore, as oil companies
sought new reserves to offset decline at mature
shallow water fields. Deepwater fields were also
less vulnerable to the militant activity plaguing
the Delta for much of the 2000s. The first deep-
water discovery in Nigeria was Abo, in 1996,
which was the first such start-up too, in 2003. As
of March 2017, 40 fields in water depths of at
least 500m had been found off Nigeria, of which
10 had been brought onstream via a total of
seven FPSOs and 253 subsea trees.
A Risky Proposition?
However, were it not for deleterious influences
on Nigeria’s upstream sector in the last 10 or so
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years, deepwater E&P in the country could now
be more prevalent still. The foremost difficulty
has been the Petroleum Industry Bill (PIB), which
was first introduced to the Nigerian Parliament
in 2008 and which has yet to be passed. An es-
pecially contentious issue is mooted changes to
deepwater fiscal terms, which IOCs argue would
render deepwater projects (where breakevens
tend to fall in the $60-90/bbl range) unviable. An
uncertain investment climate has been com-
pounded by court cases arising from alleged im-
proper practices, for example at OPL 245, host to
the stalled ZabaZaba project(100,00 bpd). So
there have been few deepwater FIDs and just
three such field start-ups off Nigeria since 2009
(versus 20 off Angola). There has thus been little
deepwater oil production growth to offset on-
shore or shallow water field decline.
Stability Or Volatility?
Uncertainty about the PIB remains, but in 2016,
disruption caused by militants, notably the Niger
Delta Avengers, came to the fore: attacks on oil
VERENIGDE ARABISCHE EMIRATEN (UAE)
LAMPRELL SEES TOUGH YEAR AHEAD, RECOVERY ONLY IN 2018
Reuters Business News
24 maart 2017
Oil rig builder Lamprell Plc (LAM.L) lowered its
revenue forecast for this year and said it ex-
pected to start seeing a recovery in activity only
in 2018.
Lamprell said on Friday it expected 2017 to be
probably its toughest year yet, despite early
signs of recovery in drilling activity.
"We do see early signs of optimism, but caution
remains the watchword,"
Chief Executive Christopher McDonald told Reu-
ters, adding that it would be another 12-18
months before it sees any flows to the service
sector.
infrastructure saw oil production dip below
1.25m bpd at times in 2016. Moreover, weaker
oil prices have hit government finances and so
its ability to dampen unrest. Production recov-
ered slightly in Q4 but conditions in the Delta
remain febrile. And if oil production does con-
tinue to ramp back up to over 2.0m bpd, it could
imperil gains in the oil price that followed the
OPEC deal (Nigeria is exempt from quotas). If
prices cannot climb above $60/bbl, there is little
prospect of Nigerian deepwater projects (of
which there are 13 with a total oil production
capacity of over 0.81m bpd yet to be sanctioned)
hitting FID any time soon.
So in the short term, Nigeria could prove a key
factor in the global oil price equation. And in the
long term, undoubtedly the country has a great
deal of deepwater potential; however, before
this is likely to be realised, numerous challenges
need to be overcome. Nothing is certain.
SOURCE
The company expects 2017 revenue to be in the
lower half of its earlier forecast range of $400
million (320 million pounds) to $500 million, in
the absence of large project deliveries in the
second half of the year.
Lamprell, like its peers, has been cutting costs as
oil explorers have slashed spending and can-
celled contracts to counter a more-than-2-year
rout in oil prices.
The company said it had cut about 20 percent of
its administrative staff in 2016, leaving it with
1,031 core admin employees. The company had
94
a total workforce of 5,762 employees at the end
of 2016.
Lamprell raised the total impact of the settle-
ment related to a delay in delivery of a jackup rig
to Ensco Plc (ESV.N) to $42.6 million as cost es-
timate of additional services rose to $17.6 mil-
lion from $10 million.
The company said in July that it had taken a $25
million exceptional charge to its 2016 revenue
due the settlement.
Lamprell said on Thursday settlement talks to
recover cost from the maker of the rig kit, Cam-
eron LeTourneau, are ongoing.
Last year, Saudi Aramco signed a memorandum
of understanding for the construction of a ship-
building complex with National Shipping Co of
Saudi Arabia 4030.SE, a state-controlled firm
which ships oil for Aramco, South Korea's Hyun-
dai Heavy Industries (009540.KS) and a unit of
Lamprell.
The company did not provide any update on the
talks but McDonald told Reuters that the discus-
sions were in an advanced stage.
McDonald said the maritime project provided
"parallel opportunities that we are currently in
early stages of pursuing," but declined to com-
ment further.
Lamprell, which runs three rig building yards in
the UAE, said it expected the overhead cost cuts
to contribute annualised savings of $23.4 million
in 2017.
Lamprell's 2016 revenue fell 19.1 percent to
$705 million for the year ended Dec. 31.
SOURCE
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COLOFON

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