Collection of Maritime Press Clippings

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2021– 103
Number 103 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Tuesday 13-04-2021
News reports received from readers and Internet News articles copied from various news sites & Social Media
ASSO ZEJT III in Malta Photo : Michael Cassar ©
Distribution : daily to 43.400+ active addresses 13-04-2021 Page 1

EVENTS, INCIDENTS & OPERATIONS
The WIND ENTERPRISE parked in Ijmuiden-Ymond haven

Photo : Flying Focus Aerial Photography www.flyingfocus.nl ©
Dorset EchoLifeboat crew rescue injured

crewman from tugboat off Dorset coast
By Bradley White
A LIFEBOAT was launched after an emergency call from a boat off the Dorset coat.
The crew was mobilised after coastguards received a call on Saturday afternoon stating that a crewman had been injured
on board the tug.A spokesman for Swanage Lifeboat said: "Swanage’s Shannon class lifeboat was launched after the UK
Coastguard were informed of an accident on board a working tugboat on passage between Southampton and Weymouth.

"One member of the crew had suffered a hand injury and required evacuation, so the lifeboat launched and made best
speed to the tug’s position, only a few miles southeast of Durlston Head. "On arrival, casualty carers found the injured
crew had already received attention, so a transfer to the lifeboat followed – only 17 minutes after launch."The UK
Coastguard arranged for an ambulance to rendezvous at Swanage boathouse, and shortly after 2.15pm the casualty was
handed over to waiting paramedics, following which the lifeboat was washed down and made ready for further service."
Source : Dorsetecho
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Klik boven en bekijk de introductie film !

Vlak voor het uitbreken van de Tweede Wereldoorlog zijn ruim 32.000 personen in dienst van de Nederlandse
handelsvloot. Tijdens de Duitse inval in mei 1940 bevindt het merendeel van de vloot zich buitengaats. Met de instelling
van de Vaarplicht worden bemanningen verplicht door te varen. Met gevaar voor eigen leven dragen zij bij aan de
geallieerde oorlogsvoering. De koopvaarders vervoeren onder andere troepen, wapens en olie onder de meest gevaarlijke
omstandigheden.
Wie waren deze mannen die met gevaar voor eigen leven bleven varen? Op welke schepen hebben ze gevaren? Wat was
hun leeftijd, religie en burgerlijke staat? Help mee met het ontsluiten van de koopvaardijkaarten en maak daarmee een
belangrijk deel van het Nederlands maritiem verleden zichtbaar!
BOMBARDEMENTEN & SCHIPBREUK
De Nederlandse koopvaardij brengt in de Tweede Wereldoorlog zware offers. Vrijwel onbewapend brengen de
koopvaarders de oorlogsjaren op volle zee door, regelmatig het doelwit van Duitse en Japanse aanvallen.
Bombardementen en schipbreuken maken het leven van elke opvarende onzeker. Bijna de helft van de vloot gaat verloren
tijdens de oorlog, ruim 3.400 bemanningsleden komen om het leven.
www.koopvaardijkaarten.nl/

2 MORE PIL B TYPE UNITS ARRIVED OFF SINGAPORE
The KOTA BAGUS & KOTA BAKTI arrived at Singapore Eastern anchorage last Friday in preparation of owner change
from Pacific International Lines (PIL) to Briese Schiffart – BBC CHARTERING which was completed yesterday
When you read this the vessels are renamed already and ready to serve
the BBC CHARTERING Fleet the above seen KOTA BAKTI built in
2012, is renamed in BBC DENMARK and the below seen 2013 built
KOTA BAGUS is renamed in BBC ELISABETH. The Dalian
Shipbuilding Industry Co Ltd - Dalian LN (No 1 Yard) built vessels are
having a length of 161 mtr and beam of 27.4 mtr and DWT of 24983 ton and are powered by 1 MAN-B&W Engine Builder:
Dalian Marine Diesel Co Ltd - China 1 x 6S50MC-C8, 2 Stroke, Single Acting, In-Line (Vertical) 6 Cy. 500 x 2000, Mcr:

9,960 kW (13,542 hp) engine for a service speed of 14 knots (16 knots max) for maneuvering in port an 952 hp
bowthruster is installed, the vessel are designed to carry 1400 TEU and are equipped with 1 Crane of 60 tonnes SWL & 2
Cranes of 100 tonnes SWL
Photo’s : Piet Sinke www.maasmondmaritime.com (c)

CLICK at the photo’s & hyperlink in text to view and/or download the photo(s) !
Oil slumps 2% as Suez Canal container ship

starts to move
Brent oil was down $1.38, or 2.1 percent at $63.19 a barrel
Oil slumped more than 2 percent on Monday after news from the Suez Canal that salvage crews have managed to move
the giant container ship that has been clogging up the vital global trade passage for nearly a week. Brent oil was down
$1.38, or 2.1 percent at $63.19 a barrel by 0511 GMT. US crude fell 1.48 cents, or 2.4 percent, to $59.49 a barrel.
The stranded container ship Ever Given has almost been completely floated and will be inspected before it is moved, a
shipping source with knowledge of the matter told Reuters on Monday.
Hundreds of other container ships, bulk carriers and oil-laden tankers remain backed up at both ends of the canal, but
news of the ship’s movement immediately sent oil prices sharply lower after they had traded slightly down for the
morningOil prices have swung wildly in the last few days as traders and investors tried to weigh the impact of the
blockage of a key trade transit point and the broader effect of lockdowns to stop coronavirus infections. That market

volatility is set to continue, said Jeffrey Halley, senior market analyst at OANDA “Given the volatility last week, Brent looks
set to move to the lower end of its $60.00 to $65.00 a barrel range,” he said, while US oil is “likely to drop to the lower
side of its $57.50 to $62.50 a barrel weekly range.” Prices are getting some support from expectations that the
Organization of the Petroleum Exporting Countries and its allies will maintain lower output levels when they meet this
week. Source : Arab News
The AUGUSTA SUN moored at Bonaire Photo : Henk Ram ©
Firemen battle blaze on container ship for 4th day

The fire, which has affected at least 11 containers, was first detected on Wednesday evening.
For the past four days, firemen have been battling to put out a blaze on board the INTERASIA CATALYST some 15
nautical miles off Pulau Carey in Selangor.The fire, which has affected at least 11 containers, was first detected on
Wednesday evening.Over 50 personnel, including those from the Fire and Rescue Department, Marine Police, the
Malaysian Maritime Enforcement Agency and the Royal Malaysian Navy’s elite Paskal unit, were involved. Some of the
containers are holding wooden furniture, yarn and plastics, among others. However, three containers cannot be opened

as the consignment include sodium carbonate peroxyhydrate (used to fight algal and fungal pests), a dangerous material.
These containers are still being cooled.
The fire affecting five containers has been put out, while efforts are ongoing to put out fires in three more.The firemen
will be opening six more containers adjacent to the affected ones to determine if they have been affected. No injuries
were reported. Source : freemalaysiatoday
CLICK HERE TO VIEW THE BONN & MEES MOVIE !
Singapore 1st ASEAN country to ratify huge

trade pact
Swift ratification amid global uncertainties signals strong commitment to stronger economic ties, says
trade minister
By: Pizaro Gozali Idrus
Singapore on Friday formally ratified the Regional Comprehensive Economic Partnership (RCEP), the world's largest free
trade agreement, making it the first Association of Southeast Asian Nations (ASEAN) member state to do so.“We are the
first country to complete the official ratification process by depositing our instrument of ratification with the Secretary-
General of ASEAN today,” said Trade and Industry Minister Chan Chun Sing in a statement.
China last month ratified the pact.
All 10 members of ASEAN and other key partners, including Australia, China, Japan, New Zealand, and South Korea,
signed the world's largest free trade agreement at a RCEP leaders’ summit last November. Chan said Singapore's swift
ratification of the agreement amid global uncertainties signals its strong commitment to strengthening trade and

economic ties, as well as providing greater opportunities for their businesses and people. “We look forward to our fellow
RCEP partners completing the ratification process and the entry into force of the Agreement,” he added. Countries in the
partnership account for some 30% of global gross domestic product (GDP) and almost one-third of the world's
population.The RCEP agreement will enter into force 60 days after six ASEAN member states and its three free trade pact
partners submit their instrument of ratification, acceptance, or approval to the bloc's secretary-general, while participating
countries are targeting the agreement coming into effect next January. Source : AA *Writing by Rhany Chairunissa
Rufinaldo with Anadolu Agency's Indonesian-language services in Jakarta
SOROE MAERSK is on a Laem Chabang, Port Botany, Melbourne, Vung Tau voyage to clear empty containers; at
346.98m LOA the ship became the longest containership to visit Port Botany and Melbourne and had to be worked at
VICT Webb Dock at the latter as unable to travel upriver. It loaded 3,746 TEU in Port Botany and 4,148 TEU in
Melbourne, of a nominal capacity of 9,578 TEU (although officially listed at 9,640 TEU). Photo : Dale E. Crisp ©
LNG demand may fall post 2040 due to global GHG

emissions policies: Cheniere
Author Harry Weber - Editor Haripriya Banerjee
Spotted last Sunday late afternoon the Japanese flagged 1996 built 135510 cubic meters Liquid Gas tanker AL ZUBARAH
arriving from Niigata (Japan) in Singapore Photo : Piet Sinke www.maasmondmaritime.com (c)
CLICK at the photo & hyperlink in text to view and/or download the photo(s) !

Cheniere Energy expects LNG demand to increase until 2040, though it may decline beyond that due to continued global
action to reduce greenhouse gas emissions, presenting risks for existing US liquefaction terminal operators and project
developers, the company said April 9.The conclusions were issued in a report assessing the long-term impact of climate
change mitigation policies and trends that are in process or under consideration globally. North American exporters are
under pressure to show that LNG produced from shale gas can bridge the energy transition to greater use of cleaner-
burning fuels and aid rather than impede buyers' carbon reduction goals. At the same time, they must address how a
future of lower demand for fossil fuels will impact their growth goals. Some developers have delayed or canceled new
projects.
"Cheniere can minimize the risk beyond 2040 to its business from peak demand by maintaining a disciplined capital
investment and return strategy, consistent with expected market trends," the company said in the report. Cheniere's
analysis relied on three scenarios. One produced by the International Energy Agency accounts for existing policy
frameworks and announced policy intentions, including the Paris Agreement, and reflects the potential impact of these on
the energy sector out to 2040. The second, also published by the IEA, involves sustainable development more generally.
The third, by consulting firm McKinsey, is part of its global gas outlook to 2050. In addition, Cheniere incorporated cost-
curve analysis of LNG projects based on projected supply, demand, costs and carbon pricing. "Under all three scenarios,
demand for LNG increases from 2020 levels through 2040, resulting in supply gaps to varying degrees," the report said.
"Additional LNG supply, i.e., beyond existing and under construction liquefaction projects, would be needed to meet this
demand." The report added that "continued action to reduce global GHG emissions may cause LNG demand to decline
beyond 2040."
The 2007 built 211885 cubic meters Liquid Gas tanker TEMBEK navigating the Singapore strait
Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo to view and/or download the photo !
Cheniere hopes to be producing LNG from its ninth and, for now, final liquefaction train by the end of this year. The
company has also proposed an up to 10 million mt/year mid-scale train expansion at its Texas facility. It has yet to make
a final investment decision, however, as it takes a measured approach to its growth plans in light of market and climate
change impact considerations. In December, CEO Jack Fusco said in an interview that the project "will happen when it
happens."As the biggest US LNG exporter, Cheniere is a major buyer of physical gas that it uses in the liquefaction
process. Much of the gas is drilled in shale basins stretching from the US Gulf Coast to the Northeast to Western Canada.
In February, Cheniere said it would give its LNG customers emissions data associated with each cargo it produces at its
two US export terminals, in a bid to make its environmental footprint more transparent.
Emissions goals
With strict carbon emissions goals, European utilities are being pressured to shy away from signing new deals for
importing US shale gas. France's Engie said in November 2020 that it had halted talks with NextDecade about a supply
deal tied to the developer's proposed Rio Grande LNG facility in Texas. In its new report, titled "Climate Scenario Analysis:
Transitional Risk," Cheniere said it believes its full-service business model will be resilient regardless of the impact of the
scenarios it considered, or other market factors. "The uncertainty in how the market will evolve and the continued
importance of cost competitiveness reinforce the importance of a disciplined approach to deploying capital," the report
said."Ongoing monitoring of energy policies, market trends and the LNG business cycle will continue to be important to
inform business decisions. While cost is paramount, commercial innovation, flexibility and non-economic factors, such as
reputation and reliability, will be valuable differentiators in a competitive global market." Source : S&PGlobal
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Saturday 10th April 2021 the BOKA VANGUARD, loaded with the ARGOS floating production unit, sailed through
the La Quinta channel at Ingleside, TX, USA. She was supported by four SIGNET tugs and safely moored at the KOS
bulkhead.
VLSFO then, now and next

Twenty-one months ago seems an eternity given the challenges the world now faces, yet I clearly recall sitting on the
trading floor and hearing excited chatter that enquiries were being received for VLSFO. I have to say I gave a little sigh of

relief to think that buyers were indeed proactively planning for what many of us will ultimately define as one of the
biggest challenges within the industry and our careers, the IMO 2020 changeover.
Short Term Teething
Whenever a specification makes a step change it is quite normal for this to be accompanied by a spike in reported
problems and / or claims and the IMO 2020 changeover was no different. Trains of thought differ as to how and why this
occurred, but from my perspective I would suggest this was perhaps as a result of Sulphur cross-contamination or
compatibility issues either within the supply chain or even, occasionally in a continuous drop sampler resulting in false
elevated Sulphur results. It was however reassuring to note that these quickly settled down and to see that suppliers
were not necessarily blending to the hilt, targeting 0.47% weight instead of 0.50% weight Sulphur. The lack of availability
was also championed by many an industry voice as a major challenge, whether it be for HSFO or VLSFO depending on
which camp you were stationed in. Thankfully again neither availabilities for HSFO or VLSFO were too badly affected with
VLSFO ports rapidly ramping up to more than 400 globally.
As for unavailability, the simplest way of tracking this was via the IMO website and specifically the number of FONAR’s
(Fuel Oil Non Availability Reports ) lodged which quickly fell away from around 50 in January 2020 to less than a handful
by April 2020.
Bumps in the road
In most years we routinely face bumps in the road but in 2020 a proverbial sinkhole appeared in the shape of COVID-19.
Bad news on the Television eventually made their way into our day to day, challenging not only how we work but where
we would work. Again I can only praise the resilience of the industry in general when looking back on some of the
unexpected consequences of COVID-19. One of the first alerts raised was the possibility of vessels storing fuels for far
longer than anticipated, resulting in degradation . Thankfully this did not result in too many issues from our perspective
but the storage temperatures of the “goldilocks” fuels (as they have been so eloquently recently christened) remains
important to carefully manage – Like the porridge in the story, not too hot, not too cold but just right. Another
consequence was the lack of demand for road fuels challenging the bunker space with VGO flowing into the marine pool
rather than the catalytic cracker and as a result spiking paraffinicity and Pour Point. As the price crack narrowed between
VLSFO and MGO the residual pool unsurprisingly became a new home for distillates, this tracked by significantly lower
viscosities across Q1 and Q2 of 2020, although these have since recovered. As for Quality, Claims have been sporadic to
this point mainly revolving around Stability, Sulphur non-compliance or Water content, but in early May ARA was
significantly affected by TSP issues Any Alleged difficulties onboard also generally revolved around change-over or
handling practices which from experience on occasion did not move with the changing goalposts as a result of the new
fuels.
Where are we now?
The sheer variance of VLSFOs from port to port continue to challenge all stakeholders across the industry, especially In
addition to the well known and documented stability challenges where questions remain as to the long-term stability of
VLSFO.
Unfortunately this has not been helped by inconsistent cold flow advice being provided to end users which may result in
further fuel degradation. It is true VLSFOs are waxier but we must balance the temperatures of storage and purification to
the animal itself and not just the waxes as we may inadvertently tip the fuel over the edge from the point of thermal
stability with it falling apart as a result. That said, the knowledge of Wax Appearance Temperature (WAT) and Wax
Dissolution Temperature (WDT) are useful to know but I remain concerned too much bias is given towards them from
some quarters.
After all WAT is simply the point at which, when cooling the first wax crystals detected and WDT the point waxes are last
detected when heating the fuel. Low Viscosity combined with the higher storage temperatures needed due to the waxy
fuels may result in fuels becoming nonhomogenous across the supply chain. These conditions create the possibility of
creating a settling tank scenario, allowing particles/water/metals etc to settle out due to the bigger density differential
from VLSFO to Water 0.945 Kg/Ltr v 1.00 kg/Ltr compared to 0.99kg/Ltr v 1.00 Kg/Ltr for HSFO which could result in
some very poor fuels making their way to a vessel, if for example a shore tank is on low suction – where such
contaminants will concentrate. A Silver lining however here is that from a claim’s perspective the runnier and lighter
VLSFO does allow for the more efficient removal of contaminants such as elevated Aluminium and Silicon which may be a
way of preventing costly and litigious Debunkering’s. From time to time we also have our heads turned technically by
what appears to be very aggressive blending. These fuels tend to be present in more outlying ports than the blending
hubs but have been noted to have Viscosity as low as 5 cSt and Pour Point at the same time being 30 Deg C. Such fuels
create an impossible position for the Chief Engineer when trying to meet Original Equipment Manufacturers (OEM)
requirements for Purification or Injection (which require 20cSt and 12cSt respectfully) as the settings onboard needed to
achieve the viscosities are impossible to achieve given the fuel would already resemble a candle at the corresponding
temperatures required. It is arguable that the industry did not see this coming.

Where are we heading?

The industry continues to cry out for transparency across the supply chain rather than the historic opaque world of smoke
and mirrors. Interestingly COVID-19 may have provided a catalyst for the industry to work more remotely and with that
move with the times technically. One such development is the use of electronic BDNs or documentation and this,
combined with traceable and regulated measurements (such as in Singapore) may ultimately negate many of the safety
issues associated with access and egress to vessels and barges and may also ultimately provide for efficiency savings too.
This would of course not be an overnight fix, the industry has some way to go to compete with the level of traceability
that the aviation industry has for example, but I do not think we are too far away from a ‘blockchain’ type scenario where
the end-to-end traceability removes many of the historic BDN inaccuracies or malpractice concerns. Pricing and
commercial factors will continue to challenge the bunker space and blend recipes as a result. Given the growing crack
between MGO and VLSFO It would not be entirely unexpected to see Sulphur climbing towards the 0.50% limit with
infractions creeping up nor would it be unexpected to see water content increasing.
Thankfully, we are yet to see wholesale evidence of obscure cutters making their way into the market, similar to the
Houston problem – we can but hope lessons were learned in 2018. As for the direction of travel for ISO 8217
Specifications, as already mentioned no one predicted a fuel could be sold as a 380cst RMG with a viscosity of 5cst yet it
has come to pass. Commercially there is nothing to stop this but ultimately operationally such fuels can create huge
challenges. Therefore minimum viscosity specs would be a sensible addition with table 2. Of ISO 8217. We also cannot
forget that operational set ups have changed significantly with fuels no longer being purified at high temperatures (98
deg c) – due to lower viscosities, and this creates the argument that the TSP test (which uses 100 deg C) is not mirroring
what we are actually doing onboard. Ultimately however until such time that we as an industry move to a single latest
specification we will never rid ourselves of the challenges that historically remain, within the almost 16 year old ISO
8217:2005 for example. Indeed driving change on this level from Refinery to the Hull of the ship, in doing so spanning
bunker contracts and charter parties alike is the only way to finally resolve this situation.
And last but not least, We cannot forget the drive for the industry to reduce Carbon Emissions, one of which Is Bio-fuels
and with these in mind I want to raise awareness of the likely increase of biofuels in certain tonnages going forwards.
This may be particularly relevant for the older tonnage as they pave the way to meet Carbon Reduction targets without
expensive retrofits (ammonia/methanol etc) and ultimately prolong the lifespan of the ship. This will however again need
wholesale changes, including specifications and tact in the industry in general given some of the recent GCMS alerts
raised are for exactly the components we will inevitably be blending. Until the next time, stay safe. Source: Integr8
Fuels
The 2000 built 159178 t DWT SONANGOL LUANDA handling cargo at the Tj Langsat terminal in Malaysia
Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo to view and/or download the photo!

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Major Chinese container ports volume up 10.8pc in

late March
STATISTICS released by China Ports and Harbours Association show that container volume at eight major Chinese ports
increased 10.8 per cent in late March compared to the same period last year. The statistics also show that export
container volume increased 8.7 per cent while the domestic volume increased 18 per cent during the period. The ports of
Ningbo-Zhoushan and Shenzhen posted a growth rate of over 30 per cent, reports Seatrade Maritime News, Colchester,

UK. Cargo throughput at major coastal Chinese hub ports increased 8.6 per cent year on year while the international
trade cargo throughput increased 3.8 per cent. Crude oil shipments at major coastal ports increased slightly by 4.3
percent. The port of Yantai posted a growth rate of over 60 per cent and the port of Tianjin reported a growth rate of
over 30 per cent. Port inventory increased 23.1 per cent year on year. Metal ore shipments at major Chinese ports
declined 8.6 per cent while the port inventory increased 6.4 per cent. Cargo throughput and container volume at the three
major Yangtze river ports, Nanjing, Wuhan and Chongqing, increased 58.1 per cent and 47.6 per cent respectively. In
March, major Chinese coastal hub ports' cargo throughput increased 10.9 per cent comparing with the same period of last
year. Container volume at eight major ports increased 14.5 per cent. Source : Schednet
The new Jiangmen built bulk carrier ULTRA FOREST passing New Brighton outbound from Liverpool for Foynes in Eire
with a part cargo from Liepaja in Latvia. Photo : Malcolm Cranfield ©
Rising costs and less capacity: Shipping’s

extraordinary global predicament
Reliability of container shipping deteriorates further
After successfully refloating the container carrier Ever Given, the impact on already stretched supply chains is yet to
follow. The last of the 350 vessels delayed by the blockage resumed their journeys over Easter, which will lead to an
expected wave of calls at Europe’s largest port, Rotterdam, from the second half of this week. The port will adapt where
possible but longer waiting times to enter the terminals seems inevitable. The port handling bottleneck and transport
capacity constraints further down the line will push deteriorating delivery times up further for shippers of electronic
products, clothes and manufacturing components; and they will last longer than the Suez blockage itself.
Normally 75% of container vessels arrive on time globally but in the last two months, this reliability measure sank to only
a third, as you can see in the chart below. The Suez blockage will drag vessel reliability further down in April, leading to
inefficiency and extra costs. The grounding of the Ever Given came at a critical moment for global supply chains and the
container shipping market. Following the mix of an unexpected swift return of volumes, delayed vessels, capacity
constraints in ports and container shortages, tariffs spiked in the fourth quarter of last year, as you can see below.
The cost of shipping a 20ft container from Shanghai to Europe peaked at $4,400 in mid-January, roughly four times the
10-year average. While elevated tariffs on the East-West trade had started to slide after the Chinese New Year, spot rates

stopped decreasing. In order to rebalance capacity, the container network liner Maersk temporarily stopped short term
spot bookings and short term contracts. These factors resulted in new capacity constraints, while spare capacity is already
scarce, putting renewed upward pressure on container rates which had just started to decline. Source: ING
The container vessel GREEN MOUNTAIN departing from Walvis Bay. Photo : Jeroen Dijksman ©
The Cable Layer MAERSK CONNECTOR navigating the Sutors of Cromarty inbound Nigg Energy Park.
Photo : David Meek ©
HIT introduces round-the clock remote box reefer

monitoring system
IN a move to capture growing business opportunities in the cold chain logistics market, Hong Kong International
Terminals (HIT) announced the launch of its Remote Reefer Container Monitoring System, establishing 24x7 automated
remote management of refrigerated containers. HIT, a part of Hutchison Ports' global network of port and logistics

operations, said the initiative aims to enhance the terminals' operational efficiency and occupational safety by allowing for
greater visibility and accuracy on container conditions such as temperature, humidity and CO2 level. Prior to this, reefer
workers would have to go on-site to check reefer conditions and alarms regularly.
"To stay ahead of the ever-changing market landscape, HIT has long been investing resources in bolstering its
competitiveness through technological innovation, operational excellence and facilities improvement," said Leonard Fung,
managing director of HIT. "The launch of the Remote Reefer Container Monitoring System is itself a cornerstone signifying
the importance of digitalising terminal operations. This will go a long way in enhancing the holistic operational efficiency
and competitiveness of our terminals while reaffirming the city's leading status in the cold chain logistics industry."
The Remote Reefer Container Monitoring System has been fully deployed at HIT, Cosco-HIT and ACT, the biggest
coverage of its kind in the Greater Bay Area, the company said. According to MarketandMarkets.com, the global cold
chain market size is valued at US$233.8 billion in 2020 and is projected to reach $340.3 billion by 2025.
Hong Kong handled around 900,000 TEU of reefer containers in 2020 and is the largest fresh fruit trading hub in South
China. Fresh produce worth more than $3 billion arrives at Hong Kong annually, around 60 per cent of which is then
transported onward to mainland China.Currently, the port of Hong Kong deploys over 8,000 reefer points, surpassing all
other terminals in the South China region. With a container handling capacity twice that of any terminal in the region,
Hong Kong has set an unrivalled standard in the cold chain logistics industry, the company said in a statement. Source :
Schednet
The ENERGY DUCHESS moored in Aalesund Photo : Alexander Gorter ©
Belships fleet expansion and share issue

Belships ASA says it has entered into an agreement for the acquisition of an Ultramax bulk carrier. A secondhand
Ultramax bulk carrier built in 2017 by a Chinese shipyard will be acquired in a cash and shares transaction. Delivery of the
vessel is expected during the second quarter of 2021 whilst an existing time charter party at a marginally cash-positive
rate will follow the vessel and is expected to run until the end of October 2021.
The agreed purchase price is USD 21.75 million, of which 80% will be paid in cash. The remaining consideration will be
settled through an issue of 4,988,000 new Belships shares to the seller of the vessel. The agreed share price in the
transaction is NOK 7.50 per share. The vessel is intended to be financed with bank financing for approximately 60 per
cent of the purchase price. If so, the vessel acquisition is expected to influence the Group's cash holdings by about USD
4.35 million. The estimated cash breakeven for the vessel upon delivery is about USD 9,500 per day including operational
expenses.The agreement is conditional upon certain steps to be completed by the parties involved. Conclusion is expected
within April 2021 "This is another milestone for Belships. We expand our fleet whilst maintaining capital discipline in our
quest to grow the company further. The goal remains focused on creating value for our shareholders and increase the
attractiveness of trading our shares," said Belships CEO, Lars Christian Skarsgård This acquisition and share issue will
expand Belships' shareholder base and continue to improve share liquidity and free float Following completion of all
announced transactions, the Belships fleet will count 25 Supramax/Ultramax bulk carriers, with an average age of 5 years,
including 4 newbuildings to be delivered within 2021. Belships has a uniform and modern fleet of bulk carriers well
positioned to capitalise on a recovery for vessel values. Our strategy is to develop Belships as an owner and operator of
geared bulk carriers, through quality of operations and accretive growth opportunities.
The NEPTUNE ITAKI arriving in Haifa port photo : Peter Szamosi ©
Four gray whales found dead in eight days in the

San Francisco Bay area
Scientists from the Marine Mammal Center are investigating the deaths of gray whales in the San Francisco Bay area.
Experts say this adult female gray whale at Muir Beach in Marin County died of blunt force trauma after being struck by a
ship. (Marine Mammal Center)
By : Paulina Firozi
In the span of eight days, four gray whales were found dead in the San Francisco Bay area, their carcasses washed
ashore on beaches and state parks. Experts at the Marine Mammal Center, the world’s largest marine mammal hospital,
said these are the most gray whale deaths they have seen in such a short span since 2019, when the center performed
13 whale necropsies.
“It’s a lot of whales to have stranded in our small area within a week,” Pádraig Duignan, the center’s director of
pathology, told The Washington Post. “We’ve had four whales come out of nowhere — no premonition or warning that
this was on the way.” Duignan said the center may have anticipated an elevated number of whale deaths in his area had
many whales been found stranded ashore in Mexico or Southern California as they passed through those regions during
the spring migration. There was no such warning, he said.
“If this particular trend continues, that would be extremely worrying,” he said. An adult female gray whale was found on
April 1, another adult female on April 3, and two more — a subadult male and an adult female — were found on
Thursday.Duignan said it was particularly unfortunate that the deaths included three female whales. “The breeding-age
females are really the most important part of the demographic — it’s a shame when they die,” he said.
Scientists at the center suspect that two of the whales died after being stuck by ships and are investigating the other
deaths. Necropsies of the gray whales found that two had experienced blunt force trauma after being in “recently good
body condition,” Duignan said. The latest deaths happened during what federal authorities have declared an “unusual
mortality event,” or UME. Elevated numbers of gray whales have been stranded along the West Coast since the beginning
of 2019, according to the National Oceanic and Atmospheric Administration. That year, 122 gray whales were found
stranded across Alaska, Washington, Oregon and California. Last year, 79 gray whales were found.
As of Tuesday, NOAA had tracked eight stranded gray whales this year along the West Coast, including five in California.
NOAA Fisheries spokeswoman Kate Goggin said that the agency is aware of the most recent whale deaths and that the
tracker will be updated this week.Even with the drop in the number of stranded gray whales from 2019 to 2020, Goggin
said, the 2020 count was still higher than the annual average in the past 18 years. Duignan said the center, which
handles about a 600-mile area along the coast, may see two to three gray whale deaths in a non-UME year.
“Having four in one week should be our entire annual intake,” he said.
The center said that in addition to entanglements involving fishing gear and trauma from ship strikes, malnutrition may be
a cause of whale deaths in recent years — prey availability, for one, may be affected by the changing climate and
warming water temperatures. The center said biologists have observed more gray whales in “poor body condition” during
their annual migrations since 2019. Duignan said center experts are studying gray whale nutrition and are looking to
better understand how much of a role nutrition has played in whale deaths. Kristen Monsell, oceans legal director at the
Center for Biological Diversity, said it is “incredibly alarming and heartbreaking to see this many dead whales in just over
a week,” adding that it is “especially so if at least some of the deaths were likely preventable.” She said whales washed
ashore can be “just the tip of the iceberg,” given that many whales sink when they die.
In January, the advocacy group filed a lawsuit against the U.S. Coast Guard and the National Marine Fisheries Service for
“failing to properly evaluate the risk to endangered whales in shipping lanes,” Monsell said. As part of the suit, the group
is calling for the federal government to consider measures, including mandatory vessel speed limits, to protect whale
habitats. The group also co-sponsored a bill introduced in the California legislature this year that calls for most state-
managed trap fisheries to use ropeless fishing gear by November 2025 to better protect whales and other marine

species.Duignan encouraged anyone operating recreational boats or shipping vessels to be aware of the gray whale’s
migration patterns.
“Given that we know so many of these whales die because of human interaction, anything from smaller boats up to big
shipping containers — the people operating these boats should be aware the whales are migrating now and they’re close
to the coast,” he said. “It’s just a matter of better awareness and not approaching the whales if they’re seen,” he added.
“You may see one on the surface, and that could mean another whale is underneath that could be struck.” Source :
washingtonpost
Chevron’s PEGASUS VOYAGER (Built; 2014, DWT: 155,374 T) at anchor at Long Beach, CA. Photo: A.Nonymous ©
The SUNRISE ACE Inbound from Barcelona for Antwerp passing Walsoorden Photo : Dirk Nootenboom ©

Stena Bulk unveils decarbonisation plant to

become net zero emissions business by 2050
The STENA PRIMORSK transiting the the Singapore Strait in the Westbound traffic lane
Photo : Piet Sinke www.maasmondmaritime.com (c)
CLICK at the photo & hyperlink in text to view and/or download the photo(s) !
Set of five milestones between 2020 and 2050 form roadmap to net zero business
Leading tanker shipping company Stena Bulk has announced a set of five dated decarbonisation targets which form a
comprehensive roadmap for the company to become a net zero business by 2050. The first of these milestones was
achieved in 2020, when Stena Bulk began offering customers low-carbon shipping options with up to a 100% reduction of
CO2 emissions. These options are based on the use of biofuels and an internal carbon emissions offsetting program,
which allows the organisation to offer low-carbon options on any voyage, regardless of ports and specific ships used.
As part of the net zero milestones, Stena Bulk has underlined the requirement to start transitioning to a more sustainable
fleet. In a demonstration of progress already being made in this area, next year Stena Bulk will launch the first of three
planned carbon neutral-ready, methanol fuelled vessels in collaboration with Proman. This methanol fuelled vessel will
also be able to be operated on VLFSO and is aimed to come into service 18 years ahead of Stena Bulk’s ambition to
become one of the first carbon neutral vessel operators in the world by 2040.
The Proman collaboration will directly support the achievement of Stena Bulk’s second organisational milestone, which will
require every new ship in the Stena Bulk’s fleet from 2030 to come with a roadmap to be upgraded to carbon neutral
status, either by retrofitting new technology or switching to carbon neutral fuels. That roadmap should be fully realisable,
achievable and pre-planned from day one. The third milestone in Stena Bulk’s decarbonisation’s journey comes hand in
hand with the recently unveiled vessel design InfinityMAX concept, which is the company’s take on zero emissions, self-
sufficient and flexible seaborne transportation. Stena Bulk aims to have a ship with a similar design to the InfinityMAX
concept operating on the water by 2035 at the latest. By 2040, Stena Bulk aims to achieve the fourth target in its
decarbonisation plan by becoming a fully carbon neutral tanker operator. This will be achieved with a combination of
measures: some of the company’s vessels will be zero emissions, some will run on carbon-neutral fuels, and there will be
carbon emissions offsetting programs in place to fully achieve the carbon neutral operations goal.The company will
achieve its final milestone in 2050, when it is targeting becoming a fully net zero emissions business. This means that
Stena Bulk will not only take accountability for its operations and the indirect emissions connected to the business, but
also for the cargo carried by its vessels. By 2050, all cargo carried by the Stena Bulk fleet will need to be climate neutral,

which will become a shared responsibility between Stena Bulk and its customers. This exemplifies the partnership
approach that Stena Bulk embraces and believes is vital if the industry is to tackle the decarbonisation challenge.
Speaking on the announcement, Erik Hånell, President & CEO, Stena Bulk, said: “The shipping industry collectively faces a
challenge where we must consider how we alter our entire energy needs. In order to decarbonise, the maritime
community must take risks, push sustainability boundaries, and embrace a partnership approach that enhances
collaboration between industry partners and customers.“The set of decarbonisation targets and wider roadmap that we
are presenting today is another example of Stena Bulk’s commitment to a sustainable shipping future, and we are
immensely proud to be one of the first industry players to propose a plan that makes our own net zero journey tangible,
achievable, and measurable. This is a challenging and demanding path ahead of us that we remain prepared and eager to
explore, and we look forward to working across the sector to achieve our goals.” Source : portnews
The PALMGRACHT inbound for Amsterdam Photo : Marcel Coster ©

The AQS TOR safely moored in Floro

Heavily-armed frigate sails Norwegian Sea to

"ensure safety of Russian fishermen"
This is the first time Russia’s Northern Fleet is tasked to serve fishing vessels in waters that are part of
Norway’s Economic Zone.
By : Thomas Nilsen
“A task force of ships and support vessels of the Northern Fleet, led by the frigate ADMIRAL KASATONOV, has entered
the Norwegian Sea. For several days, navy sailors will practice search for submarines using the onboard sonar equipment,
and will also ensure the safety of Russian fishermen in the fishing areas,” the Fleet’s press office reported on Saturday.
For now, the vessel group keeps a steady course northbound towards Murmansk.
It is normal for Northern Fleet warships to sail along the coast of Norway. In recent years, even missile drills have been
practiced in international waters west and south of North Cape. However, ensuring the safety of Russian fishermen in
waters part of neighboring Norway’s economic zone has not previously been highlighted as a dedicated task. In Norway,
focus is high on search- and rescue in northern waters. A new SAR-helicopter base will be established in Tromsø,
additional to the existing resources at Bodø, Banak and Longyearbyen. Moscow has previously expressed dissatisfaction
with the Norwegian coast guard detaining Russian trawlers on suspicion of violating fishery regulations.
In 2002, the naval destroyer Severomorsk sailed to the fishery protection zone near Svalbard, a protection zone Russia at
the time didn’t recognize as such. Although met by skepticism in Oslo, the voyage was by Moscow explained as a routine
maneuver aimed at inspecting Russian flagged fishing vessels in the area.
The economic zone extends 200 nautical miles from Norway’s territorial boundary. The country does not have full
sovereignty in the area, but rather sovereign rights over natural resources in and on the seabed and in the waters
above.Russia and Norway share the quotas for joint fish stocks up north, like the cod. Within the economic zone, as well
as in the fisheries zone around Jan Mayen in the Norwegian Sea, Norway’s coast guard is in charge of the legal control.
Armed with Oniks and Kalibr cruise missiles, as well as an antisubmarine torpedo complex, ADMIRAL KASATONOV is

the second of the Russian navy’s new class of frigates, entering service in July 2020. The warship has the Northern Fleet’s
main naval base Severomorsk on the Kola Peninsula as homeport. Since leaving Severomorsk on December 30, the
frigate has sailed the Atlantic and Mediterranean, making friendship port calls in Turkey, Syria, Cyprus, Greece, Egypt and
Algeria. The press statement of the Northern Fleet said the frigate later will conduct a number of combat training tasks in
the Barents Sea before calling on Severomorsk. Source : The Barents Observer
The BB OCEAN in Aalesund Photo : Alexander Gorter ©
Geared dry bulk freight rates hit a ten-year high

thanks to backhaul demand with stronger container
market but downside risk remains in Q2
As we have discussed in the previous freight rate forecast publications, there has been upside risk for our last assumption
for near-term freight forecast, specifically for sub-Panamax grain tonnages, owing to (a) unusual high congestion, (b)
strong coal employments with record low cold weather in east Asia, and (c) forward grain cargo covering tonnage
demand that resulted in earlier fixture than the actual grain shipments demand. Also, (d) hedging demand, buying nearby

FFA and fixing period, continues since securing the right timing for tonnage is more important when crush margin stays
highly profitable and phase one requirement for agricultural products from mainland China boosted extended U.S. grain
season, increasing soybean and corn exports to mainland China significantly. Most importantly, (e) strong demand in
minor bulk and coal in January-February has reduced available Handy-Supramax tonnages in the APAC region, while
additional container cargo stems also switched to competitive geared vessels.
The 1996 built 23581 t DWT Vietnamese flagged geared bulker VTC SUN arrived last Sunday from Krishnapathnam
(India) at Singapore eastern Anchorage for bunkers before heading for Xiamen (China)
Photo : Piet Sinke www.maasmondmaritime.com (c) CLICK at the photo to view and/or download the photo!
General cargo (breakbulk) vessels that have shared similar terminal and cargo with geared bulkers (Supramax and
Handysize) have shifted to the container linked market. Because of extremely high freight rates for container ships over
the past few months, some cargoes usually carried by container box have been converted to breakbulk cargoes.
Therefore, many existing minor bulk cargoes, including steel products, need to rely more on Supramax/Handysize-geared
vessels.
Also, we have observed a significant increase in mainland Chinese export shipments by geared vessels and most of the
increase in volume came from container-bulk convertible breakbulk cargoes and minor bulk cargoes, including steel
products and bagged fertilizers/chemicals/minerals. We have observed Chinese-flag domestic vessels switch to
international market at some extent but within historical range. Those international backhaul shipments from mainland
China have been carried by international flag. This explains the extraordinarily high backhaul rates for supra/handy
vessels with minor bulk cargoes very well.
Since sub-Panamax spot market is beyond fundamental forecast range, we believe trend and sentiment would play a
major role at least in the short-term as long as physical positional tightness continues. We observed the lack of Panamax
vessels available in the market, partly because the delay in soybean exports from Brazil reduced ships available in the
spot market. Since the Panamax vessels departing Brazil would take 40-50 days to reach discharging ports, we expect
positional tightness to continue for the Panamax sectors by early or mid-April, indicating uncovered spot orders would be
difficult to secure tonnage and may need to pay a large premium for short-duration voyage in the short-term because
shipowners prefer longer duration voyages owing to uncertainty and huge volatility in the market.
Now the key is the second quarter. Risk management and other business decisions depend on the rival interpretations of
the market:
• New commodity and shipping super cycle, bullish, higher second quarter than first quarter; FFA (as of 18 March)
indicated higher Q2 than March
• Better demand-and-supply balance, bullish, first and second quarters are similar
• Sentiment and short-term positional squeeze driven,bearish, second quarter will be lower than first quarter
Even though IHS Markit observed better demand-and-supply balance in the dry bulk market and consistently showed a
bullish view in the November and December 2020 release, we believe that the current spike is partly due to influences
that will not be sustained, mostly driven by short-term positional and seasonal factors plus high liquidity in FFA and
commodities futures and short covering activities. The TBN cargo contract booked in the fourth quarter 2020 by
shipowners and operators to cover traditionally low market in the first quarter, played a major role in increasing high

competition and period fixture activities. Also, record-breaking cold weather, delay in Brazilian grain exports, and
extremely high congestion in mainland China have all contributed to the favorable environment.
The BERGE JEBEL JAIS handling cargo at Marsden Point Photo : Bryan Shankland ©
Therefore, we still maintain our view that the global sub-Panamax freight market will peak in March/April and is likely to
adjust down to a fundamentally reasonable level in the medium-term when vessels start to arrive and discharge the cargo
in April/May; second-quarter level will be down quarter-on-quarter basis but up year-on-year. There is a possibility of
double top pattern-high volatilities, retesting recent extreme levels before dropping, since the freight market has entered
into financial, sentimental territory.Finally, while it is important, it would be shortsighted to focus solely on the micro
fundamentals of the dry bulk freight market. There clearly are some bullish/bearish fundamentals in dry bulk
supply/demand balance, but the overall finance and commodity environment, and most importantly sentiments are
supporting upward trends significantly. Source: IHS Markit
The STENA TRANSIT completed the maintenance period at Damen Shiprepair in Schiedam and resumed servicing
the route Hoek van Holland <>Killingholme in her new livery Photo : Rob de Visser ©
Can Iran Offer Tankers a Lifeline?

Apotential lifting of Iran’s sanctions could have a major impact in the tanker market, with many ships currently involved in
illiciit trading with Iran headed for scrap, thus offering a significant boost in terms of alleviating oversupply issues,
currently plaguing the tanker market. In its latest weekly report, shipbroker Gibson said that “President Biden made it
clear throughout his election campaign that he planned to re-engage with Iran, aiming to bring the USA back into the
Joint Comprehensive Plan of Action (JCPOA). This week Iran and the US took the first public steps to re-engage with each
other. A direct meeting it was not, with the remaining JCPOA signatories acting as intermediaries. Nevertheless, the
“talks” were said to be constructive with further “discussions” haven taken place on the 9th of April
According to the shipbroker, “neither side has said they expect a quick resolution, and it could take months for a deal to
be reached, if at all. Iran wants the US to lift all sanctions before taking steps to comply with JCPOA. The US will
inevitably want Iran to take steps to scale back its nuclear programme before, or in tandem with sanctions relief.
Complicating matters further is the Iranian presidential election taking place in June, which will see a new and possibly

more hard-line leader elected. Whilst it looks as if the path to sanctions relief might be arduous, both parties seem to
want a deal. So, what would a deal mean for tankers? On the face of it, more oil means more cargoes, but Iran has a
large fleet, so with more oil, comes more ships. There is also the question of vessels which whilst not owned directly by
Iran, are engaged in Iranian trade. Gibson’s counts 8% of the VLCC fleet and 5% of the Suezmax fleet as involved in illicit
trade (including vessels owned by NITC). However, with sanctions lifted, these vessels would no longer be able to
command premium rates, and given their age profiles, might be forced to scrap to the benefit of the wider tanker fleet”,
Gibson said.
“Gibson estimates that Iran would require approximately 25 VLCCs and 20 Suezmaxes to service exports of 2 million b/d
assuming similar trading patterns to 2018. Whilst NITC would theoretically have ample VLCCs to service the trade,
practical reasons would mean that the NITC fleet alone would be insufficient to transport Iran’s exports in a post
sanctions world. During the last round of sanctions relief, it took time for Iranian floating storage (notably condensate) to
ease, keeping a portion of the NITC fleet employed, whilst many cargoes were often sold FOB, rather than delivered on
Iranian tonnage. One also must consider that with an average age of 15 years, much of the NITC fleet would fail to meet
some receivers’ age restrictions. Therefore, in a practical sense, the wider tanker fleet would see increased employment
opportunities from Iran’s return, whilst the older ‘illicit fleet’ would see diminished employment opportunities and
increased scrapping pressure”, the shipbroker noted. “However, any increase in Iranian crude exports would limit the
ability of the wider OPEC+ group to expand crude output.Whilst Iran’s potential return is unlikely to influence OPEC+’s
strategy for May to July, the group will need to be mindful of the potential need to accommodate Iran in the second half
of 2021, if sanctions relief is offered. Iran is thought to have the capability to increase exports to around 2 million b/d
which would effectively eat into OPEC+ volumes. In short, having Iranian oil back in the market is marginally positive for
crude tankers, but the market would be better off if those extra barrels came from elsewhere in the world”, Gibson
concluded. Source : Nikos Roussanoglou, Hellenic Shipping News Worldwide
NAVY NEWS
U.S. Naval Forces Central Command Participates in
Oman-led Exercise
The Royal Navy of Oman, Royal Air Force of Oman, United Kingdom Royal Navy, France Marine Nationale and U.S. Naval
Forces Central Command (NAVCENT) recently participated in an Oman-led training exercise.
The annual Oman-led surface, air and mine countermeasures multilateral exercise is designed to strengthen capabilities in
underwater diving, searching, mine identification, demolition and maritime explosive ordnance disposal operations. “Multi-
lateral exercises like ‘Khunjar Hadd’ truly demonstrate the full breadth of our defensive capabilities as a combined force,”
said Capt. Jeffrey Morganthaler, Commodore of Combined Task Force 52. “Together with our Omani, UK and French
counterparts, we were able to conduct complex training that greatly enhanced our readiness and ability to support
regional maritime security.” During this year’s exercise, Omani Lynx helicopters landed on the guided-missile cruiser USS
PORT ROYAL (CG 73), marking the first time this type of Omani aircraft has landed on a U.S. warship. Practicing these
landings, designated as helicopter operations from ships other than aircraft carriers (HOSTAC), ensures partner nation
pilots and ship crews can successfully and safely conduct cross-deck helicopter operations. "The naval exercise Khanjar
Hadd 26 was successful by all standards, as it reflected the capabilities of the planners and executers to carry out a joint

maritime exercise, while taking all precautions related to COVID-19,” said Capt. Rashid Al Shehhi, director general of
operations and plans, Royal Navy of Oman Headquarters. “This exercise is carried out annually by the Royal Navy of
Oman, according to our training plan, with the navies of friendly countries (U.S., UK, and France), and with support from
the Royal Air Force of Oman, aiming to exchange experiences, coordinate efforts and conduct joint cooperation to work
on the high seas."
Patrol coastal ship USS THUNDERBOLT (left) guided-missile cruiser USS PORT ROYAL (right) and corvette RNOV AL
RASIKH sail in formation (U.S. Army photo by Spc. Theoren Neal)
By training together, exercises like Khunjar Hadd 26 allow participating naval forces to effectively develop the necessary
skills to address threats to freedom of navigation and the free flow of commerce.
Participating U.S. forces included PORT ROYAL, patrol coastal ships USS CHINOOK (PC 9) and USS THUNDERBOLT
(PC 12), and mine countermeasures ships USS GLADIATOR (MCM 11) and USS SENTRY (MCM 3).
“Every exercise, operation and engagement that our forces undertake requires cooperation and coordination, which
builds capacity, increases interoperability, and further strengthens our relationships with partner nations,” said Vice Adm.
Samuel Paparo, commander of NAVCENT, U.S. 5th Fleet and Combined Maritime Forces (CMF). “The Royal Navy and Air
Force of Oman, UK Royal Navy and French Marine Nationale are vital partners in the effort to ensure freedom of
navigation and free flow of commerce throughout this region.”This is one of many exercises in which the U.S. military
participates with partner nations in the U.S. Central Command (CENTCOM) area of responsibility each year. U.S. 5th Fleet
area of operations encompasses about 2.5 million square miles of water area and includes the Arabian Gulf, Sea of Oman,
Red Sea and parts of the Indian Ocean. The expanse is comprised of 20 countries and includes three critical choke points
at the Strait of Hormuz, the Suez Canal and the Strait of Bab al Mandeb at the southern tip of Yemen.
USS Providence steams toward retirement

By : Paul Edward Parker
The Los Angeles-class submarine PROVIDENCE arrived at Naval Submarine Base New London in Groton,
Conn., on April 1 after its 16th and final deployment.
When the USS PROVIDENCE tied up to the pier at the Navy submarine base in Groton, Connecticut, on April 1, it was
more than the usual homecoming for the Los Angeles-class fast-attack submarine. It was the Providence's last. Built by
General Dynamics Electric Boat and launched in 1984, the PROVIDENCE is now headed toward decommissioning and
"recycling," as the Navy calls cutting a retired warship up for scrap metal. According to the Navy's 30-year shipbuilding
plan, the PROVIDENCE is scheduled to be recycled in the 2022 budget year.
The PROVIDENCE is the oldest fast-attack submarine, commissioned into the Navy on July 27, 1985. Fast-attack subs
perform several types of missions, including anti-submarine and anti-surface-ship warfare, as well as launching
Tomahawk cruise missiles at land targets, delivering special operations forces and conducting surveillance. The
Providence was the first Los Angeles-class submarine with vertical launch tubes for deploying Tomahawk missiles. It is
362 feet long and 33 feet wide, with a crew of 134, including officers and enlisted sailors.
It is the fifth U.S. warship named for Rhode Island's capital. And, just like the city, which is known for its restaurant
scene, the Providence stood out for its chow, winning the Navy's Ney Award for best food service in the fleet. It took the
top prize in 2009 and 2010, as well as being a runner-up or honorable mention afterward.

The PROVIDENCE passes under the Gold Star Memorial Bridge toward Naval Submarine Base New London in Groton,
Conn., on April 1 after completing its final deployment.
During its final deployment, it was underway for 212 days, with 97% of the first five months being spent at sea in the
western Pacific Ocean “We steamed over 50 thousand miles, which is equivalent to twice around the world,” its
commanding officer, Cmdr. Michael McLaine, said in a news release upon its homecoming. During its career, the
PROVIDENCE achieved several navigational milestones, including circumnavigating the globe, transiting the Suez and
Panama canals and transiting under the arctic ice cap. In July 2008, the PROVIDENCE surfaced at the North Pole,
commemorating the 50th anniversary of the first nuclear-powered sub, the NAUTILUS, becoming the first vessel to
reach a position of 90 degrees north latitude, in August 1958. source : providencejournal.
Canadian Coast Guard CAPT JACQUES CARTIER outbound from Halifax Harbour, Photo: René Serrao ©
India protests U.S. Navy's transit through its

exclusive economic zone
By Sanjeev Miglani
India protested to the United States for a navy vessel conducting a transit through its exclusive economic zone (EEZ)
without consent, the foreign ministry said on Friday, in a rare row between the friendly navies of the two countries. The
USS JOHN PAUL JONES “asserted navigational rights and freedoms,” inside India’s EEZ in line with international law by
sailing about 130 nautical miles (241 km) west of India’s Lakshadweep islands, the U.S. Seventh Fleet said in a statement
on Wednesday. But an Indian foreign ministry spokesman said in a statement that UN rules did not allow such passage
without consent.
“The Government of India’s stated position on the United Nations Convention on the Law of the Sea is that the
Convention does not authorise other States to carry out in the Exclusive Economic Zone and on the continental shelf,

military exercises or manoeuvres, in particular those involving the use of weapons or explosives, without the consent of
the coastal state,” the spokesman said. India’s military monitored the movement of the JOHN PAUL JONES as it
transited from the Persian Gulf towards the Malacca Straits, the foreign ministry said.
The U.S. Navy has previously conducted so-called freedom of navigation sails through Indian waters without consent, with
the last one in the fiscal year for 2019, according to an annual U.S. Defense Department report.However, the former Chief
of India’s Naval Staff Arun Prakash questioned why the U.S. announced the operation in the waters of an apparent
ally.“For the 7th Fleet to carry out FoN missions in Indian EEZ in violation of our domestic law is bad enough. But
publicising it?” he wrote on Twitter on Friday. The navies of India and the United States carry out large scale exercises
each year that now involve Japan and Australia. The four countries have formed an informal security grouping called the
Quad to push back against China’s expanding power. Source : Reuters - Reporting by Sanjeev Miglani; Editing by
Christian Schmollinger
SHIPYARD NEWS
China, South Korea vie for the laurel of becoming top

shipyard
The HAIXUN 06, a large-scale ocean patrol ship, is launched at a Wuchang Shipbuilding Industry Group Co Ltd shipyard
in Wuhan, Central China's Hubei Province, Feb. 8, 2021. The vessel has a designed displacement of 5,560 tons, the first
vessel of its size designated to patrol and offer services in the Taiwan Straits.Photo:China News Service
The contest for the laurel of becoming the world's largest shipbuilder between China and South Korea has become more
intense, and a South Korean advance in new orders of late serves as a reminder of the need for Chinese shipbuilding
companies to ramp up their efforts, and scale up the ladder of value chain in the global shipbuilding business. South

Korea overtook China to become the world's largest shipbuilder in the first quarter of 2021 in terms of new orders, despite
that China has led global ship production in all but one year since 2012.
Measured in Compensated Gross Tonnage (CGT) -- a gauge of shipbuilding capacity by weighing more sophisticated ships
and less to easier-to-build ships -- South Korean shipyards inked contracts of 5.32 million CGT during the first quarter,
surpassing Chinese peers' 4.26 million CGT, according to the Yonhap News Agency.
Runaway steel prices
The argument by a number of Chinese media publications was that the slowness by Chinese shipbuilders was in part
caused by the latest wave of price hikes for steel plates in China. Because of a steep surge in Australian iron ores prices
since the second half of 2020 and easing policies by leading economies in the world that had inflated the global
commodities market, steel prices in China have gone through the roofs in recent months.
He Xu, director of marketing in State-owned Dalian Shipbuilding Industry Corporation (DSIC) under the China State
Shipbuilding Corporation (CSSC) told the Global Times on Friday that the prices of domestic steel plates have soared 35
percent, which affects the shipbuilding costs to some degree and causes the net loss of shipbuilding companies as steel
plate costs weigh high in the total costs.
The prices of steel plates in China are higher than in South Korea, which has cut into Chinese companies' business
revenues in the global shipbuilding market competition, He said. An executive from a state-owned shipbuilding company
based in Wuhan, Central China's Hubei Province, told the Global Times on Friday that a sudden rise in steel prices - at a
pace that shipbuilders could not cope with - has hit domestic shipbuilders particularly hard. "In normal circumstances, we
could factor the rise of raw material prices into contracts with clients," the executive said. "But the current wave of steel
price hike is simply too fast and too significant - the prices for steel products have on average risen 2,000 yuan per ton in
the past month, which equals a yearly hike in normal years."
"Because ship building contracts are updated at an interval of several months, shipyards could only swallow the price hike
at their own expenses. Now we build a ship, we lose money," the executive said.The global easing of monetary policies
and skyrocketing steel prices have put a lot of industrial firms - not just shipbuilders - in limbo, the executive added.
China's status in recent years
China, South Korea and Japan were the world's leading shipbuilders, with China and South Korea taking the bulk share of
the market share. However, the strengths of the three East Asian countries are varied.
A manager from Shanghai-based Hudong-Zhonghua Shipyard, another subsidiary of CSSC, told the Global Times on
Friday that among the four main types of civilian vessels in the contemporary world, shipyards from China were building
bulk cargo ships and oil tankers. Some Chinese shipyards are able to construct large-sized container ships, and just one
shipyard could build membrane type liquefied natural gas (LNG) carriers - the crown jewels of the global shipbuilding
industry along with aircraft carriers and luxury cruise ships. Container ships and LNG carriers are more complicated to
build and offer a larger margin and are less prone to the effects of rising steel prices. The manager maintained that South
Korean shipyards particularly benefited from a wave of new orders for large-sized container ships, as the pandemic has
altered the landscape of the global shipping industry. The disruption of local manufacturing capacity in countries hit by
pandemic-induced lockdowns and the stranding of containers in the US and EU have given a sharp rise to the demand for
new container vessels.
In March alone, Evergreen Marine Corp, a noted company after one of its super-sized container ships blocked the global
trade artery the Suez Canal for nearly one week and causing losses measured in billions of US dollars, had placed orders
for 25 new container vessels worth $2.5 billion from South Korea's Samsung Heavy Industries.
Higher value ship
South Korea's position of advantage could indeed offer a few lessons to the Chinese shipyards, Chinese experts said,
noting that although China is the global No.1 shipbuilder in terms of deadweight tonnage, the East Asian neighbor could
serve as a tutor in certain fields.
The manager from Hudong-Zhonghua said South Korean companies had an interdisciplinary partnership to support their
shipbuilding industry. For instance, in building LNG carriers, South Korean companies have a higher localization rate of
parts and components, the manager said. In the context of the pandemic, this means Korean shipyards enjoy a faster
supply chain, and a speedier service in tuning the equipment and in cost control. "China should enrich its industrial chain
in the direction of supporting higher-value shipbuilding. A wide variety of industries should work in synergy and that
would improve the competitiveness of the Chinese shipbuilding industry," the manager said, noting that Chinese shipyards
are as good as their South Korean peers, but suppliers of auxiliary parts fall behind. "It is like two athletes vying for a
trophy, China and South Korea have their trump cards," the Wuhan-based executive said. Measuring such a race by
years, not quarters, some analysts in China believe China could surpass South Korea in 2021. The Chinese shipbuilding
industry has been focused on the building of oil tankers, bulk carriers and container ships, Zhang Yongfeng, director of
the shipping market analysis department of the Shanghai International Shipping Institute, said. Zhang noted that Chinese
companies possess apparent advantages in low value added dry bulk ships. Due to the bull market expectation of dry

bulk, the shipbuilding needs for commodity goods carriers may surge and help China gain leverage over South Korea.
DSIC's He said that the difference of the shipbuilding orders between China and South Korea is slight, and that the
intense competition between the two dominant shipbuilders is actually being watered down amid a bonanza of overall
orders.On March 31, DSIC nailed down a contract to build seven large-sized container ships each capable of carrying
16,000 containers, as part of a record-setting deal jointly received with another two CSSC's affiliate companies.
Source : Global Times Xiong Xinyi contributed to this story
ROUTE, PORTS & SERVICES
State launches ferry built in East Boothbay

shipyard
BY DENNIS HOEY- STAFF WRITER
The new vessel, named after Capt. RICHARD G. SPEAR, a Maine Maritime Academy graduate, will transport
passengers and motor vehicles between Rockland and Vinalhaven for the Maine State Ferry Service.A new state ferry,
with enough capacity to carry 250 passengers and 23 vehicles, was launched late last week off the coast of Maine,
marking the beginning of a new era in transportation service between Rockland and the Penobscot Bay island of
Vinalhaven. The Maine State Ferry Service named the vessel after Capt. Richard G. Spear, a Maine Maritime Academy
graduate who in 1959 became the first employee of the ferry service. Spear was eventually appointed manager, a position
he held for 30 years until he retired in 1989.
According to the Maine Department of Transportation, fabrication work on the 154-foot-long, 38-foot-wide ferry began in
August 2018 by Washburn & Doughty Associates, a shipbuilder in East Boothbay. The ship was designed by Gilbert
Associates of Braintree, Mass. The total cost including all design, engineering, and construction work, was $10.9 million.
The Capt. RICHARD G. SPEAR, was launched Friday and will undergo several months of sea trials before being put into
service this summer at its home port of Rockland. It takes a ferry about 75 minutes to make the crossing to the island
community from the mainland Gov. Janet Mills and Maine DOT Commissioner Bruce A. Van Note each spoke at Friday’s
christening ceremony.
“Maine ferries, along with fishing vessels, container ships, and other boats that make daily trips among our shores to feed
our state, bring our goods to market, and transport residents and visitors alike, are an important part of our economy and
an irreplaceable part of our history,” Mills said. ” I am honored to help christen another Maine-made ferry, the Capt.
Richard G. Spear, named for a man with lifelong contributions to the Maine State Ferry Service and the city of Rockland. I
wish the Capt. Richard G. Spear fair winds and following seas for many years to come.”“We are fortunate that we were
able to award this contract to a Maine company and that the construction of the Capt. Richard G. Spear was able to
happen right here in East Boothbay. Teams of carpenters, designers, electricians, engineers, mechanics, painters,
pipefitters, and welders have logged thousands of hours to make this vessel seaworthy. We thank them for their
dedication and hard work,” Van Note said Spear, who died in 2018, led a full and interesting life, Maine DOT said in a
news release. Spear spent more than 60 years of his life working in the maritime industry. After finishing high school in
Rockland, he enrolled in the newly established Maine Maritime Academy. He graduated in 1942 as a member of the
school’s second graduating class. During World War II, Spear served with the Merchant Marine in the Atlantic, Pacific and
Mediterranean war zones. He was a scuba diver, airplane pilot, and member of numerous civic and fraternal
organizations. He served on the Port District in Rockland for close to 60 years, making him the city’s longest-serving
elected official. He traveled to many parts of the world, including the North Pole, Antarctica, Cuba, and Australia. “Capt.

Richard G. Spear lived his life, and he lived it well,” Dr. William J. Brennan, president of Maine Maritime Academy, said
Friday. “Generations of Maine Maritime Academy graduates, those who graduated yesterday and those who will graduate
in the future, are the keepers of our heritage, a heritage that was forged by Capt. Richard G. Spear, Maine Maritime
Academy Class of 1943-2, and there is no more fitting way to memorialize what he has done for his State of Maine than
to honor him as we are today with the launch of the Capt. Richard G. Spear.” Linda Spear, Spear’s daughter, added: “My
father was a true gentleman. He had a dry sense of humor and made friends easily as he traveled the world. He loved his
family and the sea. We are proud to see his name on this ferry.” Richard Spear died on May 3, 2018, in Rockport at the
age of 96. Soon after his death, the members of the Maine State Ferry Service Advisory Board voted unanimously to
name a vessel in his honor. Source : pressherald
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Iraq lays cornerstone for next phase of Grand

Port of Al Faw project in Basra
Iraq’s Prime Minister Mustafa Al Kadhimi inaugurated on Sunday the next phase of an ongoing megaproject to build a new
port in the south of the country.The repeatedly delayed Grand Port of Al Faw, which was first announced as a government
project in 2010, is one of several projects that Iraq hopes will create a shorter transportation corridor between the Middle
East and Europe, bypassing the Suez Canal, through the eventual expansion of a national rail network.“The Grand Port of
Al Faw project is not only for Basra. It is a strategic project that contributes to the development and reconstruction of
Iraq,” Mr Al Kadhimi said during the opening ceremony in the southern city of Basra. The port will make Iraq “an
economic bridge linking it to the world,” he said. “With action, not words, we are moving together towards a better future
that Iraq and our great people deserve,” Mr Al Kadhimi said. In December, Baghdad signed a $2.63 billion contract with
South Korea’s Daewoo Engineering and Construction to complete the first phase of the port. A 2018 Iraq-World Bank
document on Iraq’s reconstruction said the remainder of the port would cost $6bn, in addition to at least $1bn already
spent.A breakwater, costing around $1bn, has already been completed and is now the longest breakwater in the
world.Daewoo is expected to handle further construction work that includes building five berths to unload ships and a
yard for containers.Daewoo will carry out dredging and drilling works to create an access navigation channel. The
construction of the next phase of the port is expected to be finished within four years.For the time being, Iraq depends on
the port of Umm Qasr in the south of the country, to receive cargo ships, and a smaller port in the city of Basra.Umm
Qasr port is at the top of the strategic Gulf waterway near Basra but has limited capacity.The port of Al Faw will be
deeper, allowing it to receive the largest container ships. During his visit to Basra Mr Al Kadhimi met with a group of
young protesters near the port.“The prime minister listened to their proposals and asserted their right to demonstrate
provided that this does not threaten public or private property,” a statement by his office said. One of the key demands of
the anti-government movement in Basra was the building of the Al Faw Grand Port to provide jobs and trade.It was part
of a wider demonstrations that broke out in central and southern Iraq in late 2019. Source: The National
SASCO’s new ship SASCO ALDAN leaves for first voyage

It is to be deployed for operation on Vladivostok-Magadan line, on the NSR and in cargo deliveries to
Chukotka
Sakhalin Shipping Company OJSC says its fleet has been expanded with a new ship, SASCO ALDAN. According to the
company’s statement, the ship left for her first voyage on 7 April 2021, from the Korean port Pusan to China and then
Vladivostok.The shipping company is set to deploy the ship at its regular lane between Vladivostok and Magadan. Besides,
in summer navigation period it will operate on the Northern Sea Route and deliver cargoes of vital importance to
Chukotka under Northern Delivery programme. The ship built in 2007 at the shipyard of CSC Group was named LEA
AUERBACH. When the ship joined the fleet of SASCO it was classified according to the requirements of Russian Maritime
Register of Shipping and named SASCO ALDAN. The ship’s deadweight exceeds 12,000 tonnes, its length is 138.1 m,
width – 21 m, depth – 11 m. The ship is equipped with two cranes, each of 120 tonnes in capacity. The crew of 12
members is headed by an experienced master, Vladimir Mylnikov.OAO Sakhalin Shipping Company (SASCO) is one of the
largest shipping companies in Russia. SASCO’s own fleet comprising mostly ice-class vessels transports a wide range of

cargoes: containers, general cargoes, equipment, suction and grab bulk cargo, timber and wood products. The company
provides year-round transportation from the ports of De-Kastri, Vanino and Sovetskaya Gavan. Source : portnews
…. PHOTO OF THE DAY …..
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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2021– 103

ASSO ZEJT III in Malta Photo : Michael Cassar ©

Distribution : daily to 43.400+ active addresses 13-04-2021 Page 1

EVENTS, INCIDENTS & OPERATIONS

The WIND ENTERPRISE parked in Ijmuiden-Ymond haven

Dorset EchoLifeboat crew rescue injured

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Klik boven en bekijk de introductie film !

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2 MORE PIL B TYPE UNITS ARRIVED OFF SINGAPORE

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Photo’s : Piet Sinke www.maasmondmaritime.com (c)

Oil slumps 2% as Suez Canal container ship

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The AUGUSTA SUN moored at Bonaire Photo : Henk Ram ©

Firemen battle blaze on container ship for 4th day

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CLICK HERE TO VIEW THE BONN & MEES MOVIE !

Singapore 1st ASEAN country to ratify huge

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LNG demand may fall post 2040 due to global GHG

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ALSO INTERESTED IN THIS FREE MARITIME NEWSCLIPPINGS ?

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VLSFO then, now and next

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Where are we heading?

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Major Chinese container ports volume up 10.8pc in

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Rising costs and less capacity: Shipping’s

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HIT introduces round-the clock remote box reefer

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The ENERGY DUCHESS moored in Aalesund Photo : Alexander Gorter ©

Belships fleet expansion and share issue

The NEPTUNE ITAKI arriving in Haifa port photo : Peter Szamosi ©

Four gray whales found dead in eight days in the

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Stena Bulk unveils decarbonisation plant to

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The PALMGRACHT inbound for Amsterdam Photo : Marcel Coster ©

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The AQS TOR safely moored in Floro

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Heavily-armed frigate sails Norwegian Sea to

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The BB OCEAN in Aalesund Photo : Alexander Gorter ©

Geared dry bulk freight rates hit a ten-year high

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Can Iran Offer Tankers a Lifeline?

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USS Providence steams toward retirement

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India protests U.S. Navy's transit through its