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Electronic Fuel Switch Product Aides Multifuel use by Ships
by Ship Bunker
Thursday, March 14, 2019

Marine Tech Firm's DC-hub facilitates switching between different types of fuel.

Exxonmobil Exec Upbeat on IMO2020 Market Prospects
by Ship Bunker
Thursday, March 14, 2019

'We are digging deep to make it happen,' says marine fuels venture manager Luca Volta.

IBIA INSIGHT: Overview of IMO's 2020 Implementation Guidelines
by Ship Bunker
Thursday, March 14, 2019

Guidelines developed by PPR 6 in February will be sent for approval by the Marine Environment Protection Committee in May (MEPC 74).

Bulkship Management AS chooses Alfa Laval PureBallast 3 for its entire fleet
by gCaptain
Thursday, March 14, 2019
Oslo-based Bulkship Management AS has chosen Alfa Laval PureBallast 3 for compliance in ballast water treatment. The company has signed a comprehensive fleet agreement that includes 30 PureBallast 3 Compact Flex systems, as well as commissioning and training. Bulkship Management AS is a fast-growing ship management company focused on technical management and crewing. The company […]

Photos: R/V Petrel Finds the Wreck of the USS Wasp
by The Maritime Executive
Thursday, March 14, 2019

The crew of the late entrepreneur Paul Allen’s research vessel, the R/V Petrel, have discovered the wreck of the American aircraft carrier USS Wasp (CV 7), which went down in 1942 after she was fatally damaged by Japanese torpedoes. 

On her final voyage, Wasp was under way in the Coral Sea, escorting transports carrying the Seventh Marine Regiment to reinforce U.S. troops on Guadalcanal, where Japanese forces were pushing back against American efforts to seize the Solomon Islands. At about 1400 hours on September 15, 1942, she encountered the Japanese submarine I-19, which launched a spread of six torpedoes. Three struck Wasp, one passed by to hit the destroyer USS O'Brien and one hit the battleship USS North Carolina. Aboard Wasp, explosions ripped through the flight deck forward as her ammunition magazines and aviation gas stores caught fire. Fuel and gas spilled into the water, creating a burning pool on the surface. 

USS Wasp burning, Sept. 15, 1942 (USN)

Half an hour after the attack, Capt. Forrest P. Shermman decided to order his men to abandon ship. His crew transferred into rafts from the stern, and 1,946 survivors were rescued by the convoy's destroyer escorts. 193 were dead or missing, and 333 of the survivors were wounded. 

USS Wasp remained crippled but afloat, and the destroyer USS Lansdowne received the order to scuttle her. After three torpedo hits from Lansdowne, she went below at 2100 hours. The USS O'Brien, which was also hit by a torpedo from I-19, would eventually sink from the damage as well.

Wasp represented the U.S. Navy at the lowest point after the start of WWII. Her pilots and her aircrew, with their courage and sacrifice, were the ones that held the line against the Japanese when the Japanese had superior fighter aircraft, superior torpedo planes and better torpedoes,” said Rear Adm. (Ret.) Samuel Cox, director of the Naval History and Heritage Command. “The first year of the war, it was touch and go. Those who served at that time deserve the gratitude of our nation for holding the Japanese back.” 

This January, the crew of the R/V Petrel set out to find USS Wasp once more. After several AUV dives, a patch of rough weather, a port call due to a crewmembers' unexpected illness, and some expert sleuthing, Petrel found her in 14,000 feet of water, miles from the best estimate of her final position. Video and images taken by Petrel's ROV show the heavy damage that she sustained, and the surprisingly unchanged condition of her hull and equipment after 77 years underwater. 

All images courtesy Navigea / RV Petrel

The memory of USS Wasp is carried on by the amphib LHD 1, the tenth U.S. Navy vessel to bear the name. "The crew of the WWII Wasp exhibited the bravery, toughness and resolve that our crew today strives to emulate. We are humbled by the sacrifice of those Wasp sailors, especially those who paid for our freedom with their lives,” said Capt. Colby Howard, commanding officer of the current USS Wasp (LHD 1) in a statement. “We hope this discovery gives remaining survivors and their families some degree of closure. I would like to sincerely thank the entire R/V Petrel crew, whose commitment and perseverance led to the discovery."

The Petrel has also found the wreckage of USS Hornet, USS Juneau, USS Ward, USS Lexington, USS Helena and the USS Indianapolis over the past few years. Additionally, Paul Allen-funded expeditions resulted in the discovery of the USS Astoria, the Japanese battleship Musashi and the Italian WWII destroyer Artigliere

South Africa Trade Returns to Growth, But East Africa Rising
by The Maritime Executive
Wednesday, March 13, 2019

Industry analyst Dynamar has released its East and Southern Africa (worldwide) Container Trades 2019 by Darron Wadey, noting South Africa struggled in 2017 but has now seen a return to growth.

The East Africa, Southern Africa and Indian Ocean Islands trade, abbreviated as ESAf, has a coastline stretching some 21,000 kilometers, with fronts on the Atlantic and Indian Oceans. Only part of South Africa and all of Namibia possess South Atlantic coastlines.

In 2017, the total value of the ESAf economies reached $737 billion, less than one percent of the global economy. Southern Africa is dominant in the region regularly accounting for around 60 percent of the total. East Africa is however growing quickly and has seen its share rise from 34 percent in 2013 to 40 percent in 2017. 

South Africa experienced a five percent drop in GDP from $367 billion in 2013 to $349 billion in 2017. This is as much an issue of a weak South African currency against the U.S. Dollar than anything else, says Wadey. However, in the five-year period to 2022, Dynamar expects the ESAf region’s economy to grow by $268 billion to $1,006 billion, with South Africa set to return to sustained growth but at a lower rate.

22 ports are called at by intercontinental liner services. Five are located along the East African coast, 10 in Southern Africa, with the rest being located on Indian Ocean Islands. The two largest ports continue to be Durban (2,700,000 TEU) in South Africa and Mombasa (1,190,000 TEU) in Kenya. This latter port took second spot from Cape Town in 2011 and broke the million TEU mark in 2014. Combined, Durban and Mombasa handled 48 percent of total throughput in 2017. 

There are few private terminal operators in the region, but the construction of the multipurpose facility DP World Berbera is underway. DP World (51 percent), Somaliland (30 percent) and Ethiopia (19 percent) own what could be a new gateway to landlocked Ethiopia. 

At the start of 2019, there were 18 different carriers offering container shipping services to and from the ESAf region. This is two fewer than in 2017 and is the lowest number noted by Dynamar in over a decade of review.  

Singapore headquartered ONE encompasses former participants “K” Line and MOL, Hamburg Süd and Simatech have exited altogether. ZIM via Gold Star Line has made a return to the trade.

The Far East, Middle East/Indian Subcontinent and Europe/Mediterranean are the main trade areas connecting with ESAf. Over the five-year period to 2017, carryiers have struggled, experiencing declines between 2014 and 2016. Dynamar estimates carryings for the whole of ESAf to have reached over five million TEU in 2017 compared  to 4.7 million TEU in 2016. The containerized trade is forecast to reach seven million TEU in 2022 as South Africa recovers from a difficult period. 

Figures from 20 ports in the region show that combined port throughput totalled 8.2 million TEU,  representing four percent growth since 2013. The shares of containers handled reflect a slow drift away from Southern Africa towards East Africa and the Indian Ocean Islands. 

East Africa is growing and expanding its influence. In the period from 2013 to 2017, GDP rose by 25 percent at the expense of Southern Africa. It is the landlocked countries pushing GDP growth and not so much their coastal neighbors, says Wadey. “Indeed, Mombasa and Dar es Salaam compete for hinterland cargoes to Burundi, Rwanda, Democratic Republic of Congo and Uganda in particular. State-controlled ports are under increasing pressure to improve and develop their strained infrastructure.

“Further north on the Kenyan coast stands Lamu port and associated corridor named the Lamu Port-Southern Sudan-Ethiopia Corridor (LAPSSET). In the kindest terms, this ambitious project is renowned for delays. However, the first three berths are nearing completion.

“It would seem that the race is on to capture the largest share of growing gateway throughput,” says Wadey.

The East African coastline provides a perfect example of the differences between export and import commodities. Exports are dominated by agricultural items and imports by materials used for development, equipment and machinery and vehicles. Southern Africa, especially South Africa and Mozambique, plus Zimbabwe to a degree, is known for mining including precious stones and metals, and related bulk exports.

Djibouti has strategic significance being bordered by Eritrea, Ethiopia and Somalia, and offering access to the state of South Sudan. Prior to 1991, the vast majority of Ethiopian trade passed through the ports of Assab and Massawa. Both are located in Eritrea, and when it gained independence in 1991, Ethiopia lost its direct access to the sea. 

Next to transhipment, the vessels calling at Djibouti deliver domestic cargo for Djibouti and gateway cargoes for Ethiopia or South Sudan. Around 95 percent of Ethiopian seaborne trade is moving through Djibouti.

This leaves Ethiopia quite vulnerable to the “Djibouti Dilemma,” says Wadey. But, since taking office in April 2018, the new Prime Minister has introduced reforms at home, improved relations with neighboring countries and signed the outstanding peace agreement between Ethiopia and Eritrea. Port and infrastructure projects are also being agreed and developed, but these require time, he says.

“Djibouti has not stood idly by.” The government has invested heavily to improve the existing gateway to Ethiopia. At the start of 2017 the 750-kilometer (466-mile) long, $4 billion electric railway to Addis Ababa was opened and later this year, is due to start moving containers. Also, the Doraleh Multipurpose Port, an extension of the Port of Djibouti, hosts six berths totalling 1,200 meters (3,900 feet). It opened in mid-2017 and offers an extra 200,000 TEU in container handling capacity and other cargo throughput capability.

“However, taking the shine off these moves, the government of Djibouti and DP World have been engaged in a contractual dispute involving the Doraleh Container Terminal. European Courts have sided with DP World, but the government of Djibouti simply nationalized the port’s stake in the venture instead. Come what may, what is certain is that DP World is no longer in Djibouti,” says Wadey. “And, for the time being, Djibouti is still key to Ethiopia’s overseas trade.”

MUA Proposes Solutions for Australia's Shipping Industry Crisis
by The Maritime Executive
Wednesday, March 13, 2019

Australia’s shipping industry is in crisis, putting the nation’s economic, environmental and national security at risk, according to the Maritime Union of Australia.

The union has presented a detailed proposal to the Senate Rural and Regional Affairs and Transport References Committee inquiry into the Australian shipping industry in Melbourne, including recommendations that the Australian Government:

- provide tax incentives to support investment in ships, ship-related infrastructure and local seafarers;
- reform the seafarer visa system to improve maritime security and support skills investment;
- reform legislation and regulations governing coastal trading;
- create a national strategic fleet to guarantee fuel security and enhance the nation’s economic security;
- develop a strategic approach to maritime workforce development; and
- introduce better ship safety and pollution reduction measures to protect Australia’s coastlines, tourism industry and oceans.

“There’s no question that Australian shipping is in crisis,” MUA national secretary Paddy Crumlin said. “Since 2013, we’ve lost more than half our remaining coastal fleet, leaving the country with just 12 large trading vessels to carry our growing coastal cargoes.

“With the right political leadership and policy settings, this dramatic decline can be arrested and our shipping industry can be rebuilt.”

Crumlin said ongoing political inaction was causing a serious drain to the nation's economy. “Each Australian vessel that is lost is replaced by foreign ships that don’t pay tax here, don’t employ local seafarers and don’t support local maintenance and service businesses,” he said.

“The result is a major drain on the economy, with the use of foreign vessels to transport Australian resource and agricultural exports, along with coastal cargoes, estimated to be costing the nation more than $8 billion a year. Our research suggests that current coastal cargoes are sufficient to sustain between 50 and 60 additional Australian ships, but we need the political will and right policy settings if Australia is to once again become a shipping nation.”

Crumlin's vision is to expand on the nation’s expertise in a range of maritime sectors, including:

- offshore oil and gas exploration, construction, production and transportation;
- opportunities in the emerging offshore wind farm sector;
- defense shipbuilding arising from the Government’s existing $80 billion investment in the sector;
- civilian shipbuilding, particularly aluminum hulled ships;
- expedition cruise shipping and other forms of marine tourism; and
- marine and oceanographic research.

This would result in a maritime cluster that would be a significant economic boost to the nation. “As an island nation, we depends on maritime skills to operate our ports, our regulatory and safety agencies, our freight and logistics sectors, tourism and offshore oil and gas industries.

“This must include industry incentives that encourage investment in modern and efficient ships that are owned and operated by Australians. The introduction of purpose-built Australian ships would create a more productive freight network for Australia, delivering businesses greater flexibility, reliability, efficiency and productivity. This National strategic fleet will also protecting our environmental, fuel, and national security by providing greater control over the vessels that operate in our national waters.

“But before any of this can be achieved, we need clear vision and leadership from government.”

The Grand Tour: Clarkson Pits Citroen Against Car Carrier
by The Maritime Executive
Wednesday, March 13, 2019

In an episode of The Grand Tour, Jeremy Clarkson attempts to tow a 13,000 ton car carrier with a one-ton Citroen. Co-presenter Richard Hammond thinks he's an idiot.

The Grand Tour is a British motoring television series, conceived by Clarkson, Hammond, James May, and Andy Wilman and produced by Amazon Studios. It launched in November 2016 and is similar in format to the BBC series Top Gear.

NYK Furthers Automated Bridge Technology with Berthing Assistant
by The Maritime Executive
Wednesday, March 13, 2019

NYK has developed a system that assists seafarers during berthing operations buy indicating the exact reduction in ship speed required as the ship nears the dock. 

It supports crew during the critical time when they need to provide instructions to tugs and control the rudder and engine. Such a heavy workload can lead to accidents caused by human factors, says NYK, noting near misses such as overruns and also serious accidents.

Half of maritime accidents are said to be caused by human element factors such as misjudgment by officers who operate ships in three shifts 24 hours a day. Since 2007, NYK has been studying how to improve the bridge to enhance navigational watch efficiency and decease human error.

The new berthing software system evaluates a ship’s controllability and visualizes accident risks in real time by analyzing information such as distance to the wharf, ship speed, ship-performance parameters, tugboat arrangement and wind, tide and weather data.

The ship operator can use a tablet to confirm the relative position and approach speed of the vessel and to assess accident risk.

Trials on actual vessels have been conducted, and NYK plans to gradually introduce the system to its managed ships. JMS will offer it for sale within the industry. 

Last year, NYK completed a new concept for a ship's bridge and employed it on a large container ship currently being managed by the NYK Group. The space and nautical instruments on the new bridge have been ergonomically arranged and designed to take advantage of IoT aspects of instruments and to improve the safety and efficiency of vessel operation.

The new concept makes use of an integrated console that is about two-thirds the size of a conventional one and enables officers to check essential navigational information and navigate the vessel at the same time. The shape of the bridge has been optimized to ensure clear sight from a sitting position. A seat helps officers better grasp the situation around the ship, and a joystick type autopilot system has been adopted to help officers in a sitting position easily maneuver the vessel. A mini manual wheel has been installed on the console for steering in an emergency.

The new bridge has been equipped with larger windows, and the gap between the windows has been minimized to reduce dead visibility angles. Wipers are operated by remote control. 

At the bridge wing, a narrow walkway extends outward from both sides of a pilothouse, allowing the ship to be maneuvered for entering/leaving harbor and berthing/un-berthing operation. This wing takes advantage of large windows and floor windows and is equipped with an integrated control stand that can remotely control the main propulsion, rudder and bow thruster. A multi-function display, a workstation that can conduct some tasks at the same time, such as checking and operating navigational information, the radar and ECDIS, is also located on the wings.

NYK has decided to adopt this new bridge on pure car and truck carriers and crude oil tankers and is currently considering other types of vessels. 

The technology used in this system, as well as the berthing support software, is expected to be applied to the automatic shore-arriving system for manned autonomous ships that the NYK Group has been working to implement. 

Oil Slick Spotted Near Sunken Grande America Off France
by Mike Schuler
Wednesday, March 13, 2019
French authorities said an oil slick measuring several miles long has been spotted in the vicinity of the sunken ship Grande America in the Bay of Biscay one day after its sinking. The oil was spotted during an overflight of a French Navy Maritime Patrol Aircraft and confirmed by the response vessel VN Sapeur which remains in the area.  […]

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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 35 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.

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
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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.

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