322 16-11-2017

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2017 – 322
Distribution : daily to 38.000+ active addresses 16-11-2017 Page 1
Number 322 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Thursday 16-11-2017
News reports received from readers and Internet News articles copied from various news sites.
The Iskes Towage & Salvage owned tug VENUS assisting the MAERSK MC-KINNEY MOLLER in
Rotterdam-Europoort
Photo : Willem Holtkamp - http://fotomaker.jalbum.net/FOTOMAKER/ ©

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EVENTS, INCIDENTS & OPERATIONS
The Kotug Smit Towage operated tug EXPERIENCE operating in Rotterdam-Europoort

LETTER RECEIVED FROM A READER IN THE UK
Newsclippings reader Roy Martin read the article Shipbuilding in Britain: how to reboot it, in edition 316 10.11.2017 with
particular interest. Below you will find an article Roy submitted to the UK Transport Select Committee, in January, on a related
subject. The UK government election would have meant that the working group was disbanded and this, and other submissions
,would never see the light of day.
The adequacy of the overall plan for the UK
maritime sector.
This paper is submitted in response to the UK Transport Select Committee’s open invitation to contribute to the Committee’s
Maritime Growth Study.The writer submits this as an individual who is keenly interested in the vital part that our merchant fleet
can play in our prosperity following ‘Britexit’ and in aiding the country’s survival in the event of another war.
He is a Master Mariner. After thirteen years at sea he joined the management team of his company, later becoming General
Manager. In 1979 the parent company transferred him to Singapore to be Managing Director of their Asian operation. He
remained until 1986, returning to the UK at his own request. He built Smit International SEA Ltd into the most successful
marine salvor in the region, operating an average of ten ships/salvage units, registered under the British, Singaporean and
Bahamas flags. He has written three books on Merchant Service subjects, two more are in preparation.
Executive Summary
• At the outbreak of the Second World War the British Merchant Fleet was the largest in the World. Since the 1960s it has
been in serious decline.
• Now even the UK Ship Registeronly ranks nineteenth. While it might provide an income for the Treasury it is no
substitute for a British fleet.
• Without an adequate merchant fleet we are unable to feed ourselves, or meet the Prime Minister’s wish for us to
become ‘a great global trading nation’ again.
• Most of the fleets which have some of their ships flying the UK flag are private companies; in an emergency they would
have no loyalty to Britain.
• TheMerchant Navy enabled us to survive the Second World War. By bringing in at least one third of our food and much
of the raw materials; also by supporting evacuations, landings, troop, and materiel movements.
• The decline of the marine insurance, legal, and shipping bankingwill inevitably follow the reduction in our fleet. Already
the number of salvage contracts arbitrated in London has declined by about 70% since 1990.
• The shipping industry is in recession, this provides an opportunity to re-equip our fleet. We still have a core of skilled
mariners. They are ageing and have good reason to be dispirited; but the writer believes that they would answer a call, as they
did in 1939, and we could rebuild the fleet.
1. Fortunately for Britain it entered the Second World War with the largest merchant fleet in the World. After the war the
Labour Government of Clement Attlee recognised the importance of regaining the country’s pre-eminent position in shipping.
The Conservative administrations that followed continued to encourage re-equipping the fleet; but from the mid-1960s it
seemed that successive governments lost interest. The Wilson Government of that time began with the wholesale removal of
the incentives that had been put in place to take some of the considerable risk out of ship-owning. Escalating fuel and labour
costs coincided with the arrival of accountants on boards and quarterly reporting. Everything combined to convince owners that
there was a better return to be made in other industries – though many have found that this was not so. At the same time
British owners failed to see the benefits of containerisation. The Thatcher Government completed the hatchet job.
2. The UK Ship Register gives an illusion that we have an adequate merchant fleet. Overseas owners use the Red Ensign
as a flag of convenience; as soon as a better (i.e. cheaper) alternative becomes available they move. Almost all of the ships on
the register have foreign crews, many from Russia and its former satellites. Some carry two British cadets to meet the flag
requirements; these young people probably don’t get suitable training and we should also be concerned for their welfare. Even
with this virtual fleet we now only rank nineteenth in the World. All that can be said for this registry is that it provides the
Treasury with an income, which goes some way to replace the invisible earnings that the industry hitherto provided.
3. The Prime Minister says that she wants Britain to be ‘a great global trading nation’ following Britexit; to do this we need
to rebuild our merchant fleet to carry the exports and to bring in raw materials. We also need to bring in food; for this country
has not been able to feed itself since Victorian times.
4. There are a number of container ships that fly the Red Ensign: among them Atlantic Container Lines, the beneficial
owners of this company are Grimaldi. Another organisation that has had ships under the British flag is the Mediterranean
Shipping Corporation, privately owned by the Aponte family from Naples – it does not publish accounts. One of their UK flag

ships, the MSC Napoli, was beached in Lyme Bay in 2007, having suffered structural failure. A recent search of half of their 471
fleet failed to find one British registered ship: though they are in the process of puttingthree former Hanjin Line vesselsunder
the Isle of Man flag.A third group that is flying the Red Ensign on one or more of their vesselsare the French CMA-CGM Line,
again with foreign crews. It would be folly indeed to expect that entities such as these would have any interest in our prosperity
post Britexit, or our survival in a war. It is difficult to get meaningful figures for the number of British owned merchant vessels
that are suitable for deep sea voyages and even more difficult to separate out the many specialist oil industry ships. What can
be said is that the fleet is a shadow of what it was.
5. During the Second World War Britain lost about four thousand merchant ships. The exact number is not clear as the
official total of 4,786 ‘British Merchant Vessels Lost’ includes Allied and Neutral ships. Even in the darkest days of 1941 our
merchant fleet delivered at least a third of the food that the country desperately needed. They did so much more. Merchant
ships took part in every evacuation; particularly noteworthy, and largely unknown to this day, was the evacuation of 139,000
British and 46,000 Allied troops in the three weeks after Dunkirk. At the same time they carried many thousands of civilians to
safety, often in basic tramp ships. Most of the service personnel and civilians who got away from Singapore were saved by
merchantmen. They also backed up every landing, culminating in D-Day when half of the Infantry Landing Ships (as opposed to
the smaller Landing Craft) were provided by the Merchant Navy, they served both British and American beaches. The first
coaster convoy reached Normandy later that day; their larger cousins, in this case twelve British Liberty ships, arrived on
schedule on the following morning. Each carried about 350 troops, their vehicles, fuel and stores – plus thousands of tons of
war materiel. In all over 850 merchant ships were involved in the operation, crewed by almost 50,000 men and at least one
woman. The merchant fleet ferried many hundreds of thousands of troops across the Atlantic and even manned Merchant
Aircraft Carriers.The Falklands crisis was their last hurrah. The ships that went ranged from the Queen Elizabeth 2, the
Canberra, and the Atlantic Conveyor,to many small cargo ships and tugs. All were British manned. We could no longer send
such a fleet.
6. Some draw comfort from the continuing strength of the support services, such as marine insurance, maritime lawyers,
and banking firms; but these will wither with time. This is already noticeable in at least one sector: marine salvage work is often
carried out under what is known as Lloyds Salvage Form; operations under this form of contract are settled by arbitration. A
recent Roose and Partners newsletter shows that an average of forty seven such contracts were carried out in the years
2013/2015; compared to sixty seven in previous three years. Going further back the figures on the Lloyd’s website show an
even more pronounced drop. The earliest totals quoted are for 1990; in the three years from then the averagenumber of new
contracts were 173.
7. At the time of writing the international shipping business is in recession. Panamax container vessels as young as ten
years old are being sold for demolition, a similar situation exists with bulk carriers.This could present an opportunity to rebuild
our national fleet; but, by the time this paper is read, the chance may well have passed. As has been mentioned before the
shipping industry is cyclical and one needs to take a long term view.
8. After Britexit Britain will need a national fleet and that fleet should be manned by British officers and ratings. While no
one would expect the numbers to equal the 180,000 or so who were at sea during the Second World War; there is surely an
opportunity to provide employment for, say, a quarter of that number. In the war, the Merchant Service also provided
manpower for the Royal Navy, both those who were temporarily or full-time members of the then Royal Naval Reserve; and
many others who kept their civilian status but joined under what was known as the T124 scheme.
9. We do still have a number of British mariners, but their average age is high. Their moral is probably low as they have
often been replaced, often without notice, by crew from other countries who are prepared to work for lower wages and tolerate
poor conditions. Our merchant seamen are a resilient and stoic group, as was shown whenso many returned in 1939, despite
the way they had been treated in the Depression. Given the right encouragement they would again answer the call.
10. The writer was only a humble Apprentice at sea during the early 1950s, so he has no idea of the financial arrangements
that were put in place by the governments of the time. They were obviously successful as the fleet was rapidly re-equipped; so
similar arrangements should again be arranged. Subsidies should be avoided. There are still a few British companies in
shipping; they include Bibby, Clarkson, Denholm, Fisher, Houlder, Mann and Weir. Some of the other families who were
involved still have members with current or recent experience. Crews should be given security of employment and know that
they are valued. If the government wishes to continue the present UK Ship Register it could be reformed as an International
Register, on the same lines as the Norwegian International Register. A new National Register should then be set up for bone
fide British ships. As the Red Ensign has lost much of its value now it is flown on foreign ships and every yacht one sees,
perhaps we should consider putting a new National Fleet under the Blue Ensign!
Written by : Roy Martin

Sima Charters proudly present her new website. Please take a
look and let Sima Charters know if you like it?
Click at the advert below !
The ATR-20 was laid down by Camden Shipbuilding & Marine Railway Co., Camden, Maine, 20 January 1943; launched 18
October 1943; sponsored by Miss Joy D. Creyk; transferred to the United Kingdom under lendlease 24 April 1944; and
commissioned as HMS JUSTICE at Boston, Massachusetts, the same day, Lt. J. S. Allison, RNR, in command. During the
remainder of World War II, JUSTICE served as a rescue tug in the Royal Navy. She reportedly served at the Normandy
invasion in June 1944 Justice was returned to the U.S. Navy on 20 March 1946 and redesignated BATR-20. She was struck
from the Naval Vessel Register on 3 July 1946 and sold 3 October 1947 to Leopoldo Simoncini of Buenos Aires as the Costa
Rican-flagged St. CHRISTOPHER. In 1953 she was chartered for salvage operations in Beagle Channel on the sunken
Hamburg South America Line ocean liner SS MONTE SERVANTES along with several Argentine Navy vessels After suffering
engine trouble and rudder damage in 1954, she was laid up at Ushuaia, Argentina. She was beached in position 54.809694°S
68.308117°W and abandoned there in 1957, and, in 2004, had her remaining fuel oil removed. As of today,
ST.CHRISTOPHER is still grounded and abandoned at Ushuaia Patagonia – Argentina Photo : Harrie Nijenhuijzen (c)
TT Club Highlights Global Supply Chain Weakness
to Cyber Attack
The Trans- Pacific Asia Conference, held in Shenzhen, China last month provided an opportune forum for leading international
freight transport insurer, TT Club to add its voice to growing concerns over the frailty of the global supply chain when faced

with cyber-attack. Alexis Cahalan, formerly of the TT Club, now with Thomas Miller Law based in Sydney, emphasized the
logistics and freight forwarding community’s particular vulnerability to disruptive cyber activity. “Operations which are
characterized by widespread office networks; reliance on multiple third party suppliers; IT systems predominantly of an in-
house, legacy nature, which are poorly protected by security software; and a lack of open communication and reporting of
damaging past cyber experiences, are common within the global logistics community. These characteristics lead to greater
risk,” Cahalan emphasized. Her conference paper, entitled ‘Cyber Risk: Protecting Your Assets from Invisible Attack’ referenced
the recent “not Petya” incident as evidence that the risk of cyber attack is now a reality which needs to be seriously addressed
by all participants in the transport supply chain. “There is a case for employing a corporate culture of risk management to
assess these vulnerabilities within individual companies and to develop a response framework with this in mind,” advised
Cahalan. Risks are increasing rapidly not just in terms of greater hacking and malware activity. The desire for supply chain
visibility and efficiencies is driving technologies, such as IoT (Internet of Things and access through smart phones and the like.
There is a danger that rapid adoption of such technology means many companies have yet to consider thoroughly the cyber
security implications of BYOD (‘bring your own device’) procedures. TT Club is committed to preparing appropriate loss
prevention and risk management advice and support for freight transport operators on an ongoing basis. Defensive action in
such a challenging environment can’t be whittled down to just one area of operation. However, human behaviour, both a
successful supply chain’s greatest strength and weakness, can be usefully targeted. “Employee awareness of the potential
dangers of day-to-day activities will help with cyber defences. Trust in email communication, auto-connect Wi-Fi settings and
password protocols, peripheral equipment and flash drives, computers in general, should all be monitored and reviewed,”
concluded Cahalan. “Staff and contractors should be brought to understand that the critical balance between ease of operation
and security may bring inconvenience. A corporate culture that articulates, enforces and educates cyber defence will achieve
much in terms of mitigating risk.”
Dhows waiting next to their cargo at Deira (Dubai). Most probably for Iran. Photo: Jacco van Nieuwenhuyzen (c)
JRC Brasil collaborates with GustoMSC on the
Magellan Class Drillship
JRC Brasil, together with Alphatron Marine, have successfully passed through all stages of the Magellan Class drillship project
and we are proud to announce the establishment of a technical collaboration with GustoMSC. With our name put on the makers
list for new building projects, we are surethat our proven integrated bridge solutions will fit perfectly in the offshore market.
GustoMSC is a highly respected independent and reputable design and engineering company of mobile offshore units and
associated equipment. With an undeniable track record of well over 200 units delivered to the offshore oil and gas and
renewable (offshore wind) markets throughout the years, they have developed their most capable drillship for ultra-deepwater
operations in deep and complex wells the Magellan class drillship. To ensure that a fully modern integrated navigation system
would fit in this design, GustoMSC invited JRC Brasil to collaborate by supplying the latest technical information for navigation
and communication systems. Additionally, JRC Brasil generated and visualized technical specifications and showcased an
outstanding 3D bridge design of the main navigation, GMDSS and chart area as well as the main dynamic positioning control

room. JRC’s fully integrated navigation and communication design concept meets the highest standards of all main class
notations for an Integrated Navigation System (INS).
CLICK at the photo left !
Besides the reliable and in-house developed equipment,
we have incorporated our latest DNV-GLINS type
approved multi-functional integrated bridge system to
ensure the safety in operation. JRC is a world leading
marine electronics producer specializing in the design
and manufacture of industry compliant products.
Alphatron Marine is a world renowned supplier of
integrated bridge solutions, representative of major
industry brands and manufacturer of unique
complementary products to the JRC portfolio. With the
full support of Centers of Excellence in Tokyo,
Singapore, Houston and Rotterdam, the combined
synergies bring quality and innovation to owners,
operators and shipyards, redefining the future of ocean, offshore and river navigation.
The HAPPY DYNAMIC outbound from Rotterdam passing Hoek van Holland
MARINE HVAC DESIGN
New KNUD E. HANSEN business unit dedicated 100% to HVAC
Danish Naval Architectural firm KNUD E. HANSEN has announced the formation of a dedicated business unit – MARINE HVAC
DESIGN – that will specialise in the design of HVAC systems for the maritime market. This unit will be independent from
equipment makers and can cover everything from acting at an early project phase in close cooperation with an operator, up to

3D modelling to perform advanced detailed design.
Explaining the motivations behind setting up the new business unit, MARINE HVAC DESIGN General Manager Stéphane Geslin
comments: “Over the past 10 years, we have grown and developed to become one of the biggest disciplines within the
company. However, even with more than 30 years’ experience under our belt, our sales efforts did not match our visibility in
the market. Something needed to change “We believe that the HVAC market needs independent experts like MARINE HVAC
DESIGN. This dedicated HVAC operation will give us opportunities to show our expertise and capabilities based on our strong
experience with delivering custom-made, efficient solutions that are based purely on our clients’ interests.”
Taking pride in the portfolio
The establishment of MARINE HVAC DESIGN will continue KNUD E. HANSEN’s extensive HVAC design capacity. As such, despite
being a new company, MARINE HVAC DESIGN will begin activities with an already notable set of references. “Our clients come
to us because they are confident in our abilities – they know that they don’t have to check twice. Our quality is wellknown,”
adds Mr. Geslin, who has worked as Senior HVAC Engineer at KNUD E. HANSEN for 17 years.
“Our track record clearly shows that we have the capabilities to perform high quality HVAC work. For example, we are very
proud of our work in the defence and security sector, including the Queen Elizabeth class aircraft carrier and type 26 Frigate for
the UK Ministry of Defence. This experience also extends to the cruise sector; with our work on the QM2 and, more recently the
Edge project.” Broad scope of HVAC activities
MARINE HVAC DESIGN will operate using the same principles of client-focus and versatility that have earned KNUD E. HANSEN
its renown in this particular field of expertise. “We have carried out HVAC projects for a wide range of vessels working across
the whole spectrum of the maritime industry,” says Finn Wollesen, Managing Director of KNUD E. HANSEN. Mr. Wollesen
will be responsible for the commercial direction of Marine HVAC Design. “It is our adaptability that makes it possible for clients
to come to us for support during any phase of their design, engineering or installation process. And while HVAC design
assignments include newbuild vessels, they do, of course, also encompass vessel refits and conversions too.” Throughout the
design and engineering process, MARINE HVAC DESIGN will be able to implement numerous tools to increase the efficiency of a
vessel’s HVAC system. This includes the utilisation of various specialised software packages to accomplish tasks such as 2D and
3D visualisations, 3D coordination, outfitting and steel module design, and the calculation of heat loads. MARINE HVAC
DESIGN will be headquartered in Elsinore, Denmark at KNUD E. HANSEN’s headquarters Read more here
http://www.marinehvacdesign.com/ and http://www.knudehansen.com/
Washington Express Container Ship Welcomed To
Port Canaveral On Inaugural Visit
Keeping with Port Canaveral’s maritime tradition,
Captain Karl Fidler, and crew from the Hapag-Lloyd
AG WASHINGTON EXPRESS container ship, were
presented with a plaque to welcome them to Port
Canaveral. Hapag-Lloyd is a multinational German-based
transportation company. It is composed of a cargo
container shipping line, Hapag-Lloyd AG, which in turn owns other
subsidiaries such as Hapag-Lloyd Cruises. The container transport
arm of Hapag-Lloyd AG is currently the world’s fifth largest
container carrier in terms of vessel capacity. The WASHINGTON
EXPRESS was built in 1997 and is 758 feet long, with a beam of
105 feet. Source : Space Coast Daily
OOS ENERGY REVEALS GAME-CHANGING MULTI
ACTIVITY UNIT

OOS Energy, an affiliated company of Holding OOS International Group B.V., has revealed its gamechanging
vessel.
The Multi Activity Unit (MAU) is a newly designed self-propelled, dynamically positioned jack-up capable of performing a wide
range of services. he unit is equipped with a high efficiency Plug & Abandonment (P&A) package able to perform well
intervention/workover, drilling operations and
performing activities simultaneous on multiple wells.
The unit is further equipped with a large
accommodation and 2 x 1200MT cranes, which
supports in removing the majority of platforms in the
Southern North Sea or other areas in the world with
water depths up to 80 meters. In addition, with this
unit OOS Energy is able to transport and offload
removed structures without the support of other
vessels or heavy lift equipment. Its design and lifting
capability provides an immense efficiency that can
also be used in the offshore wind energy sector for
installation of monopiles, jackets and turbines.
During the design OOS Energy, in cooperation with
the vessel designer, ensured that for all operations
the capability of the unit is maximized while keeping
the size within limits. “The strength of our concept
is SIMOPS (simultaneous operations); combining
P&A with heavy lift operations up to 2,400T
without the need of a marine spread or
mobilizing multiple vessels is in our view a cost
reducing exercise. The MAU will be available to
all parties involved within the
P&A/decommissioning and wind installation
market. Discussions are well underway with
potential clients recognizing the efficiency of this
unit,” says Mr. Léon Overdulve, CEO of OOS
International. OOS Energy is actively working on
finalizing the equipment packages and in final
discussions with shipyards for the construction of
two units with an expected availability in Q4-
2020 and Q1-2021. The first unit is to be named
LUCTOR ET EMERGO
Bridlington Welcomes New Lifeboat
Bridlington welcomeD its new Shannon class lifeboat Sunday 12 November It is the first new lifeboat for the town in 29 years,
and darrived at the bay at around 12.30pm from Scarborough. It's made its way up from Poole last week and had Coxswain

Stuart Tibbert at the helm and crew members Grant Walkington and Chris Brompton. This is significant because the last time
Bridlington got a new lifeboat, the Mersey Class in November 1988, Grant and Chris' fathers, Fred and Andy, were on board.
The new Shannon-class will be named 'ANTHONY PATRICK
JONES.' Andy Brompton is the Deputy Launching Authority at
Bridlington Lifeboat Station, he said: "We're immensely proud
to have the name of a local donor on our boat and it gives it
that closer feeling to the crew and the town. Sadly it's come
about because Antony had an operation that went wrong and
he later died. But the money has come from a legacy that he
left to us. Chris is quite pleased at being o-board for the
arrival and I would imagine Grant will be the same.
Lifeboating throughout the county is a family thing and you
will find that on this station, we have two sets of brothers on
it and in the past, I can remember when we had five fathers
and sons on the station. So it is a thing that goes from
generation to generation." The new vessel arrived safely in
Scarborough Harbour on Saturday evening ahead of it's
journey to Bridlington. Source: Yorkshirecoast radio
KTK Tug LIMA II standby on the aft of Holland America Line’s ZUIDERDAM in Willemstad, Curacao
Photo: Willem Evertsz (c)
Helm Operations attending Pacific Marine Expo in
Seattle, WA
Helm Operations will demonstrate components of its latest Helm CONNECT Inventory product at 2017 Pacific Marine Exposition
(PMX) November 16th to 18th at Centurylink Field Event Centre. The PMX tradeshow is the perfect event to introduce the
software’s powerful functionality. Come by and visit Helm Operations at booth,1046 and play the Helm CONNECT Inventory
game and win Helm collectible swag. Helm CONNECT Inventory is a powerful system to track part and component inventories
across your assets, manage part usage and make request tracking easier. Chrystie Benson, Account Executive at Helm

Operations says, ”Helm CONNECT Inventory provides seamless visibility to both onboard and shoreside crew members into their
inventory quantities, when they were last updated, how were they last updated, as well as the ability to transfer parts between
assets and warehouse” Since 1999, Helm Operations (formerly Edoc Systems Group) has been developing operations software
for the commercial maritime industry. Helm CONNECT is the flagship product of Helm Operations. Whether it is managing
safety and compliance, maintenance, inventory, billing, or jobs, Helm CONNECT gives you the information you need to do your
job more efficiently. It is the workboat industry’s first software designed through user experience principles, which makes it
intuitive for use by everyone in a workboat company, from the crew right to the CEO. Helm Operations serves 18 countries
worldwide with more than 1800 vessels. Some of the largest and most respected workboat companies in the world, including
Crowley, SVITZER A/S, Kirby, Ingram Barge, ARTCO, McAllister, SAAM SMIT, Florida Marine Transporters and Blessey Marine
use Helm CONNECT.
The OCEAN MAJESTY inbound at Las Palmas Photo : Alan Soutar (c)

WinGD X-DF Engines Power CMA CGM’s Record
Containerships
As the latest high point in an unbroken run of prestige
contracts for its low-speed X-DF dual-fuel engines with
low-pressure gas admission, Winterthur Gas & Diesel Ltd
(WinGD) is pleased to announce that French shipping
line CMA CGM, based in Marseille, has chosen WinGD’s
largest, 92 cm bore, dual-fuel low-speed engine to
power what are presently the largest containerships ever
ordered.
The 12-cylinder X92DF engines (12X92DF) will power a
series of nine “mega” containerships, each with a record
capacity of 22,000 TEU. The vessels ordered by CMA
CGM will be built at the yards of Hudong-Zhonghua
Shipbuilding (Group) Co., Ltd. and Shanghai Waigaoqiao
Shipbuilding Co., Ltd. They are due to enter service in
2020 on routes between Asia and Europe and are
designed to have the potential to sail complete Asia-to-
Europe voyages on liquefied natural gas (LNG). The
12X92DF engines will be rated 63,840 kW at 80 rpm,
making them the most powerful gas and dual-fuel
engines ever built.
Beyond leveraging the operating economy and reliability
of WinGD’s X-DF engines, with this futuristic move CMA
CGM is endorsing the outstanding performance of
WinGD’s dual-fuel engines with low-pressure gas
admission as a way of addressing existing and upcoming
regulations from the International Maritime Organization.
“Given the low NOx emissions of dual-fuel engines using lean burn combustion and the extremely low sulphur content of
natural gas, by choosing our X-DF engines and LNG, CMA CGM is automatically complying with all existing and future emissions
regulations,” says Volkmar Galke, General Manager of Sales at WinGD. For CMA CGM, Ludovic Gérard, Vice President of Owned
Fleet comments: “With this move to LNG energy, CMA CGM is moving ahead for a greener shipping. We selected WinGD
engines for the main propulsion on the grounds of their experience in dual-fuel engines and our positive feedback on the two-
stroke Generation X engines”. The regulations already met by the WinGD X-DF dual-fuel engines include the Iimits on NOx in
Emission Control Areas (ECAs) imposed by IMO Tier III and the 0.5% limit on sulphur in fuel which will be introduced in 2020,
as well as possible limits on particulates. “The built-in efficiency of our lean-burn dual-fuel engines is also complemented by the
favourable ratio of carbon-to-hydrogen in methane – the main constituent of natural gas – which mean that our X-DF engines
are already low emitters of CO2 compared to liquid fuelled engines,” Galke continues. “Our X-DF engines are thus an excellent
starting point for playing a full part in achieving the 30% improvement in overall vessel efficiency up to 2025 specified by the
IMO’s Energy Efficiency Design Index (EEDI).” Looking at the overall Total Cost of Ownership (TCO) of the new vessels, as well
as operating expenditure (OPEX), capital expenditure (CAPEX) is also reduced because the emissions levels of WinGD X-DF
engines are achieved without the need to install exhaust gas after treatment systems, and by the application of the low-
pressure gas admission feature of the X-DF engines, which uses less expensive, more energy-efficient gaseous fuel compression
equipment compared with low-speed dual-fuel engines requiring high pressure gas injection. In addition, WinGD’s Generation X
engines feature a series of designed-in measures which target increased ease-of-maintenance. It is these aspects that have
helped WinGD substantially increase its market share since the introduction of its new diesel and dual-fuel engines. WinGD has
so far received more than 75 orders for X-DF engines since their introduction to the market at the end of 2013. Besides being
popular for application in LNG carriers for main propulsion, the number of orders received for cargo ships operating on LNG has
increased substantially in 2017, with over 25 engine orders received in the year to date.
X-DF technology: environmental compatibility and economy
To address demand for low-speed dual-fuel engines, WinGD has further developed for its two-stroke engines the lean burn Otto
combustion process with low-pressure gas admission and micro-pilot ignition which is the global standard technology on
medium speed dual-fuel engines.

WinGD’s low-pressure dual-fuel technology is offered on all Generation X engines. It enables the very stable combustion, high
fuel efficiency and low noxious and greenhouse gas emissions typical of lean burn gas combustion. X-DF engines comply with
IMO Tier III limits on NOx in gas mode and IMO Tier II in liquid fuel mode, both without EGR or SCR. With liquid fuel
consumption for pilot ignition below 1% of total heat release and the very low sulphur content of LNG, WinGD also sees X-DF
technology as the ideal solution to the 0.5% global cap on sulphur in marine fuels proposed for 1st January 2020. X-DF engines
also fulfil WinGD’s target of lower capital expenditure (CAPEX) and operating expenditure (OPEX). Complementing the
designed-in low maintenance of Generation X engines, low-pressure gas admission considerably reduces CAPEX and OPEX
associated with the high-pressure gas compression and supply equipment needed on low-speed engines with high pressure gas
injection.
De Nieuwe Wildernis 2 speelt in de havens van
Moerdijk en Rotterdam
De havens van Rotterdam en Moerdijk
vormen het decor voor De Nieuwe
Wildernis 2 – Wild Port of Europe.
Deze natuurfilm verschijnt in 2020 in
de bioscoop en is de opvolger van de
meest succesvolle Nederlandse
natuurfilm tot nu toe: De Nieuwe
Wildernis (2013; Gouden Kalf voor
Beste film; 700.000 bezoekers).
De nieuwe bioscoopfilm is een
coproductie van EMS FILMS en
Veldkijker.
Friday November 11th tower 83 was
official opened for public visitors; they
can have a perfect view of the vessels
in the Caland Canal near Rozenburg.
In the picture you see one of the
Harbour Friends of Rotterdam.
Photo : Arie van Oudheusden ©
De Nieuwe Wildernis 2 – Wild Port of
Europe vertelt het verhaal van de
onverwachte rijkdom, veerkracht en
dynamiek van de natuur in het grootste en drukste transport- en industriegebied van Europa. Het speelt zich af binnen twee
werelden die onverenigbaar lijken: de wereld van zware industrie en groots transport aan de ene kant en die van de vrije en

spontane natuur aan de andere kant. De film laat zien hoe de natuur zich in dit economische hart van Nederland - tegen alle
verwachtingen in – even zo dynamisch ontwikkelt als de menselijke bedrijvigheid.
Natuurgebied versus industriegebied
Het decor van de eerste film, De Nieuwe Wildernis, was een gebied dat oorspronkelijk was bestemd voor industrie. Doordat het
ongemoeid werd gelaten, groeide het - bijna onbedoeld - uit tot een van de rijkste natuurgebieden in Europa en een wereldwijd
voorbeeld van Rewilding.
Voor De Nieuwe Wildernis 2 – Wild Port of Europe kiezen de makers juist voor een omgeving die bewust volledig tot
industriegebied is ontwikkeld: de havens van Rotterdam en Moerdijk, en omliggende industriegebieden. Hier ontwikkelt de
natuur zich spontaan tot een bijzonder dynamisch ecosysteem.
(Re-)cycle of life
De levenscyclus van planten en dieren in de Poort van Europa kent een onverwachte, extra dimensie. Hier gaat immers alles
voortdurend op de schop. Hun leefomgeving wordt voortdurend omgevormd en hergebruikt. Niets blijft bij het oude. De
‘traditionele’ cycle-of-life verandert in een Re-cycle of life. Letterlijk en figuurlijk!
Deze dynamiek stelt bijzondere eisen aan de bewoners en vraagt om durf, pioniersgeest en een enorm aanpassingsvermogen.
Sommige soorten blijken daar verrassend goed in te zijn! De Nieuwe Wildernis 2 – Wild Port of Europe vertelt hun verhaal.
Samenwerking met havenbedrijven
De havenbedrijven van Rotterdam en Moerdijk verlenen hun medewerking aan deze film, want die past uitstekend in hun
“streven naar het toevoegen van economische en maatschappelijke waarden en het realiseren van duurzame groei”, zegt
Ronald Paul, COO van het Havenbedrijf Rotterdam. “De beheerders van het Havenbedrijf besteden veel aandacht aan de flora
en fauna van het haven- en industriegebied. We hebben er vertrouwen in dat de film laat zien hoe natuur en industrie in de
haven samengaan."
The OOCL UNITED KINGDOM inbound for Rotterdam-Europoort during her maiden voyage Photo : Marcel Coster (c)
MacGregor celebrates opening of its Head office in
Singapore

MacGregor, part of Cargotec, announced plans in September to establish its Head office in Singapore and ending a period of
more than three years of having operated with a virtual head office. To celebrate the opening of the Singapore head office,
MacGregor held a ribbon cutting ceremony on 1 November 2017 with invited guests including Paula Parviainen, Finnish
Ambassador in Singapore, Margriet Vonno, Dutch Ambassador in Singapore, Tan Kong Hwee, member of the Economic
Development Board of Singapore (EDB) and customers. "Cargotec aims to be a leader in intelligent cargo handling, serving
logistics industries with its three business areas. The maritime industry landscape has changed and we have seen
consolidations, increasing benefits of digitalisation and strong changes in the market environment," says Mika Vehviläinen, CEO,
Cargotec. "For MacGregor this is an exciting and important opportunity. The future growth of the shipping and consumer
logistics is happening more and more in Asia. Therefore, it is very important to be close to the leading market and we are proud
to have the home for MacGregor head office in Singapore. There are many good reasons for the decision, but the main driver is
innovation and being close to the source and capabilities Singapore can offer in that respect." "Although MacGregor roots go
back to 1751 in Norway with the Pusnes brand, this year marks the 80th anniversary for the MacGregor brand. This serves to
remind us how far we have come as a company. We have moved forward from our Nordic roots to Asia, close to our many
Asian customers and new innovation opportunities," says Michel van Roozendaal, President, MacGregor. "We continue to serve
our customers globally with our extensive presence in more than 30 countries. Singapore is a good location being in the
crossroads of Europe and Asia and offers us a stable home in our journey forward".
Offshore architects diversify and look to new roles
for existing designs
Offshore architects diversify and look to new roles for existing designs
The dearth of demand for offshore vessels has seen well-known designers such as Vard turn to new markets such as expedition
vessels and passenger ships Naval architects who used to rely on the offshore market for much of their work continue to
diversify and look beyond domestic markets – they are also proposing conversions for vessels they designed and built only a
few years ago Among the well known designers of offshore vessels looking beyond their usual geographic horizon is OSD-IMT
in Europe, which has entered into an agreement with Gibbs & Cox in the US to offer vessel designs to commercial customers in
US market. OSD-IMT has a proven portfolio of a wide range of designs including vessels for the offshore, renewable energy,
passenger transport, fishing, oceanographic research and general cargo markets. More than 160 OSD-IMT-designed vessels are
in service worldwide. Under the partnership, Gibbs & Cox and OSD-IMT will offer an expansive range of designs that are
efficient to operate, maintain and construct. Gibbs & Cox president and chief executive Chris Deegan said “We are delighted to
enter into this synergistic partnership. OSD-IMT is a recognised leader in commercial vessel design outside the US with a
diversified portfolio of vessels that have been constructed worldwide. “Gibbs & Cox has had over nine decades of designing
vessels in the US, with particular experience in detail and production design of vessels constructed at US shipyards. The
commercial market demands proven vessel designs that are efficient to build, operate and maintain. “Shipyards demand
designs that are straightforward to construct based on a design package optimised to their facilities. Together with OSD-IMT,
we can satisfy these requests to US customers on a broader range of vessel types than before.” OSD-IMT’s managing director
Neil Patterson said the company was excited about the trans-Atlantic partnership and looked forward to working with Gibbs &
Cox to deliver what he described as “competitive and producible designs” to the US market. Mr Patterson said “Gibbs & Cox’s
reputation and knowledge of the US market complements our own capabilities and experience demonstrated in markets outside
the US. As the largest independent US naval architectural firm, Gibbs & Cox offers the resource depth and processes to
competitively execute any size project on schedule.” Diversification continues to underscore the strategy adopted by Vard,
which used to build large numbers of offshore support vessels at its yards in Norway. In a statement about its Q3 results, Vard
said it plans to continue to diversify its suite of product offerings and identify new opportunities in areas such as the expedition
cruise vessel market and the fisheries and aquaculture sector, through focus on design and innovation. Vard is not without
recent offshore orders, however, having been awarded a contract for the design of a cablelay vessel for Kokusai Cable Ship Co
Ltd in Japan. The Vard 9 01 design is tailor-made for efficient installation and repair of subsea telecom cables and will also be
able to work in the expanding power cable installation market by incorporating a high-capacity below-deck cable carousel.
“Whilst the offshore market remains challenging, there are signs of a long-term recovery in the broader oil and gas industry,”
Vard said. “However, there are still inherent risks in the group’s current offshore project portfolio, which the management works
to mitigate“Looking ahead, while the workload at the shipyards remains volatile and varies by geography, the arrival of cruise
vessel hulls and other projects from Romania will result in an improvement in yard utilisation in Norway.” Vard’s chief executive
officer and executive director said “As our diversification strategies are beginning to bear fruit, Vard continues to strengthen its
business operations through the efficient management of workload across the different shipyards and leverages on its track
record in design and innovation. “Apart from looking at new, sustainable opportunities to expand our project portfolio in other
vessel segments, we are continuously exploring ways to diversify our service offering and tap into other business leads in the
offshore and marine industries such as repair and maintenance.”The group’s shipyards in Norway are still suffering from low

levels of utilisation whilst they prepare for the arrival of hulls currently under construction in Romania. However, newbuilding
activity is being supplemented by conversion, repair and maintenance work on a broad range of vessels, including coast guard,
fisheries and some offshore vessels.
Another well known Norwegian designer and builder, Ulstein Group, has developed what it describes as new-life solutions for
the medium-sized PX121 platform supply vessels (PSVs) it designed. A number of offshore vessel owners ordered ships based
on the design. The new-life concept capitalises on what Ulstein called the “inherent strength of the vessel’s solid platform”. One
option is the conversion of the PX121 into a service operation vessel (SOV) for the offshore wind industry; another is conversion
into a flexible inspection, maintenance and repair (IMR) vessel for the subsea market. “This is the time to consider
repositioning PSVs to a new life in a new market segment with an attractive cost base and short conversion time. The market in
renewables is bustling, and there is a constant need for inspection, maintenance and repair of subsea installations, both in
offshore wind and offshore oil and gas,” the company told OSJ. “A well thought through conversion can mean a new lease of
life.” The company says a PX121 could be converted into an SOV by upgrading the accommodation to 90 and installing a walk-
to-work gangway with adjustable pedestal and integrated elevator, a workboat and lifeboats. The upgrade would include
storage capacity for containers and for workshops. The company said it has also done a lot of work on how to ensure that a
converted PX121 re-roled as an SOV would have efficient workflow and onboard logistics, which are key to the operation of
SOVs. A PX121 could be transformed into an IMR vessel by installing extra accommodation, for a total of 60, and optional
lifeboats. With a 60-tonne crane and up to 700 m2 work deck, the vessel could take on IMR assignments worldwide, Ulstein
suggested. One of the latest designs from Marin Teknikk is Maersk Supply Service’s new Stingray-class subsea support vessels.
This particular firm of naval architects has long designed subsea and light construction vessels for the offshore industry, but it
has had to diversify into related fields, an outstanding example being Nujoma, said to be the world’s largest and most advanced
diamond exploration and sampling vessel, which recently started exploring for diamond deposits in Namibian waters.
Constructed by Kleven shipyard in Ulsteinvik, Norway, to the MT 6022 design from Marin Teknikk and fitted with its subsea
sampling system, De Beers’ new mining vessel enables Debmarine Namibia, a 50/50 joint venture between the Government of
the Republic of Namibia and De Beers Group, to explore diamond deposits and secure diamond supply in the country. The
highly specialised and technologically advanced diamond exploration and sampling vessel is the sixth ship in the Debmarine
Namibia fleet. (It is named after Namibia’s founding president Dr Sam Nujoma. Being based on Marin Teknikk’s MT 6022
design, the basic design of the vessel is already well proven in the offshore construction vessel segment, but the newbuild for
De Beers will include a wide range of tailor-made equipment and features, highlighting the Norwegian designer’s ability to tailor
vessels to meet the specific requirements of its customers Contracts to design new offshore vessels have not completely dried
up but are very few and far between. Among those that have been developed is a new cablelay vessel that will be built at
Uljanik shipyard in Croatia to a design from Skipsteknisk in Norway. The vessel is designed for installation of HVDC and HVAC
cable systems, even in severe weather conditions. It will be capable of installing Nexans’ complete submarine product range
and will have a 10,000-tonne capacity turntable. The Skipsteknisk-designed unit will have a high level of redundancy and
dynamic positioning class 3 and is due to be delivered by Q3 2020. October 2017 saw Royal IHC in the Netherlands confirmed
as the designer of Subsea 7’s new reel-lay vessel. The innovative vessel will be capable of installing complex rigid flowlines
including pipe-in-pipe systems. The designer/shipbuilder said that, in close co-operation with Subsea 7, IHC has incorporated
several innovative features to make this “the most technologically advanced vessel to date”. Delivery of the vessel is planned
for early 2020. Royal IHC chief executive Dave Vander Heyde said “Based on the ratio between top pipe tension and payload to
displacement, this will be one of the most cost-effective vessels to enter the market.” The vessel’s compact dimensions are
facilitated by the positioning of its three enginerooms and main reel, efficient use of the superstructure and low-profile pipelay
ramp. The smart use of space opens a large aft working deck, while the optimised mass distribution minimises the ballast water
requirement.
With model tank testing already having been performed, Subsea 7 can be confident that it will receive a vessel from IHC that
excels in performance, both in transit and in DP conditions, and provides maximum comfort for the crew. The design of the
reel-lay system focuses on operational efficiency and flexibility, alongside crew safety. The twin tensioner pipelay ramp tilts to
allow pipeline installation from shallow waters to depths of up to 3,000 m. The large multilevel workstation optimises the
efficiency of operations in and around the firing line, while a fixed auxiliary reel, recessed into the main deck, gives payload
flexibility. Salt Ship Design in Norway is an established designer of a range of offshore vessels, but of late has diversified into
designing live fish carriers and large pelagic trawlers. Soon to be delivered is one of the latest offshore designs from the
company, an SOV for Louis Dreyfus Armateurs (LDA). Being built by Cemre Shipyard in Turkey, LDA’s new vessel is the subject
of a long-term contract with Dong Energy. It will operate on four offshore windfarms off the German coast – Borkum Riffgrund
1 and 2 and Gode Wind 1 and 2 – providing a base for windfarm technicians. Due to be delivered by the Turkish yard in Q4
2018, the 83.0 m vessel has a beam of 19.4 m and will be equipped with a dynamic motion compensated gangway with what
Salt Ship Design describes as “a unique onboard logistic solution”. LDA worked closely with Salt Ship Design to develop a vessel
tailored for the needs of the offshore wind industry. “This has resulted in a very purpose-driven SOV,” said the Norwegian naval
architect. A spokesperson for Salt Ship Design said that the design departs from convention for offshore support vessels by

focusing on enhanced operability and efficient logistics of the type required in the offshore wind industry. “The contract is an
important milestone for us because the renewables industry is becoming an increasingly important market,” Salt Ship Design
said.As recently highlighted by OSJ, another well known designer/builder, Damen, is also looking at new markets and believes it
has identified a niche for long-range crew transfer vessels that can compete with helicopters. The result is a super-slender
hullform with motion compensation system and a specially designed offshore access system.
Damen’s FCS 7011, is intended to provide a broad range of marine access solutions for sea states of up to 3.0 Hs. It is able to
land personnel on platforms and floating production units up to a landing height of 20 m whilst providing a fast and comfortable
crew change solution. The company said detailed cost analysis has shown that among other potential applications the FCS 7011
is ideal for transfers in the Gulf of Mexico, Brazil, Nigeria, Cameroon and other countries offshore West Africa, along with
emerging markets such as Guyana, where ExxonMobil needs to put together a logistics solution for its Liza developments.
Source : Offshore Support Journal
Due to travelling later this week for 14 days
days including visiting the workboat show in
New Orleans the newsclippings may reach you
irregularly in this period
The 2012 delivered 366 mtr long and 48 mtr width JEBEL ALI handling boxes at theEuromax Terminal,Yangtzekanaal
,Rotterdam Photo : Krijn Hamelink (c)
11 ships ordered by MSC are now believed to be
bigger at 23,000 TEU

MSC's jaw dropping order for 11 mega containerships from South Korea's Samsung Heavy Industries and Daewoo Shipbuilding
& Marine Engineering are now believed by Alphaliner to be able to carry 23,356 TEU, making them larger than originally
expected as they were initially reported to have a capacity of 22,000 TEU. The ships are thought to be one row wider than the
existing largest boxships with a length of 402 metre and a breadth of 61.4 metres. They feature a length of 24 container bays,
a breadth of 24 deck rows, a height of 24 container tiers - 12 in the holds and 12 on deck, leading Alphaliner to christen this
ship type the Megamax-24, reported Singapore's Splash 247. The 11 ships will be deployed on the Asia-Europe tradelane and
are expected to be delivered in two years time. Alphaliner estimates MSC's ships will be 500 TEU larger than the ships just
ordered by rival CMA CGM. The French shipping line selected LNG-fuelled boxships that are to be built in Shanghai, whereas
MSC has opted for scrubbers. The gas-powered ships are likely to have a capacity of 22,852 TEU. "The 504 TEU difference is a
rough estimate and it is based on the assumption that half a hold - or one 40-foot bay - will have to be ' source: Schednet
The FREEWINDS moored in Oranjestad, Aruba. The FREEWINDS is a cruise ship operated owned by San Donato Properties,
which is a company affiliated with the Church of Scientology and was built in 1968 in Finland; Photo : Anko Staas ©
Kidsproof Award 2017 naar het Nationaal
Reddingsmuseum
Wat zijn de leukste Nederlandse musea volgens kinderen? 4000
Museuminspecteurs tot 12 jaar oud hebben 44 musea de stempel ‘Kidsproof’
gegeven, voor iedere provincie een favoriet gekozen en tevens een landelijke
winnaar benoemd. Uit handen van minister Van Engelshoven heeft het Nationaal
Reddingmuseum Dorus Rijkers de Kidsproof Award 2018 gekregen. Een van de
jonge inspecteurs zei over het museum: “Je mag zelf schepen besturen, mensen
redden op de computer en in de windturbine voel je een échte storm.”
Het Nationaal Reddingsmuseum Dorus Rijkers in Den Helder (Noord-
Holland) viel dubbel in de prijzen omdat het met een cijfer van 9,19 als zowel
provincie- als landelijke winnaar is uitgeroepen. De overige provinciewinnaars
zijn:
– Drenthe: Nationaal Gevangenismuseum (9,02)
– Noord-Brabant: PreHistorisch Dorp (8,90)
– Overijssel: Natura Docet Wonderryck Twente (8,87)
– Zeeland: Zeeuws Museum (8,83)
– Gelderland: Nederlands Openluchtmuseum (8,79)
– Zuid-Holland: Naturalis (8,78)
– Flevoland: Aviodrome ((8,78)
– Limburg: Continium Discovery Center (8,77)
– Utrecht: Spoorwegmuseum (8,60)
– Friesland: Natuurmuseum Fryslân
Openluchtmuseum Het Hoogeland (9,20) in Groningen heeft een eervolle vermelding gekregen. Een museum moet minimaal 40
‘inspecties’ hebben ontvangen en een cijfer van gemiddeld een 7,50 krijgen om zich kidsproof te mogen noemen. Hoewel het

Groningse museum door de bezoekers met hoge cijfers wordt gewaardeerd heeft het niet genoeg inspecties gekregen voor de
titel.
Museuminspecteur van het Jaar
Lente uit Enschede kreeg ook een prijs van de minister, zij werd uitgeroepen tot ‘Museuminspecteur van het Jaar’ omdat
ze veel kwalitatieve inspecties heeft achtergelaten op museumkids.nl.
Museumeducatie Prijs
Dit weekend werd ook de Museumeducatie Prijs uitgereikt, deze ging naar het Verwonderpaspoort van Naturalis. De Kunsthal
Rotterdam kreeg de aanmoedigingsprijs voor ‘Kijk ze Kijken’.
The MILAN MAERSK inbound Rotterdam-Europoort heading for the Amazone harbour Photo : Jan Oosterboer (c)
Cash rich Greek shipowners have $15.2bn in
newbuilds on order
Renewal of the Greek fleet continues at pace as cash rich owners continue to build ships and buy ships.
A survey by Naftiliaki Greek Shipping Review of the Greek orderbook has revealed 237 ships of some 23.8m dwt were on order
for 59 Greek companies, at the beginning of October. Tanker orders led the way with 105 vessels. There were 64 bulk carriers,
12 LPGs, 18 LNGs, two liquid ethylene gas carriers, 21 container ships, 12 offshore supply vessels and three drilling rigs
contracted. In the first nine months of the year, 86 ships were contracted, lifting Greece back to the top of global newbuilding
activity. Further, a number of multiple-ship contracts are at the letter of intent (LoI) stage including one for up to eight 82,000
dwt bulkers for Golden Union and one for two 208,000 dwt newcastlemaxes for Angelicoussis' interests. The research also
found a number of deals reported as being done, were in fact not cemented. With over $100bn invested in new ships over the
past decade, the orderbook at the beginning of October was valued at $15.2bn, second to Japan’s $20.1bn and ahead of
China’s $15bn. Indeed, the lack of newbuilding finance has played into the hands of the cash rich and has seen a flurry of
orders this year from Greece, ship valuation platform VesselsValue told the survey. Further, while the major, well known names
still dominate, a number of less well known names are building ships. Further, the Greek orderbook is perhaps one of the best
examples of how the rate of ordering new ships has changed in recent years. At the beginning of October 2011, a similar
review of the Greek orderbook showed some 124 companies had 481 ships of 44.4m dwt on order, with bulk carriers
accounting for over half the orderbook, 277 vessels of 23m dwt. There were also 114 tanker of 16m dwt on order. The same
month in 2013, found 83 Greek companies building 390 ships of 32m dwt with bulkers still leading the way (162 ships) but wet
ships and gas carriers accounted for 170 ships in all – 96 tankers, 26 LPGs and 48 LNGs. Forty eight container ships were also

on order. The fleet renewal is not confined to new ships. Greek shipowners are also the most active players in the secondhand
market adding near 260 vessels to their fleets so far this year, at an outlay of over $4bn. This investment is double the next
biggest buyer China, 190 ships for just on $2bn. At the same time, some 170 trading ships have been sold reaping near $2.2bn
for their Greek sellers ahead of German owners who have been forced to retrench having also sold around 170 trading ships
raising $2.1bn. Greek owners have also withdrawn more ships from a crowded marketplace than any other national group,
scrapping 60 units of 3.5m dwt, ahead of Singapore-based owners who have scrapped around 40 ships of 1.34m dwt. Source :
Seatrade Maritime News
PE-backed Seven Islands Shipping gets SEBI nod
for IPO
By Ankit Doshi
India’s third-largest liquid seaborne logistics company Seven Islands Shipping Ltd, which counts private equity firm Wayzata
Investment Partners among its backers, has received the Securities and Exchange Board of India’s (SEBI) nod to float an initial
public offering (IPO). Mumbai-based Seven Islands, which received regulatory approval on 10 November, is the 40th company
to receive SEBI’s approval for a public listing this year. It filed its draft prospectus with SEBI on 29 September.
The public issue will comprise a fresh issue of shares worth Rs 200 crore, besides a secondary market sale of shares worth Rs
250 crore by Wayzata and the company’s promoters, according to the draft prospectus. Wayzata has so far invested $80 million
in the company, according to VCCEdge, the data research arm of VCCircle. It currently holds 19.3% in the seaborne logistics
firm, and will make a partial exit through the IPO. Seven Islands’ promoters Thomas Wilfred Pinto and Leena Metylda Pinto,
who own 63% and 10.6% in the company, respectively, will also sell part of their holdings.
Edelweiss is the sole merchant banker managing the IPO.
Seven Islands Shipping
The company transports crude oil and related products such as white oils, black oils, and lube oils, apart from liquid chemicals.
All its 12 vessels are registered in India, and operate as Indian-owned vessels. As opposed to Indian-owned but foreign-flagged
vessels, these have the first right of refusal in any tender by an Indian company for transposition of oil and other liquids.
Of the IPO proceeds, the company plans to spend Rs 184.05 crore on purchasing a very large crude carrier (VLCC) on the
secondary market. It will also spend part of the proceeds for general corporate purposes. The company will not receive any
proceeds from the offer-for-sale by shareholders. Seven Islands primarily operates along the Indian coast, in the Arabian Gulf
and Southeast Asia. It counts Indian Oil Corp Ltd, Hindustan Petroleum Corp Ltd and Bharat Petroleum Oil Corp Ltd among its
key customers. Seven Islands, incorporated in May 2002, began operations with a single vessel and a total deadweight capacity
of 6,009 tonnes in fiscal 2003. It currently owns and operates 12 vessels with a total deadweight capacity of 900,558 tonnes.
Its fleet includes two small vessels, seven medium-range vessels, two Suezmax vessels and one VLCC. The company reported a
consolidated net profit of Rs 106.97 crore for FY17 on a revenue (from operations) of Rs 381.39 crore. Revenue stood at Rs
295.04 crore in FY16 and Rs 158.32 crore in FY15, seeing compounded annual growth of 55.2% over the three years. Net profit
has risen at a compounded annual rate of 56.5% over the same period. It stood at Rs 94.25 crore in FY16 and Rs 43.7 crore in
the year prior. Source : VCcircle
Rise in US rigs to be negative on oil prices
Opec likely to extend production cut agreement to keep oil prices higher
By : Fareed Rahman, Senior Reporter
The rise in the number of US oil rigs is expected to be negative on oil prices and this development will put pressure on Opec
member countries to extend the production agreement beyond March next year to keep oil prices high, analysts said on Sunday
According to energy services firm Baker Hughes, US rig count is up nine from last week to 907, with oil rigs up 9 to 738, and
gas rigs unchanged at 169.US rig count is up 339 rigs from last year’s count of 568, with oil rigs going up by 286 and gas rigs
by 54, the latest data shows.Brent futures fell 0.6 per cent or 41 cents, at $63.52 (Dh233.12) per barrel, while US crude West
Texas Intermediate was down 0.75 per cent at $56.74 per barrel when markets closed on Friday. “When they see high oil price,
it gives the US an incentive to invest in more rigs and more production so that has a more downward effect on the price and
that reinforces Opec’s intent to extend the cuts because it sees the prospect of oversupply more likely in the market,” Jaafar
Altaie, managing director at Dubai based Manaar Energy Consulting told Gulf News over phone. According to him, Opec would
rather see lose some market share due to higher US production than see a price go below a certain range. “At this point of
time, most Opec members are not politically confident enough to sustain a low oil price in the short term. They want higher oil
prices to sustain their economies.” Francisco Quintana, head of strategy at Foresight Advisors expects extension of the Opec
agreement until at least September 2018. If Opec does not deliver, prices will fall more than 10 per cent, he told Gulf News by

email. Opec will meet in Vienna on November 30 to take a decision on the extension of the output cut deal. Source : Gulf
News
Boskalis plans counter-cyclical investment in
subsea market – to acquire another DSV
by David Foxwell
Boskalis CONSTRUCTOR – Photo : Jan van Vuuren (c)
Boskalis, which has transitioned from being a pure-play dredging company into a diversified offshore operator in recent years,
is planning to venture further into the subsea vessel market, and is hoping to acquire a dive support ship. In an update about
its current situation, the company noted that an objective stated in its corporate business plan 2017-2019 is to strengthen the
group’s market position in subsea services. “In a persistently challenging market there tends to be interesting opportunities for
anti-cyclical investments in companies or equipment that will result in Boskalis being well-positioned when end-markets recover
again,” the company said. “In mid-August Boskalis took a first step in this direction with the acquisition of subsea survey
specialist Gardline. “In addition, Boskalis recently acquired the dive support vessel (DSV) CONSTRUCTOR for around €40M
(US$47M). Boskalis recently exercised an option on this leased vessel to acquire it and said it is in advanced stages of
negotiation for the acquisition of a modern, high-end DSV. Earlier this year the company was linked with dive support vessel
owner Bibby Offshore, and was said to be talking directly to Bibby Offshore’s bondholders. Source : Offshore Support
Journal
Oil prices remain steady on Middle East tensions
Oil prices have remained stable amid ongoing tensions in the Middle East, along with the significant addition of US oil rigs that
suggests a further possibility for an increase in output. Brent crude futures were trading at $63.55 per barrel, gaining 3 cents

from the last close, while the US West Texas Intermediate (WTI) crude climbed 5 cents to touch $56.79 a barrel, reported
Reuters The market received support from the ongoing OPEC-led production curbs that resulted in significant decline in the
global oil glut. Consultancy Timera Energy told the news agency: “If current trends continue, inventories are likely to return to
the five-year average at some stage in 2018.” “If current trends continue, inventories are likely to return to the five-year
average at some stage in 2018.” On the supply side, traders anticipate fresh disruptions due to increasing political tension
between Bahrain and Iran in the Middle East. Bahrain accused Iran of being partly responsible for an explosion at its main oil
pipeline that temporarily stopped oil supplies from Saudi Arabia. However, Iran rejected any form of involvement in the
incident. Energy services firm Baker Hughes reported that US drillers added nine oil rigs in the week ending 10 November, the
highest increase since June. The addition brought the total number of operating oil rigs in the US to 738, significantly higher
than 452 active rigs a year ago. The oil production in the US also increased by more than 14% in the last one year to touch
9.62 million barrels a day. Source : Offshore Technology
Japan's JERA imports first LNG cargo shipped from
Chevron's Wheatstone site
Japan’s JERA Co, the fuel-buying joint venture of Tokyo Electric Power and Chubu Electric Power, said it received the first
liquefied natural gas (LNG) cargo shipped from Chevron’s Wheatstone project in Australia. The tanker “Asia Venture,” carrying
about 70,000 tonnes of LNG, arrived on Sunday at Tokyo Electric Power’s Futtsu LNG terminal in Chiba prefecture on Tokyo
Bay, said a spokesman for JERA, the world’s biggest LNG buyer, on Monday. Chevron said last month that the Wheatstone LNG
project, which started production in early October, shipped its first cargo to JERA. JERA has contracts to buy 5.2 million tonnes
per year of LNG from the Wheatstone project. Wheatstone has two units, which at full capacity will supply 8.9 million metric
tonnes of LNG a year to customers in Asia. After the second train starts up in 2018, JERA will receive around six LNG cargoes
per month from the project, a company official said. Source : Reuters Reporting by Osamu Tsukimori; Editing by
Christian Schmollinger
Log-In adds ships as cabotage competition
intensifies
By : Rob Ward, Brazil Special Correspondent
Brazil’s last surviving container carrier, Log-In Logistica, is splashing out on a new container ship as it attempts to survive
growing compeition against rivals linked to top international carriers CMA CGM and Maersk Line.
Log-In has purchased a 2,700 TEU vessel at a cost of $28.5 million from Guangzhou Wenchong Shipyard in China for delivery in
April 2019, following on the June purchase of a separate 2,700 TEU unit, the Resiliente. Both orders are meant to help it
compete against CMA CGM’s Mercosul Line, acquired from Maersk as part of its acquisition of Hamburg Süd, and Aliança
Navegação, a unit of Hamburg Süd now under Maersk’s control. “Log-In faces fierce competition in Brazilian cabotage and east
coast of South America [ECSA] container services,” said Armando Friegedo Rodrigues, a shipping consultant based in Log-In’s
hometown of Rio de Janeiro. The orders are a sign that Log-In is doing its best to survive in a tough market against well-
resourced rivals, he said. Without Log-In, Brazilian cabotage services would become a duopoly. “What Log-In is doing now is to
try and use the same weapons employed by the competition — import new vessels at the lowest possible prices, pay all taxes
— and then try and struggle to make some money carrying their boxes.” Brazilian tax regulations incentivize the purchase of

domestically produced ships, but Log-In’s efforts to add to its fleet with Brazilian-made vessels over the past decade devolved
into obfuscations, delays, and eventual heavy losses stemming from the collapse of the EISA shipyard, where Log-in had placed
a 1 billion reais ($325 million in 2011 terms) order for seven vessels six years ago. Although two 2,800 TEU container ships,
along with two breakbulk ships, have been delivered, two other container ship hulls are still berthed at the EISA shipyard
awaiting the outcome of legal battles between Log-In and other creditors and EISA’s owner, the Bolivian-Colombian
entrepreneur German Efromovich, who also owns the Avianca airline. “They have done all they could in technical and
administrative terms to have their Brazilian vessels completed in a Brazilian yard but they did not succeed,” said Rodrigues.
Brazilian cabotage and feeder services along with the ECSA coastal trade is among the most profitable and rapidly growing
trades in the world, with annual traffic rising from 12 to 15 percent annually for the past 15 years, and the market now
amounts to around 1.1 million TEU. However, the steady winnowing down of competitors, as evidenced by the presence of just
three carriers on the trade today, has become a concern to shippers and port terminals with ever fewer options. The orders will
bring Log-In’s total fleet to eight ships, with four 2,800 TEU units, one vessel of 2,500 TEU, and a smaller ship of 1,700 TEU. In
reporting the order to the São Paulo stock exchange, Log-In said it is “moving forward with a strategy to rebuild its shipping
assets in response to the discontinuity of the vessel construction project announced in July." Log-In, which has been the only
Brazilian-owned container ship operator since May 2014, when Maestra Navegação went out of business, reported a 5.1 percent
decline in traffic in the first half to 144,3000 TEU. The company handled 310,400 TEU in 2016, down 5.8 percent from the prior
year. Feeder volumes at Log-In as a percentage of overall traffic have risen for the past three years, from 37 percent to 2014 to
54 percent in 2016, as cabotage volume has shrunk from 53 percent in 2014 to 37 percent last year. Source : The Journal of
Commerce
NAVY NEWS
Sailors perform flight operations on the flight deck aboard the aircraft carrier USS Nimitz (CVN 68). Aircraft carriers Nimitz,
Ronald Reagan, and Theodore Roosevelt strike groups are underway conducting flight operations in international waters as part
of a three-carrier strike force exercise that commences Nov. 11 through Nov. 14. The U.S. Pacific Fleet has patrolled the Indo-
Pacific region routinely for more than 70 years promoting regional security, stability and prosperity. photo US Navy
Vietnam attends first ASEAN multilateral naval drill
Vietnam’s naval ship HQ 012-Ly Thai To arrived in Chuk Samet port, Thailand, on November 13, to take part in the first
ASEAN Multilateral Naval Exercise (AMNEX). The naval ship will also attend an international fleet review (IRF) on the occasion
of the 50th anniversary of the Association of Southeast Asian Nations (ASEAN). The Vietnamese navy delegation, Led by
Colonel Phan Tuan Hung, deputy chief of the General Staff of the Vietnam People’s Naval, is scheduled to join all AMNEX
activities that run from November 14 to 29.The AMNEX 2017 features a harbour-phase exercise, an oil-spill response
symposium, discussions on marine environment protection and arrest of ships carrying illegal chemicals, and sport
exchanges.Following the Standard Operating Procedures previously approved at the 9th ASEAN Navy Chiefs’ Meeting in
Myanmar, the exercise will sporadically occur on and around Sattahip Naval Base in the northern part of the Gulf of Thailand.-
source : VNA

SHIPYARD NEWS
PIRIOU sets up in Senegal
Following the establishment of a naval shipyard in Nigeria in 2004, then in Vietnam in 2006 and in Algeria in 2013, the PIRIOU
group carries on its international development and sets up in Senegal. PIRIOU has partnered with NGOM & FRERES-
represented by Mr Ababacar NGOM as Managing Director- a major Senegalese actor of the maritime sector for over 20 years.
Together they have created “PIRIOU NGOM SENEGAL’’. The new company offers services for naval repair and building,
especially in the fields of fishing, service vessels and defence. This new establishment is part of PIRIOU’s strategy aimed at
getting closer to its customers thanks to local implantation and alliance with a strong local partner, thanks to technical and
logistic support in France and above all thanks to local staff. Pascal PIRIOU, President of the PIRIOU Group declares: “There
have been vessels from PIRIOU in West Africa since 1979 and we have always considered this country to be very promising. In
the light of our successful experiences in Nigeria and Algeria, our implantation in Senegal has become obvious if we consider its
diversified potential. If we add services vessels and vessels of the Senegalese Navy to the fishing fleet -including the pirogue
fleet- there is a true potential for local development. As in Nigeria where we have 200 employees, we’ll rely on Senegalese
staff and subcontractors. We are setting up in Dakar very humbly but with great confidence thanks to our partner NGOM &
FRERES with whom we share the same values: efficiency and neighbourhood”. Ababacar NGOM, NGOM FRERES C.E.O. adds:
“Following Nigeria in 2004, Vietnam in 2006 and Algeria in 2013, we welcome PIRIOU with honour and pleasure. Formidable
honour, if any, as PIRIOU has built up a reputation of seriousness and we share values as efficiency and neighbourhood. We
believe PIRIOU NGOM SENEGAL will meet the challenge of the Senegalese maritime-oriented strategies, as they are described
in the Plan for an Emerging Senegal (PES) of the president of the Republic of Senegal-his excellency Mr Macky SALL.”
PIRIOUIs Involved in shipbuilding, repair, naval engineering and services since 1965, PIRIOU specializes in producing vessels
up to 120m with high added value through a combination of high-performance engineering and a global network of industrial
sites in Europe, Africa and Asia. With over 430 ships built and delivered worldwide, PIRIOU provides bespoke solutions as well
as a complete range of standardized or customized vessels that satisfy the requirements of international shipowners, whether
they be private or public, civilian or military.
Meyer Turku Installs Tallest Crane in the Nordics
In the midst of a €185 million ($215.8 million) shipyard overhaul, Finnish shipbuilder Meyer Turku has unveiled its new 120-
meter-tall lifting crane named Goliath. The Kone Cranes built crane has a 2,500 ton main beam and was put into use over the
weekend. “This new high tech crane is an essential part of the ramp up of our production. With a stable order book reaching to
2024 and with increasingly large cruise ships to build, we really need to shorten our lead time. The new crane is also a visible
sign of the rebuilding of Turku shipyard into a modern ship assembly factory,” said Tapani Pulli, the Meyer Turku deputy to the
CEO. As part of this rebuild, the company is also investing heavily into human capital and plans to hire 300 new employees over
this year and more in the next in all positions from laborers to designers and project managers. “We need all kinds of
expertise, not just shipbuilding engineers, as you can see from our recruitment website. We are also urging and inviting our
supplier companies to grow with us. This is very much a common effort for the whole maritime industry of Finland,” Pulli said.
Source : Marinkelink

ROUTE, PORTS & SERVICES
The Radio Holland Team during the Europort 2017 exhibition in Rotterdam last week Left to right RH technicians Sjaak
Vermaning, Timo Heskes, Jered van Eck en Bas van den Berg.
US officials want more security funding for Los
Angeles, Long Beach ports
US Congressmen and women, mostly Democrats, joined in demanding more federal funding for maritime security in the ports
of Los Angeles Long Beach to counter cyber terrorist threats. At an on-site hearing of the House Homeland Security Committee
at the port of Los Angeles, members heard port officials, the US Coast Guard, Customs and Border Protection and the longshore
union about measures that have been taken to protect the ports following two security scares earlier this year. The testimony
appeared to boost most of the federal politicians' determination to push through additional funding for port security. The
Trump administration's initial budget proposal last spring threatened to reduce port security funding, reported Transport Topics
of Arlington, Virginia. Democrats oppose switching budget priorities towards the building the Mexican border wall proposed by
US President Donald Trump. "The people we talked to today are getting it right, but more training and resources are needed,"
said Mississippi Congressman Bennie Thompson, the committee's ranking Democrat. The border wall was mentioned only once
- by Mr Thompson - during the 90-minute hearing, arguably because there is no direct tradeoff between funding for the wall
and port security measures. But California Democratic Congresswoman Nanette Barragan whose district encompasses the port
of Los Angeles, claims the issue of the wall looms over the matter of port security. "These are conflicting interests," said Ms
Barragan. "We can't put money toward the border wall without taking it away from something else. "We believe that [the wall]
would be a waste of money, and we should put more priority into airport and seaport security." But California Republican

Congressman Dana Rohrabacher said stepped-up port security should be paid for by the companies that profit from safer
seaborne commerce. The hearing in San Pedro came at the urging of Ms Barragan, who said the visit was important to raise
awareness of port security issues following an August incident when a man in a stolen vehicle being pursued by police crashed
through security gates at the Port of Los Angeles, climbed a 120-foot crane and either fell or jumped to his death. The second
scare that promoted the hearing was the June cyberattack against AP Moller-Maersk that forced LA's biggest container terminal
to close for three days. Port of Los Angeles executive director Eugene Seroka said the port has strengthened gate security and
changed cargo-entry paths since the crane incident. Mr Seroka told the panel the Maersk cyberattack was a "call to action for all
of us". He said more could be done to monitor internet activities affecting the entirety of the nation's busiest container port.
Source : Schednet
Indonesian shipping line Pelni to buy six 200-300
TEUers for US$37 million
INDONESIA's state-owned shipping line Pelni will purchase six second-hand feeder vessels - ranging from 200-300 TEU under
10 years old - for IDR500 billion (US$37 million) in support of President Joko Widodo's maritime highway scheme. According to
local media, the national shipping company is buying the vessels to improve service on the seven maritime highway routes,
located in eastern Indonesia. Frequency is currently limited, as each route is only served by one ship, reported Colchester's
Seatrade Maritime News. Four of the ships are scheduled for delivery late this year while the last two will arrive in early 2018,
according to Pelni's cargo and logistics director Harry Boediarto. Source : Schednet
Petronet drops plans to buy stake in GSPC's
Mundra LNG plant
State-owned Indian Oil Corporation (IOC) has been talking to Gujarat State Petroleum Corporation Ltd (GSPC)
for almost two years now for acquiring 50 per cent stake in the 5-million tonne (mt) a year Mundra liquefied
natural gas (LNG) import terminal.
Petronet LNG Ltd has dropped plans to buy 25 per cent stake in GSPC's almost-complete Rs 4,500-crore Mundra LNG import
terminal in Gujarat to allow its promoter IOC to pick a larger stake, a company official said. State-owned Indian Oil Corporation
(IOC) has been talking to Gujarat State Petroleum Corporation Ltd (GSPC) for almost two years now for acquiring 50 per cent
stake in the 5-million tonne (mt) a year Mundra liquefied natural gas (LNG) import terminal. Petronet, India's biggest gas
importer, entered the fray earlier this year. It is keen on buying a stake in IOC's under-construction 5-mt a year LNG import
facility at Ennore in Tamil Nadu. "We have decided not to pursue Mundra as our promoter firm IOC is more interested," the
official, who wished not to be named, said. In lieu of letting go Mundra, Petronet wants IOC to give it 25 per cent stake in the
Ennore terminal. "For us, Ennore is more strategically important as we already have two terminals on the west coast - Dahej in
Gujarat and Kochi in Kerala. Talks on Ennore are on," he said. GSPC first offered its 50 per cent stake in the Mundra project to
IOC, but the company was willing to take not more than 25-26 per cent. So, GSPC opened talks with Petronet for selling 25 per
cent stake. But now, IOC is willing to look at a higher stake. The Adani group holds 25 per cent interest in the LNG import
terminal. Petronet operates a 15-mt a year LNG import facility at Dahej in Gujarat and has another 5-mt a year terminal at
Kochi in Kerala. IOC, the country's largest oil company, is looking to build the 5-mt a year LNG import terminal at Ennore in
Tamil Nadu by 2018-end. Besides the Dahej LNG import facility of Petronet, Gujarat has another 5-mt terminal of Shell at
Hazira.
Initially, GSPC was to hold 50 per cent stake in the Mundra LNG terminal and Adani 25 per cent. The remaining 25 per cent was
to be offered to a strategic partner. IOC as also India Gas Solutions Pvt Ltd -- the equal JV between the Mukesh Ambani-led
Reliance Industries and Europe's second-largest oil firm BP -- and state-owned Oil and Natural Gas Corporation (ONGC) were
short-listed to pick 25 per cent stake earmarked for the strategic partner in the project. GSPC is looking at a partner which can
bring in LNG or consume the imported liquid gas, sources said. The Mundra terminal, which is to be financed in a debt to equity
ratio of 70:30, is expandable up to 10 mt per annum in the near future. Source : indiatimes
Teekay’s 1st Arctic LNG Carrier Completes Trial
By Aiswarya Lakshmi
Teekay LNG Partners said its first icebreaker liquefied natural gas (LNG) carrier newbuild, EDUARD TOLL, recently completed
gas trials. EDUARD TOLL is Teekay’s first of six 172,000 cubic meter ARC7 LNG carrier newbuildings to be constructed for the
Yamal LNG project. The ARC 7 LNG carrier was launched in January this year at the South Korean Daewoo Shipbuilding &
Marine Engineering (DSME) shipyard. The vessel has been designed and built to perform year-round navigation through the

Arctic and has the icebreaking ability allowing it to proceed through ice up to 2.1 m thick. Yamal is expected to produce 16.5
million metric tons of LNG annually by 2019, which will require a total of 15 ARC7 icebreaker LNG carriers. Source :
Marinelink
Moscow, Riyadh agree to explore Saudi Aramco
taking part in Novatek LNG project - RIA
MOSCOW (Reuters) - Russia and Saudi Arabia have agreed to study the possibility of national oil company Saudi Aramco taking
part in Novatek’s (NVTK.MM) Arctic LNG 2 project, RIA news agency reported on Monday. Aramco Chief Executive Amin Nasser
had said last month that the company was discussing several investment opportunities with Russian firms but there were no
current plans to take a stake in Novatek’s project. Source : Reuters Reporting by Vladimir Soldatkin; Writing by
Gabrielle Tétrault-Farber; Editing by Vladimir Soldatkin
UK and Norway N. Sea operators hold joint
decommissioning know-how pow-wows
The Industry Technology Facilitator (ITF) and Norwegian Energy Partners (NORWEP) are hosting joint technology ‘knowledge
sharing’ events later this month to collectively tackle late life and decommissioning challenges facing N. Sea
operators.Supported by the UK Oil & Gas Authority (OGA) and the Norwegian Ministry of Petroleum and Energy, the know-how
pow-wows are part of a major North Sea effort to harness new cost-saving ideas and technologies to directly address the key
production enhancement and cost reduction challenges laid out by operators.
They will also look at ways to enhance safety, minimise impact on the environment and create additional value for companies
and governments. The UK-Norway Joint Technology Hackathon events will take place in both Aberdeen and Stavanger, and will
feature presentations from Aker BP, ConocoPhillips, Point Resources, Repsol Sinopec, Shell and Statoil. But some industry
observers fear that – irrespective what joint industry and regulator events such as this come up with – Scotland has missed the
boat already in capitalising on the economic benefits from the £50 billion decommissioning market because of a lack of
investment in large-scale lifting vessels and on-shore break-up yards (such as the foreign-owned vessel used on the Brent Delta
platform lift-off, above) Each operator will share their current challenges in the area, followed by interactive group sessions to
discuss potential solutions. Challenges include balancing late life production with decommissioning and optimising safe, reliable
and cost-efficient production from mature fields with significantly extended lifetime. Bill Cattanach, Manager of Supply Chain at
the OGA, said: “The successful implementation of innovative solutions can extend the life of mature fields and reduce their
eventual decommissioning costs. It is accepted many enabling solutions lie within the supply chain and combining forces across
the North Sea makes this an even more powerful approach.” Ben Foreman, ITF Technology Manager, added: “Optimising late
life field assets and field abandonment represents a major challenge in the North Sea. “The output report will be used to
develop an actionable forward plan and we look forward to working with both the OGA and the Norwegian Ministry of
Petroleum and Energy in facilitating this vital work. “By directly engaging with influential operator specialists, and collaborating
with counterparts in Norway, we have the opportunity to provide a platform to highlight innovative approaches, processes and
technologies." Source: Scottish Energy News
Russia’s Gazprom, Vietnam advance strategic
partnership GAZPROM

On November 10, Gazprom Chairman Alexey Miller and Vietnam Oil and Gas Group (PetroVietnam) CEO Nguyen Vu Truong Son
held a working meeting on the margins of the Asia-Pacific Economic Cooperation summit in Danang, Vietnam where they
discussed a wide range of issues related to bilateral partnership, including hydrocarbon production and geological exploration in
Vietnam. “Vietnam is one of Gazprom’s key partners in Southeast Asia. Together with PetroVietnam, we successfully conduct
geological exploration and produce hydrocarbons, as well as make preparations to develop the country’s NGV (natural gas
vehicle) market,” Miller said. “We are also exploring new avenues for cooperation. One of them is gas-fired power generation.
In that connection, we are discussing the prospects for supplying LNG (liquefied natural gas) to Vietnam from the Gazprom
Group’s portfolio for the purposes of power generation,” he added. The meeting placed a focus on the construction project for a
small-scale LNG production complex and a CNG filling network in southern Vietnam. A feasibility study for the project is
underway. It was noted that the project would contribute to the proliferation of vehicles powered by natural gas – a modern
and environmentally friendly fuel, Gazprom said. Vietnam’s PetroVietnam Group is focused on hydrocarbon exploration,
production, processing, transportation and marketing. Gazprom and PetroVietnam collaborate under the Agreement on strategic
cooperation. Vietgazprom, a joint operating company established by Gazprom and PetroVietnam on a parity basis, is engaged in
exploration in licensed blocks Nos. 112 and 129–132 located on the continental shelf of Vietnam. Gazprom is represented in the
joint venture by Gazprom International, a specialized company for the implementation of hydrocarbon prospecting, exploration
and development projects outside Russia.Since 2013, Gazprom International and PetroVietnam have been engaged in
commercial gas and condensate production from the Moc Tinh and Hai Thach fields offshore Vietnam. In 2015, PVGAZPROM
Natural Gas for Vehicles, a joint Russian-Vietnamese company focused on the use of natural gas as a vehicle fuel, was
registered. The joint venture consists of Gazprom International (35.5 per cent), Gazprom Gazomotornoye Toplivo (35.5 per
cent), and PETROVIETNAM GAS (29 per cent). In 2016, Gazprom and PetroVietnam signed the Memorandum of Understanding
on the development of new oil and gas projects, the Memorandum of Understanding on power generation, and the Addendum
to extend the Cooperation Agreement on personnel training.
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