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Over 500 Attended Shipping Finance Conference in Athens
by The Maritime Executive
Sunday, March 10, 2019

More than 500 attendees from around the world gathered in Athens, Greece, for a day of panel discussions, presentations and interviews with thought-leaders in shipping, finance, technology and academia. The second annual conference Karatzas Slide2Open Shipping Finance 2019 conference was organized by New York-based shipping finance firm Karatzas Marine Advisors & Co and Cyprus-based Slide2Open.  

The Minister of Maritime Affairs and Insular Policy of the Hellenic Republic, Fotis Kouvelis, spoke of the efforts of the Greek government to support the all-critical shipping industry, while the leader for shipping policy with the minority political party “New Democracy,” John Plakiotakis, stressed the challenges deriving from the stricter regulatory framework and changes in legislation concerning fuel. Dr. George D. Pateras, President of the Hellenic Chamber of Shipping, rhetorically stated that “we are victims of our success, which led us to greed” and expressed the hope that shipping has learnt from its past mistakes.

On a live on stage interview expertly contacted by Costas Paris, Shipping Reporter for The Wall Street Journal, George Procopiou, one of the largest independent shipowners in the world and founder of Sea Traders, Dynacom Tankers Management and Dynagas, shared his much sought-after thoughts on the current state of the industry and his insights on being successful in shipping. Procopiou expressed the opinion that a trade war between the U.S. and China would never amount to much, as it’s to the best interest of both parties to find ways to get along. The pain of a trade war would be just too much for the vested interests in the U.S.-China relations. The audience was at the edge of their seats listening to a genuine Captain of the Industry.

Basil M. Karatzas, CEO of Karatzas Marine Advisors & Co and host of the conference, adopted a decade-old view of the industry to explain the state of the market, but mostly, to set the agenda for the conference and a frame for a much expected and much hoped for (but also much delayed) shipping recovery: pay attention to fundamentals where “cargo is king,” adhere to long-term proven business practices of serving customer needs, get financially sophisticated for this capital intensive industry and, keep up with the times as many changes are afoot in the shipping industry. 

Prof. Dr. Wolfgang Drobetz, Professor of Corporate Finance and Ship Finance in the Department of Business Administration of the University of Hamburg, Yves Kallina, Senior Vice President of the Global Loan Syndicate, HSH Nordbank, Anastasios Papagiannopoulos, President of BIMCO and Principal of Common Progress, Peter Sand, Chief Shipping Analyst in BIMCO, and Panos Michalopoulos, Managing Partner with WEMETRIX (software company about IFRS standards in shipping), provided in-depth analyses on the state of shipping, both from an academic and also commercial point of view. Deep insights for making the most during challenging and also hopeful times in the industry. 

In the first Shipping Finance panel, Kyle Shostak CEO of Navigator Acquisition (a Capital Pool Company), Michael Frisch, Chief Commercial Officer and Member of the Executive Board with Danish Ship Finance,  Fredrik Bock-Hagen, Managing Director of Ocean Yield Malta, Martin Hugger, Managing Director, Meerbaum Capital Solutions, Gina Panayiotou, Head of Shipping, Michael Kyprianou & Co. and Markus Wenker, Head of Ship Finance, Hellenic Bank covered capital market, leasing, traditional bank lending, alternative capital and equipment finance (i.e. scrubbers, etc). While it seems that capital is tight for shipping at present, one has to be able to see “outside of the box” and offer the financiers both the right opportunity along with the right “structure” and “package” in order to stand out among the competition when seeking financing.

Ruthie Amaru, Chief Marketplace Officer in Freightos – Amazon FBA Shipping Calculator, in a highly insightful presentation, talked on “From Physical to Digital” whereby 40 percent of shipping firms have already drafted a digital strategy, implicit proof that digital transformation is underway, for better or worse. John Dimarakis, Managing Partner of Scotwork Hellas, Eirini Liadi of the OTE Group (a major Greek telecommunications company), Charalambos Saperas, with  INTRASOFT International (a blockchain technology company) and George Christopoulos, with Marine Operations LAROS by Prisma Electronics and retired Vice Admiral (Engineer) of the Hellenic Navy, presented on new technologies in shipping, from blockchain to the Internet of Things and Big Data and digital transformation.

The Technology Panel discussion focused on “Advanced Technologies in Shipping: How Novel Technologies Reshape a Traditional Market.” Under the moderation of Constantine Komodromos of VesselBot (a digital freight platform for dry bulk), the panelists included Greg Atkinson with Eco Marine Power from Fukuoka, Japan, John N. Cotzias with Xclusiv Shipbrokers and President of the Hellenic Shipbrokers Association, Pandelis Esmeroglou, Chartering Director, Olympic Vision Maritime, Gerasimos Michalitsis with INTRASOFT International, Christos Giordamlis with Prisma Electronics; and Carlos Sanchez Vinas with CosmoPay Card Mexico and OGP (Online Global Payments).

The Shipowners’ panel discussion was masterly moderated by Yuri Bender, editor-in-chief, Professional Wealth Management at The Financial Times, and had as its topic “Where there is a will, there is a way.” Panelists included George D. Gourdomichalis with Phoenix Shipping & Trading, Stavros Gyftakis, Chief Financial Officer, Seanergy Maritime Holdings, Harry Kosmatos, Corporate Development Officer, Tsakos Energy Navigation, John Platsidakis, f. Chairman, INTERCARGO, Managing Director, Anangel Maritime Services and George A. Tsavliris, Principal, Tsavliris Salvage Group.

And, keeping always an eye on the future, and trying to set an example of diversity in this male dominated industry at the age of #MeToo, the last panel of the conference, titled “The New Wave: The Next Generation in Shipping,” comprised of representatives of the new generation in shipping. The discussion was moderated by Danae Bezantakou, CEO of Navigator Shipping Consultants, and the participants were George Sp. Alexandratos with Apollonia Lines SA & Vice President of the Hellenic Chamber of Shipping, Alexander C. Hadjipateras of Dorian LPG (USA), and Isabelle Rickmers with Zeaborn Ship Management. 

The Conference had a touching and evocative epilogue thanks to Manolis Vordonis, former Chairman and Executive Director of Thenamaris Ship Management, one of the most prominent Greek shipping companies that has acted as an incubator and training ground for many new shipowners in the last two decades. Now in his successful retirement, Vordonis still spoke of a language of “love” for shipping. He observed that while young people were talking about regulatory frameworks, new technologies etc. – terminology that was unknown in his shipping vocabulary back then when he was hard at work, he still saw a language of love for ships and the sea and culture, still the human factor and feelings deeply embedded in the shipping industry. He stressed that the shipping industry is developing with the help of (and rendering a helping hand to) other industries; that it is in the shipping DNA to serve people and that it will keep on doing it with zeal and love. He concluded with this feeling of love with a patriotic call to all participants to “make our country as it was.”

A greatly successful conference, with profound appreciation to all the participants, attendees, delegates, panelists, sponsors and speakers, who literally came to Athens for this conference from as far away as Mexico and Japan, Denmark and the U.S. Congratulations to Despina Travlou of MediaLab and Slide2Open and Basil Karatzas of Karatzas Marine Advisors for putting together this conference. Already looking eagerly to next year’s conference! Until then, fair winds and following seas!

For more information on the Conference, please visit http://www.slide2open.net/en/shippingfinance2019/




MacGregor Receives Orders for Port, Cruise and RoPax Equipment
by The Maritime Executive
Sunday, March 10, 2019

MacGregor, part of Cargotec, has secured orders to provide port, cruise access and equipment for RoRo/Passenger (RoPax) ferries from Europe and China. The total order value is approximately EUR 22 million. The orders were booked into Cargotec's first quarter 2019 order intake, with the delivery of the MacGregor equipment planned to start during the first quarter 2020 and completed during the second quarter 2024.

"Highly experienced teams working closely with customers in Europe and China, combined with our global presence and ability to meet local market requirements, has enabled us to secure these important orders," says Magnus Sjöberg, Senior Vice President, Cargo Handling and RoRo, MacGregor.




South Africa’s Evolving Case to Increase Coastal Shipping
by The Maritime Executive
Sunday, March 10, 2019

In recent years, South Africa has downsized its domestic railway freight network with the closure of many branch lines, and now long line-ups of big trucks carry coal to some of South Africa’s coal-fired power stations. So, like many other African nations, South Africa’s economy depends on truck transportation.

The increasing number of heavy trucks carrying freight over long distances has taken a toll on South Africa’s deteriorating road network while the crime rate has escalated in response to high unemployment. The truck transportation industry has become a target for criminals. Drivers who stop to rest at truck stops and act to protect their cargo have been brutally attacked by criminals who take both the freight and various parts of the trucks that they resell. While South Africa’s railway system carries substantial freight, some railway lines such as Johannesburg – Durban operate at near maximum capacity.  

Criminals target Trucks

While criminals attack trucks and their drivers at designated truck stops, they also intercept trucks along sections of South Africa’s road network. Truck drivers, who have stopped for police vehicles, discovered after stopping that some criminals disguise themselves as police officers and either travel in vehicles painted to look like official police vehicles then rob the truck of cargo and drivers of money. Fake police officers have even intercepted intercity and tour buses to rob travelers and tourists. South Africa’s growing crime epidemic requires that the transportation sector evaluate methods to reduce theft of freight in transit.

While using intermodal technology to carry road trailers on railway carriages offers the potential of reducing theft of freight and truck parts, some of South Africa’s main railway lines operate close to capacity. South Africa’s criminal element periodically disrupts train services at major cities, with stopped freight trains carrying manufactured goods becoming targets for criminals. 

Crime threatens the viability and competitiveness of businesses and industries that depend on overland transportation to perform just-in-time (JIT) delivery of supplies needed in several manufacturing operations and prompt delivery required by supermarkets. 

Overland Transportation Problems

The distance and trip duration of truck transportation between some major South African cities requires an overnight rest stop. Affected pairs of major cities that require the overnight rest stop for truck drivers include Durban – Cape Town and Johannesburg – Cape Town. While the distance between city pairs such as Johannesburg – Durban, Cape Town – Port Elizabeth, Cape Town – East London, Johannesburg – East London and Durban – East London is within the working day of a truck driver, truck drivers still need to make brief rest stops for meals and for bathroom breaks - their trucks then become vulnerable to attack.   

South Africa’s crime problem makes their long-distance overland commercial transportation sector an ideal candidate for autonomous control of commercial vehicles. However, South Africa’s criminal element would likely seek methods by which to disable autonomous vehicles. Even in large cities such as near the Cape Town International Airport, criminals have been known to have placed obstacles along traveled sections of roadways to cause mechanical breakdown of small vehicle front tires, suspension and steering systems. Moving a major proportion of South African domestic commercial transportation away from the overland route offers a possible crime reduction method.

Air Freight

The high cost of domestic air freight makes this mode impractical as a viable mode of long-distance transportation between major South African cities. At best, it would account for less than two percent of total domestic South African commercial freight transportation. While a fleet of autonomously piloted, helium-filled, lighter-than-air cargo ships traveling at an elevation of 2,000 meters (6,600 feet) could become possible, such technology would also be vulnerable to being attacked by criminal elements if it were to travel about land. Rerouting such technology to travel offshore above ocean invites consideration of alternative maritime technologies.

The Coastal Maritime Option

Short-sea shipping and domestic maritime transportation occurs in many countries, mainly involving bulk freight movement. On North America’s Upper Great Lakes, massive ships carry mega-tonnage of bulk cargo at much lower cost per ton than overland transportation, even on distances of under 500 nautical miles. Internationally, Roll-On Roll-Off ferry vessels carry truck trailers on many short sea shipping routes. 

Many manufacturing industries function at South Africa’s coastal cities such as Cape Town, Port Elizabeth, Durban and East London. The big inland city of Johannesburg connects to both Port of Durban and Port of Maputo that has capacity for further development.

While the railway connection between Durban and Johannesburg operates near full capacity, there is scope to further develop the railway line between Johannesburg and Port of Maputo at lower cost than between Durban and the Greater Johannesburg area. Future innovation in railway transportation applied to the Maputo – Johannesburg link could increase the number of containers that move along the line and potentially at lower cost than along the Durban – Johannesburg line. Such a possibility increases the future need to expand the container terminal at Port of Maputo. 

Future Coastal Population

Changing weather patterns that involve more frequent drought cycles and the limited future supply of potable water could restrict future population growth in the Greater Johannesburg area (population over eight million), with future growth occurring the Greater Cape Town, Greater Durban - Pietermaritzburg and Port Elizabeth – East London regional area. Seawater desalination is possible at these coastal areas. The 25-million combined populations of coastal provinces of Western Cape (6.8 million), Eastern Cape (6.7 million), Kwa-Zulu Natal (12 million) exceeds the 15 million inland population of Johannesburg and Gauteng province with possible future stagnation in population growth.

Future growth of the coastal area population increases likelihood of future economic development of coastal cities along with expansion of manufacturing near maritime ports. While raw materials would move between inland locations and coastal cities, a greater proportion of manufactured goods would move between coastal cities including via coastal maritime transportation. While slower than truck transportation, maritime RO-RO transfer of road trailers would involve transportation lower cost and less risk of theft while in transit than overland transportation. Trucks interlined with RO-RO vessels would undertake shorter haul journeys within expanded metropolitan areas.

RO-RO Coastal Sailing

Coastal RO-RO vessels carrying road trailers and containers could sail amongst the ports of Cape Town, Port Elizabeth, East London and Durban. Majority of truck drivers ought to be able to drive the comparatively short distance between Port Elizabeth and East London without requiring a rest stop. With potential for increased future population growth along or near the coast, the potential for crime would also increase against long-distance trucks that travel along coastal roads or roads near the coast. Short-sea shipping of trailers on RO-RO vessels offers a possible partial solution of reducing theft of freight in transit.

Ground-Effect Ocean Transportation

There may be scope for large-scale ground effect craft to operate to and from some South African coastal cities such as Cape Town area (southern region of Saldanha Bay), East London (Buffalo River mouth) and Maputo (Incomati/Komati River mouth, Pongola River mouth, southern Maputo Bay). Properly managed traffic control at Ports of Durban and Richards Bay could allow ground-effect transportation using large-scale vehicles to operate to and from designated areas of these ports. During arrival and departure of ground effect planes, ships will either need to remain moored at quayside or be away from port entrances. 

Small-scale ground effect craft could access several more South African coastal locations where designated seaplane runways may be possible at river estuaries, several of which are short, shallow and narrow. Water depth at the mouth of the Tugela River near Durban and of the Swartkops River and Sundays River near Port Elizabeth may only occasionally be suitable for large scale ground effect planes. For international transportation of high-priority containers involving ground effect planes, Saldanha Bay near Cape Town and Maputo Bay area represent possible future locations for terminals to serve ground effect craft.

Conclusions

A large percentage of South Africa’s population has achieved a very basic level of education and faces massive unemployment, leaving crime as a possible opportunity to earn a living. There is a market for many of the goods stolen from trucks. Moving a greater percentage of long-distance freight transport from overland to ocean coastal transportation offers a means by which to reduce theft of goods from trucks. 
 




Environmental News Roundup: Balloons, Fraud and Graphic Campaigns
by The Maritime Executive
Sunday, March 10, 2019

A round-up of last week's marine environment news includes a range of research and initiatives involving balloons, fraud, women in fisheries and images of “tortured” animals.

Balloons the Number 1 marine debris risk of mortality for seabirds

In Australia, a new Institute for Marine and Antarctic Studies (IMAS) and CSIRO collaborative study has found that balloons are the highest-risk plastic debris item for seabirds - 32 times more likely to kill than the ingestion of hard plastics.

The researchers looked at the cause of death of 1,733 seabirds from 51 species and found that one in three had ingested marine debris. The data showed that a seabird ingesting a single piece of plastic had a 20 percent chance of mortality, rising to 50 percent for nine items and 100 percent for 93 items.

The study found that although hard plastic accounts for the vast majority of debris ingested it is far less likely to kill than soft plastics such as balloons. Although soft plastics accounted for just five percent of the items ingested they were responsible for more than 40 percent of the mortalities.

Similar research into plastic ingestion by sea turtles has found that while hard plastic fragments may pass quickly through the gut, soft plastics are more likely to become compacted and cause fatal obstructions.

Oceana finds over 20 percent of seafood samples mislabeled

Oceana has released the results of a new seafood fraud investigation, finding that one in every five fish tested was mislabeled. Oceana collected more than 400 samples from over 250 locations in 24 U.S. states and the District of Columbia. One out of every three establishments visited sold mislabeled seafood, and seafood was more frequently mislabeled at restaurants (26 percent) and smaller markets (24 percent) than at larger chain grocery stores (12 percent). Of the species tested, sea bass and snapper had the highest rates of mislabeling.

Last year, the federal government required traceability for seafood at risk of illegal fishing and seafood fraud. The Seafood Import Monitoring Program currently only applies to 13 types of imported fish and only traces them from the boat to the U.S. border. Between March and August 2018, Oceana tested popular seafood not covered by this program.

Sea Shepherd uses graphic images to fight against plastic in the oceans

Sea Shepherd is launching a plastic awareness campaign based on depictions of “tortured” animals.

3D ads have been created in partnership between Tribal Worldwide São Paulo and DDB Guatemala, that bear the caption, "The plastic you use once tortures the oceans forever." The ads show different marine animals such as seals and turtles in extreme agony after coming in contact with plastics from items used in daily life. The 3D production was developed by Notan Studio.

In addition to the print and posters, social media and digital media pieces have been developed, and the online content also highlights tips to reduce the use of plastic on a daily basis.

Sea Shepherd carries out beach clean-ups worldwide. The U.S. branch of the organization has a campaign entitled "Operation Clean Waves,” which collects marine debris that accumulates on offshore islands and in the middle of the ocean. Sea Shepherd also works with scientists to study the effects of microplastics on marine species.

"Scientists warn that in 2050 there will be more plastic in the oceans than fish in the sea," said Sea Shepherd founder and president Captain Paul Watson. 

Ghana’s fishing industry needs women’s voices

Women play a crucial role in Ghana’s fisheries and the current crisis in the country’s fish stocks cannot be fully solved without their input in decision making, says a report released by the Environmental Justice Foundation (EJF) and partner Hen Mpoano.

The new report, released on Friday on International Women’s Day, highlights the powerful roles of women in Ghana’s fisheries. Women own canoes and finance fishing trips by paying for fuel, and in the Greater Accra and Volta regions, women are out on the river with the men, fishing and catching clams. 

The Konkohemaas – queen fishmongers – preside at the landing beaches, speaking on behalf of the other women to negotiate the price of fish, or mediate issues with fishermen. By funding fishing trips, women have traditionally secured themselves a portion of the catch. But now, with fish stocks at crisis point, old community relations are fraying, and fish instead go to the highest bidder.

Women play a key role in the fisheries and stand to lose just as much from the crashing fish stocks, yet they have little control or even input over fishing practices. Collective action is required to improve the state of Ghana’s fisheries, the report states, and that means women’s voices are needed in discussions about the future.

Recognising that gender equality and environmental regeneration are intimately linked, the Far Dwuma Nk?do Project – initiated by EJF and Hen Mpoano in 2017 – has been working with local fishing communities to give marginalized women’s groups a greater say. One such group is the National Fish Processors and Traders Association (NAFPTA), which was formed by the West Africa Regional Fisheries Programme as an important first step in bringing women together to demand better representation.  

The report calls for the strengthening of NAFPTA at both national and community level. Increased use of Village Savings and Loans Associations could create a buffer for the low season and provide emergency relief – for school fees and sickness costs, for example. Along the beaches, women should be encouraged to become actively involved in the fight against illegal fishing. And crucially, fishing regulations must be closely observed to restore the powers of the Konkohemaas. 

“Women fisherfolk are a vital part of Ghana’s fisheries,” says Director of Hen Mpoano, Kofi Agbogah. “We need their input to create the lasting, sustainable change that will save our fish stocks.”

 




HHI Signs Definitive Agreement to Acquire DSME
by The Maritime Executive
Saturday, March 09, 2019

Hyundai Heavy Industries (HHI) Group and Korea Development Bank (KDB) signed a definitive agreement to acquire Daewoo Shipbuilding & Marine Engineering (DSME) on Friday. The move will create the world's largest shipbuilding group with a market share of around 20 percent.

In the $1.78 billion deal, KDB will make a contribution-in-kind to Korea Shipbuilding & Offshore Engineering (KSOE), which will be established as a sub-holding company spun off from HHI to control the group’s shipbuilding companies including HHI, by transferring its shares in DSME in return for an equity stake in KSOE.

The two companies have confirmed employment security for DSME workers and continued relationships with DSME’s current business partners. They will also maintain the current management structure of DSME. 

Kwon Oh-gap, Vice Chairman & CEO of HHI Holdings, said: “HHI Group’s post-acquisition strategy is to have its four shipyards, which would now include DSME as the latest addition to the group’s portfolio of shipbuilding business, focused on design, manufacturing and sales activities, which will be controlled by KSOE specialized in R&D and engineering, with a view to taking HHI Group’s competitiveness to the next level.”

The two companies issued a statement saying that parts and equipment suppliers and other business partners in this industry, along with small and mid-sized shipyards, have hit hard by the recession in recent years. “Restoring the shipbuilding industry’s ecosystem is an urgent task that we cannot afford to linger over, not just to breathe new life into our industry but to revitalize the local economy.” A newly-established Korea Shipbuilding Industry Development Commission will commit itself to shaping a healthier and more efficient environment for harmonious existence of all players in the industry.

Recently, global shipbuilding market conditions are improving. There won’t be any better time for HHI and DSME, the two leading shipbuilders of the nation, to achieve the shared aim of taking the global shipbuilding sector to the next level, said the companies.




Fast Facts: What are the Totten Beacons?
by The Maritime Executive
Saturday, March 09, 2019

In 1513, Spanish explorer Ponce de León sailed into the strong currents of the Florida Straits. Little did he know that within a few years, these uncharted waters, which feed into the Gulf Stream, would become a major international shipping route to and from Europe and the New World.

As Europeans explored and colonized the Americas, they took advantage of the Florida Straits' winds and currents. The winds changed direction often, however, easily pounding countless vessels against miles of treacherous submerged coral reefs off the southern Florida coast.

By 1852, Lieutenant James B. Totten, the U.S. Army's assistant to the Coast Survey, had installed 15 wooden signal poles in the reefs to create more accurate charts of the Florida Keys. Local mariners quickly recognized that the poles themselves helped them safely navigate the reefs, and by 1855, Totten and his team installed a second generation of 16 poles using a more permanent material, iron. The "beacons" each displayed a letter, starting with "A" and ending with "P." 

Remnants of Totten Beacons are now protected as historical resources by the Florida Keys National Marine Sanctuary (FKNMS).

Today, GPS and sophisticated electronic navigation systems along with lighted navigational aids, buoys, radar beacons and other visual aids maintained by the U.S. Coast Guard help warn mariners of dangerous coral reefs and shoals. FKNMS installs and maintains more than 700 buoys for resource management purposes. Mooring buoys, which are round with a blue stripe, make it possible for a vessel to linger on a reef without using an anchor and potentially damaging fragile marine resources. Round yellow regulatory buoys in the sanctuary mark areas which have specific regulations, while cylindrical white buoys delineate special zones.

Source: NOAA's National Ocean Service

The rusty remnants of a Totten Beacon (foreground) located near American Shoal lighthouse. Photo credit: M. Lawrence.




Boundaries of Piracy High Risk Area Reduced
by The Maritime Executive
Saturday, March 09, 2019

The geographic boundaries of the ‘High Risk Area’ for piracy in the Indian Ocean have been reduced.

An industry group of shipping and oil industry organizations BIMCO, International Chamber of Shipping (ICS), INTERCARGO, INTERTANKO and the Oil Companies International Marine Forum (OCIMF) are responsible for setting the High Risk Area, and they emphasize that a serious threat remains despite the reduction to the area’s geographic boundaries and that correct reporting, vigilance and adherence to 5th edition of the best management practice (BMP5) remains crucial.

The reduction to the High Risk Area takes account of recent shipping industry experience, pirate intent and capability and follows extensive consultation with nations, collations and military naval forces, including Combined Maritime Forces, EUNAVFOR and the United Kingdom Maritime Trade Operations (UKMTO). 

The regional UKHO Maritime Security Chart, Q6099 will be updated by Notice to Mariners and a new version produced to reflect the changes which take effect from May 1, 2019.  

The area previously classified as “high risk” forms only a part of the area called the Voluntary Reporting Area. Ships entering the Voluntary Reporting Area are encouraged to report to the UKMTO to be monitored during transit and register with the Maritime Security Centre for the Horn of Africa (MSCHOA). Pre-transit risk assessments should take into account the latest information from both the Voluntary Reporting Area and High Risk Area.

The new coordinates of the High Risk Area are:

In the Southern Red Sea: Northern Limit: Latitude 15 o 00’N

In the Indian Ocean a line linking:
From the territorial waters off coast of east Africa at Latitude 05o 00’S to 050o 00’E

Then to positions:
 
Lat: 00o 00’N
Long: 055o 00’E
 
Lat: 10o 00’N
Long: 060o 00’E
 
Lat: 14o 00’N
Long: 060o 00’E
 
Then a bearing 310o to the territorial waters of the Arabian Peninsular.
 
Advice can be downloaded here.




Forty-Six Fishermen Rescued from Ice Floe
by The Maritime Executive
Saturday, March 09, 2019

The U.S. Coast Guard and local agencies rescued 46 ice fishermen from an ice floe that broke free near Catawaba Island in western Lake Erie on Saturday.

An additional 100 people were able to self-rescue themselves from the ice floe either by swimming or walking on ice-bridges that were still connected to the floe initially.

The Coast Guard launched two 20-foot Special Purpose Craft-airboats from Station Marblehead, two MH-65 Dolphin helicopters from Air Station Detroit, and two MH-60 Jayhawk helicopters from Air Station Traverse City to respond to the mass rescue. Catawaba Island Fire, Put-in-Bay Fire and Southshore Towing also responded with airboats, while ODNR, North Central EMS and Danbury EMS assisted in the search and rescue efforts.

Approximately 100 people were able to walk to shore via portions of ice that were still unbroken; however, as the temperature continued to rise, the ice broke into multiple separate ice floes. The remaining fishermen were rescued by the airboat crews and helicopter crews.

No injuries have been reported. The rescue comes 10 years after another large-scale rescue on Lake Erie. In that incident, one fisherman died and around 170 others were resuced from an ice floe.





Cargotec's Navis Acquires Octopi Terminal Operating System
by The Maritime Executive
Saturday, March 09, 2019

Navis, part of Cargotec, has acquired privately owned company Cetus Labs, Inc. in the US, a provider of a cloud-based terminal operating system (TOS) Octopi for small container and mixed cargo terminals. With the addition of Octopi to its software portfolio, Navis is better positioned to support thousands of smaller terminals around the world that are eager to modernise terminal operations, yet lack the technology infrastructure and technical expertise required to support a full-scale Navis N4 TOS deployment. 

Launched in 2015, Octopi is a modern and lightweight, cloud-based TOS developed exclusively for small container and mixed cargo terminals. Currently in use at ten sites in seven countries, Octopi delivers a cost-effective and easy-to-use TOS solution that enables its customers to better manage their operations in vessel planning and yard management, track cargo and communicate electronically in real-time with their commercial ocean shipping partners.

"Our customers told us they need a lighter weight TOS solution to improve the planning and execution of operations for their smaller terminals, and to easily connect to the supply chain ecosystem. The demand for greater process standardisation, supply chain control and improved visibility of cargo flows are key focus areas for all our customers," said Benoit de la Tour, President, Navis.

"By joining forces with Octopi, Navis is answering the need to have more TOS options for both standalone small terminals, and those smaller or remote terminals that are part of a larger global terminal operator network. Offering a cloud-based TOS that is intuitive and quick to implement will enable us to serve an entirely new segment of the terminal market. We're eager about the opportunity for continued growth and innovation and are proud to welcome Octopi and its customers to the Navis family," continues Benoit de la Tour.

The acquisition does not have a significant impact on the Cargotec 2019 financials.




Goltens Offers Fast-Track Compliance and Smart Retrofit Solutions
by The Maritime Executive
Saturday, March 09, 2019

As green regulations continue to kick in, the rush to retrofit is on. The difference between riding the green wave into the future, or struggling to catch up, can be as simple as choosing the right partner.

“Urgency has set in among our customers,” says Maarten Jeronimus, VP Goltens Europe and responsible for Goltens Worldwide Green Technologies. “Whether it’s exhaust cleaning or ballast water management, they know there’s no way around compliance. But so many have waited to make their moves that the retrofit bottleneck has become a reality too.” 

In order to offer their customers a faster track to compliance, Jeronimus says Goltens has been ramping up their retrofit capacity on exhaust cleaning and ballast water treatment systems. “For the past year or so, we have been adding resources to ensure capacity when the orders come in. We have been investing in hardware, software, personnel, and developing our expertise.” 

As a result, Jeronimus maintains that Goltens’ average time spent on delivering an engineering package is less than the competition. “We don’t aim to be the cheapest, but we do it right the first time. And we are not just a company that connects the pipes. We have in-depth knowledge of the systems, so we can also optimize solutions or solve problems as needed.”

Faster, smarter, closer

The proven high accuracy of their engineering work allows Goltens to reduce the time needed in drydock. “This is of course a big concern for owners. With our scanning and detailed design, Goltens, or the shipyard, can prefab the necessary structural and piping changes. With as much as possible prepared in advance, only the necessary work is done in drydock. The rest we can do while the ship is sailing. Basically we do everything possible to reduce drydock time. Our crew is flexible to sail with the ship, anywhere in the world.”

On shore, Goltens generally has a station close to the ship owner or manager, allowing them to communicate in the same time zone. “Efficient communications with owners and operators is a priority with us,” says Jeronimus. “Having local staff means we are familiar with local cultures as well, including manufacturers. We can get the necessary information quickly, just by making a local call.”

In from the start

Goltens was one of the earliest players on design and installation of green tech systems. “We’ve been there from very beginning, so we have actually had quite some time to prepare for the wave and gain a lot of experience in dealing with all parties involved in these projects.”

As one of the few truly global companies with strategically located facilities around the world, Goltens is able to quickly deploy resources from any of their different locations to a given job. At over 1,000 employees and growing, with 22 stations in 14 countries around the world, Goltens is one of few global players that can offer such service, Jeronimus says. 

“We can also prefabricate pipes and other structures, without depending on subcontractors.” Availability of fabrication capacity for highly accurate piping is going to be a bottleneck, Jeronimus says. But Goltens can offer this service to its customers, not only for steel pipes but also for more exotic materials such as Ceramic coated steel pipes, Cunifer and Glassfibre Reinforced Epoxy (GRE) pipes. “We consider this to be a big advantage as it reduces uncertainties in the entire process.”

There for the finish

Goltens has now completed, or is in the process of completing, 435 ballast water retrofit projects around the globe, ranging in scope from 3D scanning and modeling to turnkey installations of systems, and boasts an impressive order book of engineering packages for more than 100 additional vessels. 

Confirming their position atop the onrushing green wave, Goltens Worldwide Green Technologies division Asia recently announced contracts with NYK Bulk & Projects Carrier Ltd and BW Fleet Management for support in retrofitting a total of 37 vessels with BWT systems.  Goltens Green Technologies in Europe has also secured an additional order for more than 50 shipsets from an unnamed owner in the late Fall of 2018. 

On the sulphur emissions control side, Goltens has completed or is in the process of completing 75 scrubber and LSMGO conversion projects, and has been contracted to assist with the engineering of 50 out of 100 scrubbers ordered by Newport Shipping Group in a deal targeting shipowners looking for turnkey retrofits. Several fleet agreements have also been signed, adding up to 30 more scrubber projects. Goltens will provide 3D scanning as well as services such as design, prefabrication and installation for partial or full retrofits while vessels are in service.

“For both scrubbers and BWT systems, the orderbook is growing. 2019 will be very busy, especially since we will continue to develop the group,” Maarten Jeronimus confirms.

“We are building Goltens Green Technologies to be in for the long run, and that means cultivating long-term relationships. Shipowners can count on the fact that Goltens is going to be around to deliver a wide range of specialized services for many decades to come, not just for the installation of BWT systems or scrubbers. We will be there to serve them long after the green wave has subsided.” 




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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.

Clipper Oil’s predecessor, Tuna Clipper Marine, was founded in 1956 by George Alameda and Lou Brito, two pioneers in the tuna fishing industry. Tuna Clipper Marine’s first supply location was in San Diego, California, USA where they serviced the local fishing fleet.

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

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

now
Now
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.

Our daily monitoring of both the current and future oil market enables our customers to take advantage of market pricing on an immediate basis. This enables Clipper Oil to provide the best current and long term pricing for our customers.

Clipper Oil offers the following to our customers:

  • Extensive network of refueling locations throughout the Pacific Ocean
  • Full range of marine fuels, lubricants, and associated products
  • Competitive pricing
  • Technical support

All of the products we supply meet international specifications and conform to all local regulations.

With our many years of experience in the marine sector, Clipper Oil understands the attention to detail and operational performance vessels require during each port of call.

As a proven reliable and reputable supplier of marine fuel and lubricants, we welcome the opportunity to meet your vessel's needs. Please contact us for all of your marine energy and petroleum needs.

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