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Retail Imports Level Off After Rush to Beat Tariffs
by The Maritime Executive
Thursday, January 10, 2019

Imports at major retail container ports in the U.S. have slowed down after a months-long rush to beat increased tariffs on goods from China, according to the monthly Global Port Tracker report released by the National Retail Federation and Hackett Associates.

Hackett Associates Founder Ben Hackett is projecting declining volumes in the coming months and an overall weakness in imports for the first half of the year.

U.S. ports covered by Global Port Tracker handled 1.81 million TEUs in November, the latest month for which after-the-fact numbers are available. That was up 2.5 percent year-over-year but down 11.4 percent from the record of 2.04 million TEU set in October. 

December was estimated at 1.79 million TEU, a 3.7 percent year-over-year increase. That would bring 2018 to a total of 21.6 million TEU, an increase of 5.3 percent over 2017’s record 20.5 million TEU.

January is forecast at 1.75 million TEU, down 0.9 percent from January 2018; February at 1.67 million TEU, also down 0.9 percent year-over-year; March at 1.55 million TEU, up 0.6 percent; April at 1.69 million TEU, up 3.7 percent, and May at 1.8 million TEU, down 1.3 percent. February and March are typically two of the slowest months of the year for imports, both because of the post-holiday drop in demand and because of Lunar New Year factory shutdowns in Asia.

“With the holiday season behind us, the immediate pressure to stock up on merchandise has passed, but retailers remain concerned about tariffs and their impact on the nation’s economy,” NRF Vice President for Supply Chain and Customs Policy Jonathan Gold said. “Retailers have also brought in much of their spring merchandise early to protect consumers against higher prices that will eventually come with tariffs.” Gold is hoping the talks currently under way will bring an end to “this ill-advised trade war and result in a more appropriate way of responding to China’s trade abuses that won’t force American consumers, workers and businesses to pay the price.”

Global Port Tracker, which is produced for NRF by the consulting firm Hackett Associates, covers the U.S. ports of Los Angeles/Long Beach, Oakland, Seattle and Tacoma on the West Coast; New York/New Jersey, Port of Virginia, Charleston, Savannah, Port Everglades, Miami and Jacksonville on the East Coast, and Houston on the Gulf Coast. 




Stena Line Ferry Connects to Shore Power in Oslo
by The Maritime Executive
Thursday, January 10, 2019

Stena Line became the first ferry company to connect to shore power in the Port of Oslo on Tuesday, when Stena Saga began connecting to the electricity grid during calls into port. 

Stena Line, with 38 vessels and 21 routes in Northern Europe, has been working with shore power supply connections since 1989. With Stena Saga, 14 of Stena Line's vessels can now connect to green electricity when in port.

“The completion of yet another onshore power supply connection in the Port of Oslo is an important milestone in our efforts to reduce emissions, and we are now closing in on our target of connecting 25 percent of our terminals in 2020. Many of our vessels call at locations close to cities which makes it especially important to be able to shut down engines when docked,” says Erik Lewenhaupt, Head of Sustainability, Brand and Communication at Stena Line.

The Port of Oslo is Norway's leading cargo and ferry port, with 50 to 70 calls of cargo and passenger ships each week. Half of the Norwegian population lives less than a three hour drive from the Port of Oslo, and the shore power supply connection will be used by ferries operated by both Stena Line and DFDS. Each year nearly 1.3 million passengers travel with DFDS and Stena Line to Denmark. The ships also carry large quantities of goods.

From the power station at Vippetangen, electric power goes to the ferries' electrical systems. The ferries connect seamlessly to the grid with the help of a cable crane. The crane is equipped with an 11kV high voltage cable. Diesel powered auxiliary engines on board can be shut down while the ferries are powered by clean electricity. The power requirement of the ferries is about 2-3MW. That's almost 60 times more power than today's fast chargers for electric cars. 

The shore power connection is expected to result in a saving of just over 1,400 tons of fuel for the visiting ferries each year (equivalent to the CO2 emissions of 1,300 cars). When the ferries are connected to shore power, they annually use between 5,000 000 – 6,000 000 kWh. This corresponds to the annual power consumption of almost 400 Norwegian homes. 

The Port of Oslo is becoming a zero emission port, and it aims to reduce 85 percent of its CO2 emission by 2030. 
 




Oceans Warming Faster Than Predicted, Scientists Say
by Reuters
Thursday, January 10, 2019
By Alister Doyle, Environment Correspondent OSLO, Jan 10 (Reuters) – The oceans are warming faster than previously estimated, setting a new temperature record in 2018 in a trend that is damaging marine life, scientists said on Thursday. New measurements, aided by an international network of 3,900 floats deployed in the oceans since 2000, showed more […]




Fishing Vessel Capsizes Off Newport, Killing Three
by The Maritime Executive
Thursday, January 10, 2019

The Coast Guard is investigating the capsizing of the commercial fishing vessel Mary B II, which lead to the death of three fishermen at the entrance of Yaquina Bay in Newport, Oregon.

At about 2200 hours Tuesday night, the Mary B was preparing to cross the Yaquina Bay bar, a notoriously rough crossing at the entrance to Newport's harbor. The surface conditions were rough, with waves of 14-16 feet and occasional waves of up to 20 feet near the bar. 

The 42-foot Mary B II called the Coast Guard before making an attempt to cross, and she requested an escort from a USCG boat crew. A 52-foot motor lifeboat, the Victory, went out to meet the Mary B and stood by. However, as the Mary B approached the channel entrance, a wave struck her and pushed her north of the jetty into an area of rocky shoals.

"Under complete darkness and breaking waves . . . it was unsafe for us to attempt to get our boats inside a rocky known hazardous area without jeopardizing the safety of our crew," said Executive Petty Officer Jason McCommons, speaking to local TV news.

At 2208 hours, with the Victory nearby, the Mary B II capsized, throwing two crewmembers over the side. The Victory’s crew immediately began searching for the fishermen, and they called for support. A second launch and an MH-65 Dolphin helicopter out of Coast Guard Air Facility Newport joined them on scene. The Newport Fire Department assisted with a shoreside search, and they soon found debris from the Mary B washing up on the beach. 

At 2330 hours, the helicopter aircrew found the body of the first crewmember. He was unresposive and was transferred to a hospital. 

The second fisherman washed ashore, where he was found by the shoreside search teams. He too was unresponsive, and was also transferred to a hospital by emergency medical services. 

The third crewmember's body was spotted inside the hull of the Mary B, which washed up on the beach about 100 yards from the channel's North Jetty. His remains were recovered the following morning by the Newport Fire Department.  

The deceased have been identified as Oregon resident Joshua Porter, 50, and New Jersey residents Stephen Biernacki, 50, and James Lacy, 48. Biernacki served as the vessel's skipper on the accident voyage. 

The Newport Fishermen’s Wives, a local support organization, is accepting donations for the families of the deceased. "We are currently reaching out to the families to find out more of what their needs are. We will provide them with emergency funds, and we also open an account and accept donations so that people know they are sending their donations to a safe place," said the group's president, Taunette Dixon, speaking to The Oregonian.




Developing Ireland’s Most Advanced Container Terminal
by The Maritime Executive
Thursday, January 10, 2019

Since the global financial crisis trade growth has been cautious, and in 2019 we’re going to start seeing the full effects of IMO’s 2020 sulfur cap, Brexit and tariffs on Chinese and American trade to name just three of the many challenges ahead. 

The last thing that container lines need to add to that list is concern about the competence of the port they’re visiting. Dwell times, unproductive terminals and waiting around for trucks before handling are all issues that we have the technology and the know-how to resolve. Unfortunately, they’re still an accepted cost of doing business at too many terminals. 

What’s more, the lack of visibility that results comes at a substantial expense. The Organisation for Economic Cooperation and Development (OECD) estimated in 2018 that each second of time lost costs shipping lines €1 ($1.15), and multiplied globally, that quickly becomes millions of wasted Euros each day. Not only carriers are affected though. Inefficient supply chains incur unnecessary costs for everyone and serve as a major brake on economic growth. 

To successfully deliver a major port project requires a wide-ranging consideration of supply and demand, local and regional competition and hinterland transport infrastructure. During the planning phase for the Port of Cork Container Terminal we undertook years of research. It led to many insights. The most successful ports were the ones that understood the way that market dynamics have evolved and how customer needs had changed, and invested in the people, technology, and facilities required.

The Cork Container Terminal will be a state-of-the-art transhipment hub that’s capitalizing on eight successive years of throughput growth in Irish ports, and a GDP growth rate that the E.U. estimated was more than 5.5 percent in 2018. The Port of Cork’s €80 million ($92 million) investment will see the construction of a 360-meter quay with 13-meter depth alongside and will have a capacity of 330,000 TEUs per year. By providing the fastest and most seamless port logistics in Ireland, it will not only be an international gateway for trade, but also a key element in boosting local and regional economic growth when it becomes operational in 2020. 

When ports prosper, they add to the wealth of nations. They’re the crucial interface between land and sea, and by marrying the natural advantages of our deep-water port with the latest technologies, the Cork Container Terminal will future-proof Ireland's international connectivity and its commercial success. 

Brendan Keating is CEO of the Port of Cork.




MSC to Close Capacity Gap on Maersk in 2019
by The Loadstar
Thursday, January 10, 2019
By Mike Wackett (The Loadstar) – MSC is set to receive some 330,000 teu of newbuild tonnage this year and will close the gap on its 2M partner, Maersk Line, in the capacity rankings. According to new analysis by Alphaliner, MSC has the largest newbuild pipeline of all ocean carriers this year, with 20 vessels […]




E.U. Single Window May Have Another Interface Layer
by The Maritime Executive
Thursday, January 10, 2019

On January 10, the Transport Committee of the European Parliament (TRAN) adopted its position on the Commission proposal for a regulation establishing a European Maritime Single Window Environment. While largely supported by the European Sea Ports Organisation (ESPO), concerns remain. 

The single window concept, also being promoted by the IMO in the context of the Convention on the Facilitation of International Maritime Traffic, aims to enable all the information required by public authorities in connection with the arrival, stay and departure of ships, people and cargo, to be submitted via a single portal, without duplication.

The concept of a European Maritime Single Window calls for:

•  Fully harmonized interfaces available to ship operators to provide information in the same way and format across the E.U.

•  A standardized maximum data set including the information necessary for the management of port and port terminals in order to ensure true submit-only-once. Any relevant data already provided to authorities should be made available and not be required again.

Last year, the European Parliament’s Committee on Transport and Tourism published the draft report by rapporteur, MEP Deirdre Clune (EPP-Ireland), that was voted on this week. It focused on the harmonization of data elements and data sets. Clune advocated the cooperation between customs and maritime authorities at both national and E.U. level but recognized that, even with a fully harmonized data set, competent authorities might for some reasons require additional data. 

This week, an overall majority of the TRAN MEPs voted in favor of her approach which emphasizes the balance between a right level of harmonization and the need to keep pace with ongoing technological developments and on the respect for existing well-functioning reporting channels, such as the Port Community Systems.

This is a positive step, according to ESPO. However, the Organization is disappointed about the adoption of the proposal to develop an E.U. Common Access Point Interface. According to this proposal, a centralized E.U. Common Access Point Interface should be set up, on top of the harmonized National Single Windows and the Port Community Systems.

Currently, Port Community Systems and National Single Windows are the main entry points through which data is reported to the relevant authorities. Under the Commission’s proposal, the National Single Windows are to be harmonized, and will therefore meet the demands of data declarants (shipping lines or their agents) for a more harmonized reporting environment. In addition to these National Single Windows, ports and shipping lines who are currently working with a Port Community System as a one-stop-shop for both the reporting formalities and all other services rendered to stakeholders in the logistics chain will be able to continue, on the condition, of course, that they are compatible with the harmonized National Single Windows.

Besides adding complexity, the establishment of an E.U. Common Access Point Interface would imply considerable investments, to be borne by the European Union, which are not yet defined or budgeted, states the ESPO. Additionally, Member States will have to invest in order to link their National Single Window systems to the centralized system. 

At the same time, ports which have already developed, bottom-up, sophisticated systems for receiving, managing and re-using data, will not give up these reporting channels, since they are fulfilling a lot more services than the reporting of the formalities falling under the scope of the current Clune proposal. The E.U. interface will thus not reduce the cost for port authorities, says the ESPO.

ESPO Secretary General, Isabelle Ryckbost, says the creation of an E.U. Common Access Point Interface creates duplication. “It would create an extra reporting layer, would add on administrative burden, complexity, costs and thus risks to result in adverse effects in terms of efficiency. We hope that the negotiators will go back to the Commission proposal on that point and will understand that adding on layers will not facilitate but complicate the maritime reporting environment.”

Negotiations will continue at the E.U. Parliament over the next two months. 




Weekly Vessel Scrapping Report: 2019 Week 1
by Ship Bunker
Thursday, January 10, 2019

Have you sold bunkers to a recently scrapped vessel? Check here with VesselsValue's demolition sales from January 3 – January 9, 2019.




Damen Shiprepair Brest Completes Refit of Cunard’s Queen Elizabeth
by The Maritime Executive
Thursday, January 10, 2019

Cunard’s Queen Elizabeth has left Damen Shiprepair Brest (DSBr) following a 12-day repair and refit program. She is the most recent addition to the Cunard fleet, having been delivered in 2010.

The program was highly intensive with a series of major systems being overhauled or installed. On arrival the ship was placed in Damen Shiprepair Brest’s drydock number 3, one of the largest in Europe at 420 meters, and the relevant manufacturers began immediately on maintenance to her stabilizers, ABB Azipods, bow thrusters and water intakes. 

Meanwhile, above the waterline work was going on to install twin exhaust gas cleaning systems (EGCS) which, along with all the pipe and ducting work, involved the removal of two cabins to accommodate the additional equipment. Inside the vessel, the refurbishment included a series of cabins and corridors, along with the ship’s spa and part of the retail provision. Ashore, DSBr performed routine maintenance to Queen Elizabeth’s lifeboats, liferafts and tenders, and the yard also cleaned and repainted the hull and topsides of the ship.

The project represented a major logistical operation, with multiple third-party teams working alongside the DSBr personnel and each other. In total, around 250 people were at work on the project. Large quantities of materials flowed on board the vessel while substantial amounts of waste came ashore for disposal as the cabins were refurbished. DSBr’s experienced project management team ensured that everything went smoothly and that a series of large temporary shelters were available for the contractors’ use. 

In the event, the program was completed a day early, with Queen Elizabeth back at her home port of Southampton on the morning of November 27. 

Damen Shiprepair Brest is exceptionally convenient for cruise ship operators that use Southampton. The two locations are just 10-12 hours steaming time apart and have excellent ferry and air links. With its drydocks capable of holding the very largest vessels and a spacious, unconstricted site, it has plenty of room for contractors to store and access their materials and equipment, an important requirement for large-scale projects on a tight deadline. With its physical advantages plus an experienced workforce, it is no surprise that DSBr has cruise ship repair and maintenance bookings up to five years ahead. 




Captain Jeff Dixon Takes Over as President of TOTE Services
by The Maritime Executive
Thursday, January 10, 2019

Captain Jeff Dixon has assumed the role of President of TOTE Services following the retirement of Rear Admiral Phil Greene Jr.

Dixon joined TOTE Services in May 2017 and has served as the Vice President of Marine Operations – Government and Commercial since starting with the company. 

Prior to his time with TOTE Services, Dixon was a captain in the United States Coast Guard and spent 27-years on active duty.  Most recently he served in command of Sector Jacksonville where he exercised Captain of the Port authority including the three strategic ports of St Mary’s/Fernandina, Jacksonville, and Port Canaveral.

A graduate of the Coast Guard Academy in New London, CT, Dixon holds a Bachelor of Science degree in Management and Economics and later earned his Master’s in Public Administration from the George Washington University.

Dixon resides in Jacksonville with his wife and three children. 




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WP_Post Object ( [ID] => 2829 [post_author] => 1 [post_date] => 2013-03-14 04:31:37 [post_date_gmt] => 2013-03-14 04:31:37 [post_content] =>

Clipper Oil is a worldwide wholesaler of marine fuels and lubricant oils specializing in supplying vessels throughout the Pacific Ocean. Operating internationally from our headquarters in San Diego, California, USA, we serve the bunkering needs of all sectors of the marine market. This includes fishing fleets, ocean-going yachts, cruise ships, cargo ships, military/government/research vessels, and power plants.

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Established in 1985, Clipper Oil was formed to serve the needs of marine customers in the Western Pacific as vessels shifted their operations from San Diego. Clipper Oil has been a proven supplier of quality marine fuels, lubricants, and services to the maritime community for over 25 years, serving many ports throughout the Pacific Ocean. We maintain warehouses in Pago Pago, American Samoa; Majuro, Marshall Islands; and Pohnpei, Federated States of Micronesia. We also have operations in the Eastern Pacific in Balboa/Rodman, Panama and Manta, Ecuador. We supply marine vessels and service stations with fuel, lubricant oil, salt, and ammonia. We also supply our customer’s vessels with bunkers at high-seas through various high-seas fuel tankers in all areas of the Pacific Ocean.

Clipper-Shipyard-Supply

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The Tuna Clipper Marine Pier in San Diego Bay (1980).

now
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Clipper Oil supplying the USCGC Kimball ex. pipeline at the fuel dock in Pago Pago, American Samoa (2020).

Throughout the years, Clipper Oil has grown from a small marine distributor in San Diego to a worldwide supplier of marine fuels and lubricants. Clipper Oil offers a broad diversity of products and services and are active buyers and suppliers of petroleum products. It is this combination that gives us the edge in market intelligence needed to develop the best possible pricing for our clients.

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