230-18-08-2014

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2014 – 230

Distribution : daily to 30375+ active addresses 18-08-2014 Page 1

Number 230 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Monday 18-08-2014

News reports received from readers and Internet News articles copied from various news sites.

It was announced on local TV News Fergusons Shipbuilders Port Glasgow are in receivership, this ends shipbuilding on the lower reaches of the Clyde. The last ship to be worked on is the recently renamed Kyle Venture IMO 8104319, ex Grampian Falcon, 014, Burnhaven, 90, built as Stirling Imp 1982 769grt, she was being converted to a live Fish Carrier. Photo : Iain Forsyth ©

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EVENTS, INCIDENTS & OPERATIONS

The Damen Group built WORLD SAPPHIRE moving away from the Ensco 6004 @ Jubarte - Offshore Brazil Photo : Auke Ruijg ©

More passengers ride Nova Star, but numbers remain below expectations

In July, the Portland-Nova Scotia ferry served an average of 217 passengers per trip, almost double its June average. BY TOM BELL

The number of passengers sailing on the Nova Star cruise ferry between Portland and Yarmouth, Nova Scotia, nearly doubled in July from the previous month, but the passenger count was lower than many had hoped it would be at the height of the summer tourist season. The ferry operator, Nova Star Cruises, reports that 13,043 passengers boarded Nova Star in July, for an average of 217 passengers per one-way trip. In a news release Friday, the company said that it is doing much better in August. So far, the ferry has booked 17,255 passengers for trips this month.

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The ship has a capacity of more than 1,200 but Nova Star officials have said they would be happy with an average of 250-350 passengers per one-way trip. In June, the company served 6,740 passengers, an average of 112 passengers per trip. The ferry, which does a daily round trip between Portland and Yarmouth, Nova Scotia, is the first service between the province and the United States since 2009, when the Nova Scotia government discontinued its subsidies for the high-speed ferry that operated the same route and the service shut down.

Nova Star Cruises began service in May at the request of the Nova Scotia government, even though the company wasn’t able to finalize its contract with the province until last November. It also encountered delays in obtaining a U.S. federal permit, which was awarded in March and allowed the company to begin selling tickets and marketing the service. Mark Amundsen, president and CEO of Nova Star Cruises, said in a statement that it will take time to rebuild the service. “We have said from the beginning that rebuilding this service, which ended nearly five years ago, will take time,” he said. “But with our continued growth, especially in August, we are very optimistic and positive about the future.”

Before the service began, Amundsen predicted the ferry would serve 100,000 passengers in its first year. So far this year, including the tickets sold for August but not September or October, the company has sold fewer than 40,000 one-way tickets. It is unclear how many of these were paying passengers, because those under age 18 currently ride for free. In its first year, Nova Star Cruises has already accessed all of the $21 million the Nova Scotia government committed in subsidies to the service. The money was supposed to be spread over seven years. The company has not received any money from the state of Maine, and has yet to obtain a $5 million line of credit from a Maine bank, which it has been seeking since November. In Yarmouth, Nova Scotia, there are a lot of concerns about whether the ferry will

return next summer, according the local newspaper, the Yarmouth Vanguard.

The Yarmouth Town Council on Thursday voted to approve resolutions calling on the provincial government to continue to provide funding for the ferry, and calling on the federal government to recognize the crossing as an international highway link between Canada and the United States, which would allow the service to receive funding from Canada’s federal government. The numbers for July show that the ferry ride from Maine to Nova Scotia is more popular than the return trip. In July, 7,450 passengers sailed on the ferry from Portland to Yarmouth, and 5,593 made the trip from Yarmouth to Portland. Two trips were canceled in July because of stormy weather. Source : pressherald

Bumi Armada Delays Results Release Malaysian offshore services provider Bumi Armada has delayed presentation of its financial results for its second quarter ended June 30, 2014 for another week. The Star reports that it was a last minute decision that is understood to have happened due to new positive developments in the company. The company expects an update next week. Bumi Armada is the world’s fifth largest owner of FPSOs and has an order book of RM31 billion. Tendering activity for FPSO’s is picking up pace and the group is actively participating in new tenders in Nigeria, Mexico, Indonesia and Brazil.



The offshore support vessel market is also expected to grow. Bumi Armada posted a 40 percent drop in net profit for its first quarter ended March 31, 2014 compared to the previous year. AllianceDBS Research has downgraded its earnings forecast for the company for the financial years ending Dec 31, 2014 and 2015. Earnings have been cut by 14-20 per cent, but forecasts for 2016 are favourable with a forecast profit increase of four percent. This is the result of planned activities in Angola and the charter of the Kraken FPSO. Source :MAREX

Saturday saw the arriving in the port of Maassluis of the brand new TSS Multicat Leanne P. Straight from the builders Neptune in Aalst (The Netherlands) GSS BV has it’s Europe office in Maassluis. In his spare free time director Jan Peute is involved and crew member the historic steam tug Furie So shortly after arrival in Maassluis the “Historic Furie and brand new Leanne P had a short being together. Photo : Cees Kloppenburg www.photomaassluis.com ©

Italy can put the EU’s maritime climate proposals back on track

The Danish Shipowners' Association expects the new Italian presidency to take the lead in the implementation of the EU’s MRV proposals, which will restrict CO2 emissions for shipping. Italy took over the EU presidency from Greece on 1 July, and the Danish shipping industry has great expectations of both the Italians and, naturally, the new parliament, which will get started in earnest after the summer holidays. Italy's tenure marks the beginning of a new presidency

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trio, consisting of Italy (1 July 2014), Latvia (1 January 2015) and Luxembourg (1 July 2015) respectively. This means that the Italian presidency will set the course for the Council's programme for the next 18 months, Danish Shipowners' Association said in its media release. Apart from putting innovation, competitiveness and employment on the agenda, the Italian presidency also wants to focus more closely on the environment and climate. We at the Danish Shipowners' Association are very happy about this, because it means that we can expect progress on the EU’s MRV proposals regarding monitoring, reporting and verifying shipping's CO2 emissions. MRV is a tool which gives an overview and provides an incentive for making further reductions in CO2 emissions. Danish shipping companies who were among the first to test the system bear witness to this, and we hope the system will be rolled out to the rest of the world once it has been implemented in the EU. The proposal was published in June 2013 and must be passed by the European Parliament and the Council of Europe in order to be brought into force. I don't think it would be too great a slight against the previous Greek presidency, however, to admit that the process has been anchored down for the past few months. It has never seriously been in the interests of Greece, the EU's largest shipping nation, to put pressure on shipping companies to reduce their carbon footprint. There was also a great deal of dissonance between the view of the European Parliament and the Council's approach thus far. The Italians are now taking up the reigns: a brand-new parliament with plenty of energy to get to work. If the Italians live up to our expectations, MRV will finally be passed shortly after the end of the Italian presidency, namely at the beginning of next year. Other focus areas with maritime interest include the Blue Belt initiative, which will eliminate a number of administrative burdens. Here the Italians should ensure that the entire project does not become derailed and that it gains the support of not only the entire European Commission, but also the national customs and tax authorities. Finally, work to implement the extensive free-trade agreement between the EU and the USA also has to be kicked up a gear. Source :portnews

Above you can see how underwater debris is recovered and transported by wise Batam island (Indonesia) guys. At this picture you can see excavator boom under the drums filled by air. Cases are known when they cut anchors of anchored ships and recovering later on by above example. Photo : Capt.Svajūnas Gvažiauskas ©

Maersk Line revives Sealand From 2015 and onwards Maersk Line revivesthe old name Sealand as a regional feeder company to cover all of America. The company will be operated like the other two regional feeder carriers SeagoLine in Europe, which was established in 2011 and MCC Transport in Asia, which was established in 2009. "We have discovered that MCC and SeagoLine enables us to provide an overall higher quality of our service to our customers. By establishing SeaLand after the same model as the MCC and SeagoLine we can serve the Intra-America market by offering a dedicated service to our shippers and third-party feeder service for major carriers moving goods in and out of this important region, "says Vincent Clerc, chief trading and marketing officer at Maersk Line.

Maersk Line believes that the establishment of SeaLand will be better able to meet customers' individual needs. SeaLand will primarily serve the intra-US market as a specialist in cargo over short distances, but it will also sell space for container shipping lines operating in and out of the region. The expectation is that this feeder service will be approximately 40-50 percent of the total amount of goods. "MCC in Asia, SeagoLine in Europe and SeaLand in America are very important regional shipping lines in Maersk Line's portfolio and will also in the long term will be an important addition to Maersk Line and Safmarine," says Vincent Clerc. Maersk Line operated under the name Maersk Sealand until 2006. The name came from the company's purchase of the American container shipping company Sea-Land in 1999. Source: Lloyd's Loading List / Maritime Denmark



NEW CRANE BARGE FOR TAT HONG OFFSHORE AND MARINE

When you are reading this the last hand is laid on the brand new cranebarge TAT HONG 823 , at the PT Worldwide Yard in Batam (Indonesia) the barge is having a length of 73 mtrs and a width of 24,38 mtr when you see the barge direct is noticed the the large yellow painted crane which is not having

a ballast block only a 1000 HP Caterpillar engine (photo middle

left) to drive the crane the FAVELLE FAVCO PC 300 crane is at present equipped with a short boom but can be equipped with a 70 mtr boom (only the boom is having a weight of 90 tons) the crane is having a capacity of 300 tonnes in 6 falls at 18 mtr at the main block and 32 tonnnes in 2 falls at the Auxilary hoist. Outside the crane the barge is equipped with 8 point mooring system , using 8 winches equipped with 600 mtr 34 mm diameter wire each winch is having a pull of 25 tonnes and breakholding of 50 tonnes and is equipped with Flipper Delta anchor of 3,5 tonnes

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All winches are controlled from the Control room which also is giving a clear

view of the work deck which is rated 20 ton/m2 as the Crane is not having ballast the barge is equipped with 4 large pumps which are capable to ballast the barge very fast to compensate for the weight in the crane during the operation , this Emmerson controlled ballasting system is done completely automatic.











onboard the TAT HONG 823 is accommodation for 12 persons which are accommodated in a specious accommodation the TAT HONG 823 is leaving this week from Batam bound for Hong Kong where the barge will enter a long term charter. all above photo’s Piet Sinke ©– CLICK on the photos to view the High resolution versions !

The 70 mtr boom attached to the FAVELLE FAVCO PC 300 crane – Photo : Jasper Tan ©






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LIFTBOAT MASTER REQUIRED “International Liftboat operator seeks an experienced self propelled liftboat master for work on board their vessel working off Nigeria. Interested applicants please write to :

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HAL’s AMSTERDAM outbound from Venice

Photo : Alberto Camali ©

Ferry Fiasco: Bremerton-Seattle boat

overloaded, turns back, hundreds ordered to get off or else

A Bremerton-Seattle ferry packed with pregame Seahawks fans Friday was mistakenly overloaded by more than 480 passengers and had to turn back to the terminal after the captain realized the error, Washington State Ferries spokeswoman Marta Coursey said. But that was just the start of the problem for those aboard the 4:20 p.m. sailing of the ferry Cathlamet. When the captain asked volunteers to get off the ferry and not enough did,

Washington State Patrol troopers boarded and began ordering passengers to get off the boat, passengers said. Chaz




Forsberg, 27, of Silverdale, told the Kitsap Sun that he was in the Cathlamet’s men’s room when a trooper told him he had to return to the terminal. “He said if I had a problem with it, I should send a complaint to the ferry system,” Forsberg said, according to the newspaper. Coursey admitted, “They had angry and upset customers.” How did the overloading happen in the first place? Coursey said her understanding was that the ferry staff thought the Cathlamet had the capability for 1,600 passengers but its capacity is actually 1,200 passengers. After the captain began the crossing, he got the passenger number of 1,684 and had to turn around. Normally, Coursey said, the captain gets that number prior to sailing and said she wasn’t sure why the captain didn’t get it sooner. He turned back and off-loaded 484 passengers, she said.

She said all of the passengers who volunteered or were forced off were able to get onto the next ferry sailing around 5:30 p.m. Passengers got free travel vouchers and, ultimately, they got to their destination, she said.

But many were not happy about it. State Transportation Secretary Lynn Peterson issued an apology Friday night for the incident. “I apologize to all ferry passengers impacted by the overloading of the Cathlamet late this afternoon,” Peterson said in a statement. “Due to the safety concerns related to the overloading of the Cathlamet, a thorough review of this incident will take place and everyone in the chain of command at Washington State Ferries responsible for this oversight will be held accountable accordingly. “As Secretary, the safety of the traveling public on our ferries, highways, and railways, is my top priority. I am pleased the crew took corrective action and all passengers made it across Puget Sound. The passengers, who disembarked the Cathlamet for the next sailing, received a voucher,” she said. For hours, Washington State Ferries made no mention of the overloading on the 4:20 p.m. run and tweeted that the sailing was delayed 40 minutes because of “heavy traffic.” It made no mention of the passenger count being the problem. Source : q13fox

Lifeboat called to yacht off Papay Kirkwall Lifeboat crew had a lengthy call-out last night, when they were tasked to go to the aid of an injured crew member onboard a yacht off Papa Westray. The sailing vessel Scarlet Oyster was taking part in a race around Britain when one of the crew onboard suffered a dislocated shoulder. The lifeboat left Kirkwall shortly after 7.30pm, and met the vessel approximately 15-16 miles north-west off Papa Westray, and then escorted the sailing boat into the shelter of the island, so the casualty could be transferred to the lifeboat, due to the sea conditions. The casualty was transferred to the lifeboat, received treatment, and was then taken to Kirkwall, arriving around 1.45am. An ambulance then took the crew member to hospital. The lifeboat was refueled and ready for service again at 2am. Source : orcadian

Condor Ferries signs 10-year operating licence

Condor Ferries has signed a 10-year licence to run ferry services between Jersey, the UK and Guernsey. The non-exclusive agreement with Jersey Ports allows the company to operate passenger, vehicle and freight services until 2024. Condor says the agreement means it can invest in a new, larger fast ferry at a cost of £50m. Guernsey's government has also agreed to extend a "memorandum of understanding" with Condor until 2018. Jersey officials have negotiated a get-out clause that comes in after seven years if services are not running as expected. Senator Alan

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Maclean, the Economic Development Minister, has previously said other ferry operators were welcome, but would have to provide the same level of service as Condor. Source : BBC

Ferry passengers frustrated with recent problems

After weeks of repeated breakdowns and delays, some passengers are wondering what's going on with the state ferry system. Friday night it was an overloaded vessel in Bremerton. Then there were weekend delays and a cancellation on vessels sailing from the Fauntleroy Ferry Terminal. Because of mechanical issues on the Evergreen State, they were on a two-boat schedule on the Fauntleroy/Vashon/Southworth route until further notice. “Well somebody dropped the ball,” said Ted Dimitriou, who was riding the ferry from Bremerton to Seattle, Saturday afternoon. He was talking about an incident Friday evening when somehow they put way too many people on the run. They had to turn back and unload hundreds, delaying everyone onboard. “Four-hundred-eighty-four people, oh boy, somebody miscounted,” he said. It's been a rough summer for the ferry system. Just last month the ferry Tacoma broke down off Bainbridge Island, stranding hundreds for hours. When asked about the Tacoma, Saturday, a ferry spokesperson said there's still no repair plan. And just a few weeks ago passengers on a ferry in the San Juan Islands had to don life vests after an engine problem. “I think the state causes more problems than good,” said Mary McCleneghan, who lives in Bremerton and rides the ferry. “I don’t lose faith in the ferry system, but I think certainly they can be improved on getting the count right,” said Dimitriou, who made it to Seattle on time. We still don’t know what caused the confusion that led to Friday’s overloading incident. An investigation starts next week. Source : King5

Passengers relive ferry journey in stormy seas

Passengers have described a ferry crossing from hell as the remnants of Hurricane Bertha swept across the Irish Sea. But Steam Packet bosses have defended the decision to allow the Manannan to sail on Sunday night - insisting it was operating well within its safety limits. Many of the 500 passengers on board were left anxious and seasick and a number of vehicles were damaged when the sailing from Liverpool hit giant waves after leaving the Mersey in a crossing which took nearly five hours. In

contrast that night’s Ben-my-Chree sailing was cancelled as high winds and high tides meant she could not access Heysham harbour safely.PE teacher Lauren Brew, 25, of Ramsey, was returning from a hen party that evening.

She said: ‘We were all feeling delicate anyway. We had heard the journey was going to be rough but we never knew it was going to be that bad. ‘It was the worst sailing I’ve ever been on. It was all right in the Mersey but as soon as we came out the river it just hit us. The boat was rocking backwards and forwards, side to side. The waves came up and over. The SeaCat would lift up and slam back down in the water. ‘They had to go slow because it was so rough. I had to lie horizontal on the floor – I couldn’t move. ‘I don’t think it should have sailed. If the Ben-my-Chree didn’t sail, I don’t see why the Manannan could.’ Mario Ricciardi was travelling back with his family and members of the Manx triathlon club who had been competing that day in Liverpool. He said: ‘I don’t think it should have sailed. I’m 48 and I’ve travelled with the Steam Packet all my life and have never ever experienced a sailing like that. ‘There were a lot of very anxious passengers. One guy on the top floor had a serious panic attack.

‘We set sail just before 7.30pm. Then the captain came on saying it was going to be a really rough journey and our estimated arrival was 1.30am. Everybody looked at each other saying “you’re joking”. There was no indication at that point that anything major was up. ‘Then the staff started handing out sick bags to everybody and passengers were



told to stay in their seat. ‘The vessel would ride up and drop. As it rolled to the right the waves went over the boat. The captain was trying to ride the waves. He had slowed to 5 or 6 knots. Everything was lashed down on the car deck.’ Mario, who was travelling with his wife Nicola, daughter Lucy, 20, and 17-year-old son Joseph who had been competing in Tri Liverpool, coming second in his age group, praised the efforts of the Manannan’s crew in keeping passengers calm. Steam Packet Company chief executive Mark Woodward said: ‘The master was best placed to make the decision to sail. The approved forecasting system clearly showed that the vessel was well within its operating limits to make the voyage. The master too was on the sailing, and would be risking his own, as well as others’, safety if he decided to sail knowing it was not safe to do so. ‘The master is the person responsible for the safety of all those who sail with him, and as such the decision to sail in poor weather is not made lightly. ‘Manannan is a vessel that was constructed for, and has seen service in, oceans around the world. During her time with the US Navy she has seen service, year-round in all types of weather, in the Atlantic, Pacific and Indian oceans. She operates here at a significantly lower operating limit which further enhances vessel safety margins. ‘In heavy weather it is unfortunately the case that even properly stored cargo on vessels may move, and Manannan is no exception despite additional lashing which is used in heavy weather. ‘Some vehicles, parked at the forward end on the ramps, did suffer scuffing and scrapes from movement against other vehicles during the voyage. ‘This is why an assessor was asked to attend the vessel on arrival. Manannan did not suffer any damage from the crossing, and berthed at 12.16am. ‘It is also common practice in heavy weather to advise passengers to remain in their seats and not to move around the vessel unless absolutely necessary, as well as varying course and speed to make the journey as comfortable as possible. ‘The decision to cancel the Ben-my-Chree sailing was made for quite different reasons than conditions at sea. ‘Sea conditions were certainly no barrier for the Ben to have sailed. However, the forecast for very high winds in Heysham, later in the evening, coupled with spring high tides meant that it would not be possible for her to manoeuvre safely within a confined harbour. ‘The Steam Packet Company would like to thank the master and crew of Manannan for their skill, professionalism and effort for doing everything they could to reduce the impact of the gale conditions experienced during the sailing back to the Isle of Man, and for ensuring that almost 500 passengers were able to return safely to the island.’ The Met Office at Ronaldsway said it forecast gales increasing to Force 9 in the north Irish Sea on Sunday night, with a significant wave height of up to 4m. Source : IOMtoday

Conventional Approach Reinstated for "Time Thereby Lost" Under The Nype Off-Hire Clause

The Athena was a dispute about the meaning of the familiar NYPE off-hire clause (clause 15). The Commercial Court decision gave rise to a lot of controversy. It went against conventional principles for determining whether a vessel is off-hire. The talking point of the decision was the meaning given to the words "time thereby lost", allowing Owners to defeat an off-hire claim on the basis that there had been no loss of time on the "charter service overall". This treated the claim akin to one for damages, whereas the off-hire regime is different from damages: it operates irrespective of fault or breach. However, the Court of Appeal has rejected this approach, set aside the Commercial Court decision and restored the award of the arbitrators. The award follows the usual way of assessing loss of time, namely in terms of the "service immediately required of the vessel", not "the charter service overall". The Court of Appeal considered this to be the correct legal test. Applying this test, it allowed Charterers to succeed on their off-hire claim.

The vessel loaded cargo for Syria. Bills of lading were issued. The vessel sailed to Syria, but the cargo was rejected. The Charterers nominated a port in Libya instead (Benghazi). They ordered the vessel to the anchorage at Benghazi port roads to await further instructions before berthing and discharging. The change in destination, however, gave rise to a difficulty with the bills of lading that took nearly two weeks to resolve. Meanwhile, instead of proceeding to the port road anchorage as ordered, the vessel proceeded to a position about 50 miles off Libya. There she began a period



of drifting that lasted for 11 days, until the problem with the bills of lading was resolved. The vessel then proceeded to port to discharge her cargo. Charterers claimed that the vessel was off-hire for the full drifting period. The off-hire provision read: ". in the event of loss of time from . default of Master . or by any other cause preventing the full working of the vessel, the payment of hire shall cease for the time thereby lost ."

The arbitration award

The arbitrators agreed. They ruled that the failure to proceed to the port roads anchorage when ordered to do so constituted a "default of Master". Additionally, their view was that it resulted in a loss of time in performing the service immediately required of the vessel. They ruled that this was sufficient for the off-hire claim to succeed, despite their finding that the same amount of time would have been lost (due to the problem with the bills of lading) even if the vessel had anchored in the roads as ordered.

The Owners appealed.

The Commercial Court decision

The issue on appeal was whether a ship is off-hire under the NYPE clause merely because she is not efficient for the service then required, or whether the charterer also has to show a net loss of time resulting from that inefficiency.

Mr Justice Walker reversed the arbitration award and ruled in Owners' favour. He held that the ship remained on-hire while she was drifting. The Judge started by formulating the same tests as the arbitrators. First, whether the off-hire event was one of the listed causes which it was. Second, whether the cause resulted in a loss of time, i.e. whether the vessel could work as required. The arbitrators said that she could not. The Judge said, however, that she could. He stated that the test depends on whether the words "time thereby lost" mean loss of time in performance of the charter service overall, not just the service immediately required. The service immediately required was to sail to the roads and to anchor there, waiting for discharge orders. She had not done so. The Judge looked further, however, extending the enquiry about lost time to the discharge operation and potentially beyond.

The Judge said that on that test, there was no loss of time. The vessel would have had to wait anyway because of the problems with the bills of lading. The ship was therefore on-hire for the drifting period.

Industry reaction

The Commercial Court decision gave rise to a modest commotion. The authors of Wilford (the bible on English law time charters) wrote to the London Maritime Arbitrators Association, urging a full review of the meaning of the NYPE off-hire clause, and pressing for recognition of the usual interpretation, namely that you look at whether the vessel can perform the service required at the time, not spread over some longer period.

The decision was subsequently appealed to the Court of Appeal.

The Court of Appeal decision

The Court of Appeal reversed the Commercial Court decision and found in Charterers' favour. The vessel was held to be off-hire. All three Appeal Judges said that the arbitrators were correct in their ruling and also in their reasoning. Loss of time is assessed in terms of the "service immediately required of the vessel". The service immediately required of this vessel during the drifting period was to proceed to the anchorage in the Benghazi roads and to await further instructions there. She did not go. Whether the same amount of time would have been lost for other reasons (the bill of lading issue) was not (said the Appeal Court) a relevant factor. Nor was what happened or did not happen later on.

Lord Justice Tomlinson gave two reasons for this approach. The first was that that is what the words in the off-hire clause mean. The second was that ".there are sound practical reasons for this approach. It avoids intricate calculations, enabling the parties to know where they stand without having to wait on events subsequent to the period of inefficiency, a consideration of primary importance bearing in mind the remedies available to the owners in the event that payment of hire is not made punctually". In other words (in our words), the ship-owner wants to know if he can call for the hire to be paid or not. If he cannot, he does so at his risk. If he can, however, and the hire is not paid, then most time charters give him a range of remedies: withdrawal, termination, liens and a suspension of performance. If he has to wait to see what happens down the line, he may lose those remedies.

Comment

We suggest that the Court of Appeal's decision is the right one. On the facts, the Charterers won - the vessel was off-hire. Next time, the application of the same reasoning to different facts could result in the Owners successfully arguing that the vessel is on-hire. The point is to have a simple practical test which fits the words of the off-hire clause; words that owners and charterers have used for decades in the standard time charters. On one view, the reasoning of the Commercial Court is perfectly justified and sensible. Time would have been lost in any event. The Charterers had the same use of the vessel as if the off-hire event had not taken place. The Court of Appeal, however, pointed out commercial reasons for preferring the traditional reading. Further, as we stated at the beginning, there is the main



legal reason. The off-hire clause is written as an independent code. It is supposed to apply without any questions of fault or breach. To that extent, it is mechanical and the parties know where they stand. If X happens and Y results, then the vessel is off-hire. If not, then she is not. In the Athena, the Court of Appeal confirmed that off-hire should be dealt with at a fairly simple operational level. As always, English law provides for freedom of contract. Owners and charterers are free to amend future off-hire clauses in the light of the Athena decision. By and large, however, we doubt that they need to. Source: INCE & Co

15-08-2014 : The LONGSTONE IMO 9234082, 2008/23235gt out from Melbourne's Webb Dock off Williamstown in

the late sun, been to dark till now to get this shot till now Photo : Andrew Mackinnon – www.aquamanships.com ©

OOCL delays four 8,888-TEUers till 2015 to upgrade their fuel efficiency

HONG KONG's Orient Overseas Container Line (OOCL) will delay until next year the delivery of four 8,888-TEU ships ordered from Shanghai's Hudong Zhonghua Shipbuilding. OOCL said it delayed the delivery to optimise engine and fuel efficiency. The work includes an updated bulbous bow, rudders, scrubbers and engine, reported SinoShip News of Singapore and Dalian. OOCL recently reported a net profit of US$181 million in the first half of this year. The company said it will redouble its efforts to focus on cost efficiency and operating margins. Source : Asian Shipper

The TOUCAN ARROW inbound for Burnie – Photo : Dale E.Crisp ©

Perfunctory punishment for ferry accident deaths

A total of 110 persons died when the ferry Nasrin-1 sunk at the mouth of rivers Meghna and Dakatia in Chandpur. And 199 passengers were lost in the accident. The vessel sunk when it was caught up in a whirlpool on July 8, 2003. The owner and the captain of the ferry both died in the accident. The two members of the design supervisor panel of the ferry were fined Tk 100 thousand each or one year's imprisonment, in accordance to the Inland Shipping Ordinance 1976. The ordinance held one year imprisonment as the maximum sentence. This was later increased to five years in the 2005 amendment of the law. The fine was increased from Tk 100 thousand to Tk 500 thousand.

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Concerned persons say that such punishment is totally inadequate in comparison to the deaths that occur in launch accidents. They say certain clauses in the law should be amended in order to prevent repetition of such accidents.

However, the proposal for further amendments, submitted by the Department of Shipping, has been lying with the Shipping Ministry for the past two years. A couple of meetings have been held in this regard. Chief Engineer of the department, AKM Fakhrul Islam, tells Prothom Alo, certain clauses of the law were amended in 2005. The proposal for further amendments is being processed by the Shipping Ministry. From 1990 till date, 392 inquiries have been carried out regarding various accidents on the river. Of the 308 cases filed in this regard, the concerned court has handed down 265 sentences. And 575 cases were filed last year due to faults in the vessels revealed during inspections, and 375 of these cases were settled. This year 260 such cases have been filed so far, with 206 being settled.

In April 2002 the launch MV Salahuddin-2 capsized in a storm at Satnal on Dhaka-Bhola route of River Meghna. Over 350 people died in the accident. The responsible persons were sentenced in accordance to the law. Five members of the launch owner's family were fined Tk 100 thousand each and others were given three-year prison sentences.

In the latest launch accident of Pinak-6, a criminal case was filed with the Louhajang police station at Munshiganj. A senior police officer says that normally such cases are filed with the shipping court, but civil and criminal cases can also be filed in this regard. As to why the case following the Pinak-6 accident was filed with the Louhajang police, Bangladesh Inland Water Transport Authority (BIWTA) Chairman Shamsuddoha Khandakar tells Prothom Alo, "Those responsible for operating the launch took on more passengers than the vessel's capacity. This is why the accident occurred. It is a criminal matter and that is why we have filed the case at the local police station."

Clauses: Article 55 of the Inland Shipping Ordinance maintains that voyage during storm signal is prohibited. Due to violation of this clause, the master of the vessel is liable to a maximum three-year prison sentence or a fine up till Tk 30 thousand. Article 70 maintains that if the accident occurs due to the incompetence of misconduct of the owner, master or any officer or crew of the vessel, they will be liable to a maximum sentence of five years or Tk 100 thousand fine. Professor Khabirul Huq Chowdhury of Bangladesh Engineering University, however, is unwilling to call it an accident if the mishap occurs due to faults in the design, structure or operations. He says that if all pre-requisites are fulfilled and then the mishap occurs, only then can it be called an accident. He says that there were faults in the building of Nasrin-1 and it can't be called an accident. The punishment given in the law for ferry accidents is inadequate. This must be amended. Supreme Court lawyer Dr Shahdeen Malik says that more attention needs to be paid to the matter of compensation. He says that in criminal cases there is need for proof beyond doubt, but this is not needed in the case of compensation cases. He says that if anyone dies in an accidents, compensation can be sought in accordance to the Fatal Accident Act of 1885. Souce : prothom-alo.

Eenzame Duitser gestrand op de Razende Bol

Den Helder - Een eenzame Duitse schipper koos vrijdagmorgen vroeg de verkeerde weg en strandde op de westkant van de Razende Bol. Nu niet een plek waar de Helderse reddingboot dagelijks komt en dus moest het zeiljacht voorzichtig worden benaderd. Nog geen uur nadat 30 mijl naar het zuiden de collega's daar een motorjacht van het strand hadden gehaald, ging in Den Helder het alarm voor de Joke Dijkstra, prio 1, vaartuig stuur/motorproblemen.

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Het bleek om een Duits zeiljacht van 13 meter te gaan, dat in de branding van de beruchte Haaksgronden was verdaagd. Dit wetende, werd om assistentie van de Callantsoger reddingboot Koen Oberman gevraagd, want deze kleine, maar dappere reddingboot kan veel verder de ondieptes in dan de grote Joke Dijkstra.

De Helderse reddingboot voer eerst het oude Westgat in en vervolgens voorzichtig, continue kijkend op het echolood, in noordelijke richting naar de Razende Bol. Even later werd het silhouet van een zeiljacht zichtbaar dat in de branding heen en weer rolde. Tegelijkertijd arriveerden ook de Callantsoger collega's. De schipper van de Koen Oberman zette twee man in de branding, die naar het zeiljacht waadden en aan boord klommen. De Duitse schipper bleek de enige opvarende. Vervolgens haalde de Callantsoger reddingboot de sleeptros van de Joke Dijkstra op en bracht deze naar het jacht. Door de sterke stroming en het hevig stampen van het zeiljacht viel het niet mee om de tros te beleggen. Bij de eerste poging om te slepen brak de voorloop dan ook. Bij de tweede poging ging het wel goed en na een kwartier zachtjes trekken door de Joke Dijkstra kwam het zeiljacht los uit de greep van de Haaksgronden. Menig schip verging hier, maar deze prachtige Najad kwam er praktisch zonder kleerscheuren vanaf. De Joke Dijkstra sleepte het zeiljacht naar Den Helder en met behulp van de Koen Oberman werd het Duitse jacht veilig afgemeerd in de KMJC. Bron tekst en foto's: KNRM Den Helder.

the naval tugs "BREEZAND" and "LINGE" towed the Lichtship "No 10 Texel" after a visit on the Westfriesische Waterweek 2014 in Medemblik back to Den Helder last Thursday. The lichtship was built 1951 in Den Helder. Since 1996 the vessel ist part of the Museums-Fleet of Den Helder. The Lightship was in Medemblik between 9. and 14.

August. Photo : Frank Behling ©

CORRECTION The British Tug skipper who unfortunately was lost on the return trip to his Multicat GPS Battler was Capt. Paul Heritage,( not Paul Sydney }, and he came from Gravesend in Kent. For the past several years he has lived in Majorca, whilst renovating his yacht. The Industry has lost a fantastic seaman and friend. I worked with him on various contracts all over the World over a period of 40 years. He was a brilliant , well known and respected Skipper throughout the Tug and Dredging world. Source Capt.Mike Fagg.

**** Paul rest in peace ****

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American P&I Club warns on steel cargo claims

Following some recent cases where the absence of pre-loading surveys increased the cost of steel cargo claims on discharge, the American P&I Club has updated its advice to members on the handling of steel cargoes. In a March 2002 circular, the club made extensive recommendations aimed at minimizing the prospect of spurious steel cargo claims. In a new circular, the club's manager, Shipowners Claims Bureau, Inc., says that, for the most part, members have followed the guidance and made progress in minimizing and averting the risks, and consequent liabilities, involved with such cargoes. The club is reminding members that it requires the appointment of an experienced surveyor at the port(s) of loading to conduct a precautionary pre-load survey in order to 1.assist the master in recording the apparent condition of the cargo prior to loading so that, where appropriate, the mate's receipts and bills of lading can be claused correctly as necessary, and 2.verify that the vessel's cargo hatch covers and other openings in way of the hold spaces are in sound condition. The club emphasizes strongly that any failure to complete such a pre-load survey will "prejudice the member's cover for any cargo claims that are asserted against it and its vessel in connection with the subject shipment(s)." As it has done since 2002, the club will always make a 50% contribution towards the cost of such surveys. However, should a cargo claim arise in connection with the voyage in question, the cost of the survey will be applied towards the claims file cost for that matter, subject to any applicable deductible. Source: American P&I

Denmark is putting ballast water exemptions on the agenda at the IMO

When the IMO’s environment committee, the MEPC, next meets in October, exemptions from the forthcoming ballast-water convention for ferries and others will be discussed at Denmark's behest, Danish Maritime Authority said in its press release. Danish shipping companies have invested billions of kroner in green technology in recent years and are prepared to make even greater investments as a result of forthcoming environmental regulation measures. But regulation must benefit the environment or else the investment becomes meaningless. This applies to ballast water, an area in which the international IMO convention is expected to receive the required support this year, enabling it to enter into force 12 months later. As the land lies currently, the convention will cover all international shipping, including, therefore, for example, the 4 km-long ferry route between Helsingør in Denmark and Helsingborg in Sweden. The legislation makes good sense for long international routes, but not for ferry traffic and other small-scale local shipping, according to Peter Olsen, who is Head of Secretariat for the Danish Car Ferry Association, and responsible for ballast water at the Shipowners' Associations. "There is a risk of imposing a financial burden of several million kroner per ship without there being any demonstrated risk presented by spreading seawater from one port to a neighbouring port in the same sea," he says. The consequence may be that ferries have to invest in equipment for purifying ballast water, despite the fact that it is inconceivable that they will spread invasive animal species – such as certain types of crustaceans – over such a short distance. The convention does include a few potential exemptions, but, on closer inspection, these have turned out to be impractical and the conditions are too restrictive in relation to local shipping. Denmark, in the form of the Danish Maritime Authority and the Danish Nature Agency, plus the Shipowners' Associations, has now together with Interferry approached the International Maritime Organization (IMO), in order to get the possibilities for exemptions for local shipping onto the agenda for the forthcoming meeting of the IMO’s environment committee, the MEPC, in October. "It would defy logic if it wasn't possible to make exceptions for ships undertaking certain international voyages. Until now, the Danish side has stood very much alone in raising this relevant issue in Europe, but we hope that this new initiative will ensure that a pragmatic solution is reached before the convention comes into force," says Peter Olsen. Source : Port News

Pelindo II refuses to cancel HPH contract

State-owned Pelindo II has refused to bow to government demands to cancel a contract with Hutchison Port Holdings for Jakarta International Container Terminal. The contract renews the international operator’s concession at JICT



through to 2039. The Indonesian transportation ministry’s director general for sea transportation, Bobby Mamahit requested in writing that Pelindo II cancel the contract because it had not complied with government procedures. Mr Mamahit claimed that Pelindo II must gain permission from the ministry before renewing contracts, which is disputed by Pelindo II. “Why should we ask for the government’s permission to renew our cooperation with our partners?” Pelindo II’s Richard Joost Lino asked. Under the agreement, Pelindo II has increased its holdings in JICT from 49% to 51% and HPH will have to pay $250m in advances to Pelindo II. The state operator has also reportedly doubled HPH’s rent. Source : portstrategy

Brazil considers LNG options with Rosneft

Brazilian energy company HRT said Friday it was working with Russian energy company Rosneft on a work plan for the monetization of liquefied natural gas. Startup HRT in July signed memorandum of understanding with the Brazilian subsidiary of Rosneft and Brazilian state-owned energy company Petróleo Brasileiro, known also as Petrobras, for the monetization of gas in the Solimoes basin in the Amazonian jungle. HRT in its latest earnings report said the parties are working on ways to make LNG envisioned under the agreement a reality.

"In the coming months, HRT, Rosneft and Petrobras will submit a work plan for the gas monetization project that will establish the steps and responsibilities, prioritizing the options in the scope of natural gas converted to LNG and the electric power generation, both of which are critical inputs for the development of the region and the country," HRT said in its report. The Brazilian National Agency of Petroleum in 2012 said the region holds an estimated 2.4 billion barrels of oil equivalent in proven reserves. HRT made no reference to sanctions issued by Western governments against Rosneft. Punitive sanctions were issued in response to Russia's position on simmering crises in Ukraine. Source :UPI

Oil Rig Count is Up including Wyoming Oilfield services company Baker Hughes Inc. says the number of rigs exploring for oil and natural gas in the U.S. rose five this week to 1,913. The Houston firm said Friday in its weekly report that 1,589 rigs were exploring for oil and 321 for gas. Three were listed as miscellaneous. A year ago there were 1,791 active rigs. Of the major oil- and gas-producing states, Wyoming gained seven rigs, Colorado was up four, Louisiana, North Dakota and West Virginia three each, and Alaska one. Texas declined by seven rigs, Oklahoma and Utah were down two each, and California and Ohio both decreased by one. Arkansas, Kansas, New Mexico and Pennsylvania were unchanged. The U.S. rig count peaked at 4,530 in 1981 and bottomed at 488 in 1999. Source : k2radio

Dry Bulk: Commodities Fall to Six-Month Low as Gains for Year Evaporate

Commodities fell to a six-month low, erasing almost all of this year's gains, as oil and grains declined on signs of ample

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supplies and slower economic growth in China, the biggest consumer of industrial metals and energy. The Bloomberg Commodity Index of 22 raw materials dropped 0.2 percent to 126.001 by 12:11 p.m. in London, after falling to the lowest since Feb. 3 and trimming this year's advance to 0.2 percent. Soybean oil, lean hogs and Brent crude fell at least 0.7 percent today.

Cotton, grains and oilseeds are the worst-performing commodities this year in the Bloomberg index. Soybeans dropped 19 percent and corn lost 13 percent on record U.S. harvests. Brent is heading for a second monthly decline, the longest streak since May 2013, as shale fracking allowed the U.S. to pump the most oil in 27 years even as fighting in the Middle East threatened to disrupt supplies.

"Perfect growing conditions in Europe, the Black Sea and the U.S. have sent grains down," said Ole Hansen, head of commodity strategy at Saxo Bank A/S in Copenhagen. "The energy sector has become more robust. This is not least due to the continued rise in non-OPEC production, especially in the U.S."

Stocks Comparison

The Bloomberg Commodity Index's 2014 gain lags behind a 3.3 percent advance in the MSCI All-Country World Index of equities and the 4 percent increase in the Bloomberg Treasury Bond Index. The Bloomberg Spot Dollar Index rose 0.2 percent. The euro-area's economic recovery stalled in the second quarter as Germany, France and Italy all failed to grow, underlining the vulnerability of the region to weak inflation and the deepening crisis in Ukraine. Germany is the third-biggest buyer of copper, after China and the U.S. Copper declined 0.4 percent to $6,855 a metric ton today, the lowest since June 20 and extending this year's drop to 6.6 percent.

Japan's economy contracted the most since 2011 last quarter and China's industrial production and lending for July were below economist forecasts, reports yesterday showed. The International Monetary Fund last month cut its forecast for global economic growth this year to 3.4 percent from 3.6 percent forecast in April.

Goldman's View

Goldman Sachs Group Inc., in a July 28 report, kept its neutral commodities outlook for the next 12 months and said nickel and palladium would outperform iron ore and soybeans. Industrial metals have the best short-term outlooks, Barclays Plc said in a July 30 report. The bank recommends buying nickel and crude and selling gold. Gold climbed 9.1 percent this year. Soybeans fell 0.3 percent to $10.44 a bushel on the Chicago Board of Trade today after touching $10.3875 a bushel, the lowest since Sept. 17, 2010. Corn futures retreated 0.4 percent to $3.6825 a bushel.

U.S. farmers will harvest a record 3.816 billion bushels of soybeans this year and an all-time high of 14.032 billion bushels of corn, the U.S. Department of Agriculture said this week.

Bulging Stockpiles

Brent declined 0.6 percent to $103.64 a barrel on ICE Futures Europe, after closing at the lowest since July 2013 on Aug. 12. Prices dropped 6.4 percent this year. Cotton rose 0.7 percent today, narrowing its decline for 2014 to 23 percent. A bigger U.S. crop is supplementing bulging stockpiles in China, according to the USDA. Hedge funds and other large speculators cut their bets on rising commodity prices by Aug. 5 to the lowest level since January, U.S. Commodity Futures Trading Commission data show. "For the remainder of the year the upside seems limited," Saxo Bank's Hansen said. "A potential return to recession in Europe, China bumping along without much fireworks together with ample supply of key commodities should keep a lid on rallies." Source: Bloomberg

NAVY NEWS PM Modi Commissions INS Kolkata,

India’s Biggest Naval Destroyer Prime Minister Narendra Modi dedicated the warship INS Kolkata, the biggest indigenously-built naval destroyer, to the nation. INS Kolkata is entirely built in India and is a symbol of our self reliance, said Prime Minister, Narendra Modi.

PM Modi began his address, saying, “In the age of science and technology, intelligence and security is of utmost importance. Through this commissioning, we are providing a glimpse of India’s strength to the world. INS Kolkata is a prime example of India’s technical abilities and will send a message around the globe” No country will dare to challenge India after commissioning of INS Kolkata, the Prime Minister added. Prime Minister Narendra Modi had been accompanied by Defence Minister Arun Jaitley, Maharashtra Chief Minister Prithviraj Chavan, Chief of Naval Staff Admiral RK Dhowan and other dignitaries. “Our Naval officers have prepared a fine vessel of communication in this



modern age. Let India be powerful and let our armed forces never fall behind in the world,” said Prime Minister Narendra Modi. PM Modi also remembered the warrior, Chhatrapati Shivaji while addressing the people. “When I speak about the Navy here in Mumbai, Maharashtra, it is natural to remember Chhatrapati Shivaji. Chhatrapati Shivaji

understood well the significance of securing the seas for increasing trade,” said PM Modi. “We have taken several steps for defence offsets in the general budget. We dream to make India strong so that it exports defence equipment to the world,” added the Prime Ministers. Defence Minister Arun Jaitley said that it is a historic day for India and its people and that he hope this ship would enhance our Navy’s capacity. INS Kolkata, a part of the

Kolkata Class destroyers of the Indian Navy, has been built at the Mumbai-based Mazgaon Docks, a defence Public Sector Unit. With an operating range of 15,000 km, INS Kolkata, first of the three such ships that will join the Indian Navy in the next few years, is equipped to play a varied role. It has an in-built anti-submarine capability and can take on an anti-ship missile and fighter aircraft. Source: The Republic News Network

Chinese Shipyard CSSC launched the first Algerian Navy C28A Corvette

Hudong-Zhonghua Shipbuilding, a wholly owned subsidiary of China State Shipbuilding Corporation (CSSC, the largest shipbuilding group in China) launched the first C82A Corvette on order for the Algerian Navy on August 16 2014. Algeria signed a contract with China Shipbuilding Trading Co (CSTC) for construction of three C82A corvettes in March 2012. CSTC representatives at DSA 2014 explained to Navy Recognition that the ship would be about 120 meters in length, a breadth of 14.4 meters and a draft of 3.87 meters for a displacement of about 2880 tons.

The three corvettes currently being built at a shipyard located near Shanghai will receive a mix of Chinese and Western systems. The hull mounted sonar will be of Chinese origin, but Algeria has selected Thales Smart-S Mk2 3D air and surface surveillance radar and Kelvin Hughes for the navigation radar. According to the CSTC representatives, the weapons fit will be of Chinese origin exclusively and will consist in: - A single barreled 76mm main gun - 8x C802 anti-ship missiles - 1x FM90N launcher with 8x surface to air missiles - 2x Type 730 CIWS located on top of the helicopter hangar



The corvette has some stealth attributes, such as the exhaust gases funnels located right on the water line on the sides of the hull in order to reduce its IR signature. Delivery of the first C82A Corvette to the Algerian Navy is expected for May 2015. Source : navyrecognition

Navy relieves Norfolk submarine commander

The Navy relieved the commanding officer of a Norfolk-based submarine on Friday. Lt. Tim Hawkins, a Navy spokesman, said he could not confirm if relieving Tarsa of his command had anything to do with him being arrested earlier this month in Chesapeake. “The Navy is aware that Cmdr. Tarsa was arrested by local authorities … [it] would be inappropriate to speculate on any further actions by the Navy, given the investigative process that is ongoing,” Hawkins said. Chesapeake police spokeswoman Kelly O’Sullivan said 41-year-old Tarsa was arrested by officers on August 9 and charged with domestic assault. Tarsa assumed command of USS Newport News (SSN 750), which is homeported at Naval Station Norfolk, on Aug. 2, 2013. He was administratively reassigned to the staff of Commander, Submarine Force Atlantic. The Navy said Cmdr. Roger Meyer, deputy commander at Submarine Squadron 6, has assumed command of USS Newport News until a permanent replacement is named. Source : Wavy

SHIPYARD NEWS

Ingalls, Coast Guard christen national security cutter named for heroic

lifesaver Much like the advanced Coast Guard national security cutter that bears his name, Capt. Joshua James was focused on multiple missions. With the help of James' great-great-niece, Charlene James Benoit, Ingalls Shipbuilding in Pascagoula christened its fifth cutter for the Coast Guard today. Benoit, Coast Guard leaders and others spoke of James' legacy and thanked shipbuilders for the 418-foot ship that will have a top speed of 28 knots, a range of 12,000 miles, an endurance of 60 days and a crew of 110.

"Without you, this technological marvel could not exist," U.S. Rep. Steven Palazzo told shipbuilders. "This is truly a ship to be proud of." The ship's namesake "embodied our guiding principles of service to nation, duty to people and commitment to excellence long before we ever thought to write them down," said Vice Adm. Peter Neffenger, vice commandant of the Coast Guard and the event's keynote speaker. James, born in 1826, saved hundreds of lives throughout his 60-year career. He died at 75 after running a drill with his U.S. Life-Saving Service crew in 1902. The USLSS was a predecessor of the Coast Guard. "He was multi-mission before we knew what that meant," Neffenger said, noting James embraced the latest technologies and even conducted maritime surveillance during the Spanish-American War. "Again, we didn't even know that was our job back then," he said. Huntington Ingalls Industries President and CEO Mike Petters referenced the old adage that to save a life is to save the world. With James saving

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600 lives, that's enough to save an entire universe, he said. "Capt. James saved enough people over the course of his life to crew five of these ships," Petters said. "Now, that's what legends are made of. Now his story will go everywhere that this ship goes." Christening and naming a ship, Neffenger said, brings the ship to life, and James' spirit will help shape the future of the cutter and the Coast Guard. "We need his spirit, his dedication and his values," he said. "We need his adaptability, his staying power and his multi-mission focus. We need his courage, his innovation and his efficiency. "What we need is a 21st century Joshua James that can meet the demands of a 21st century world, and I think you've heard that we've found what we need, and it's moored right behind me," he said. Neffenger also thanked Benoit for sponsoring the ship. "We choose names to connect us to our past," he said. "You've ensured that his legacy will guide our future." Benoit, of Milforn, Conn., had family members come in to Pascagoula from Boston, New Jersey, Florida and other locales. "This is a family that sponsors in force," Neffenger said with a smile. Benoit said she was humbled and honored to have her ancestor's name on such a powerful ship. "My hope for this ship is that the experiences of the crew who is going to bring this ship to life will be ones of good health, good fortune and safety because we are so grateful for their service," Benoit said. James is one of eight planned Legend-class ships, which are replacing the 378-foot Hamilton-class cutters of the 1960s. The cutter can be used for a multitude of tasks, including drug interdiction, law enforcement, search and rescue, environmental protection and national defense missions.

Iver Agile completes drydocking Vroon is pleased to announce that Vroon’s bitumen tanker, Iver Agile, left Varna, Bulgaria, 13 August, after completion of an extensive drydocking. During her drydocking, the vessel was painted in Vroon livery and renamed from San Matteo. In addition, she successfully passed her second Special Survey. Iver Agile is now underway to Italy to load her next cargo of bitumen.

ROUTE, PORTS & SERVICES



Vessels to move with caution near Hung Hom Fairway as work carried out

VESSELS in the vicinity of Kowloon's Hung Hom Fairway should proceed with caution in the next four weeks as the Hong Kong Marine Department carries out 24/7 trimming operations and a sounding survey.

The MSC ESTHI anchored off Hong Kong – Photo : Willem Poot Superintendent DCV Aegir - Heerema Marine Contractors Nederland SE ©

Work will be confined within an area bounded by straight lines joining the following co-ordinates (WGS 84 Datum) from (A) to (F) and the adjacent shoreline: (A) 22 degrees 7.499' N / 114?0.443' E; (B) 22 degrees 7.227' N / 114 degrees 0.411' E; (C) 22 degrees 7.227' N / 114 degrees 0.335' E; (D) 22?7.434' N / 114 degrees 0.367' E; (E) 22 degrees 7.482' N / 114 degrees 0.359' and (F) 22 degrees 7.483' N / 114 degrees 0.409' E.

"Work will be carried out by derrick barge, one dredger, one hopper barge, some tugs and work boats. The number will change to suit operational requirements," said a statement from the Hong Kong Marine Department. "A working area of 50 metres around the dredger and barge will be established. Yellow marker buoys with yellow flashing lights will mark the positions of the anchors extending from the dredger and barge," said the statement.

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…. PHOTO OF THE DAY …..

LORD NELSON motors out of Halifax headed for Blue Rocks, Lunenburg NS, Her previous port was Bermuda Photo : René Serrao, Portuguese Cove, NS ©

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