international association of marine and shipping professionals … 23... · 2019-06-18 ·...

International Association of Marine and Shipping Professionals

NEWS BULLETIN 24 – 29 Jan 2018

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The International Association of Marine and Shipping Professionals (IAMSP) is the

professional body for Marine and Shipping professionals world-wide, formed in 2015. The

association is an independent, non-political organization aims to:

Contribute to the promotion and protection of maritime activities of the shipping industry,

the study of their development opportunities and more generally everything concerning these

activities.

Promote the development of occupations related to maritime and shipping; serve as a point

of contact and effective term for the business relationship with the shipping industry (charter

brokers, traders, shipping agents, Marine surveyors, ship inspectors, ship-managers, sailors, and

stevedores etc.).

Ensuring the representation of its members to the institutions, national and

international organizations as well as with governments, communities and professional groups

while promoting the exchange of information, skills and the exchange of experience.

Develop the partnership relations sponsorship, collaboration between IAMSP and other

associations, companies, national and international organizations involved in activities related to

Maritimes and shipping.

Contribute to the update and improvement of professional knowledge of its members and

raise their skill levels to international standards.

Progress towards a comprehensive and integrated view of all marine areas and the

activities and resources related to the sea.

About I.A.M.S.P

Presidency for sale: One year of Trump. One year of unprecedented conflicts of interest

INTERNATIONAL news

21/01/2018

• 64 trade groups, foreign governments, companies, charities and politicians hold events at Trump

properties

• New report details how those who seek to influence Trump‘s white house are spending big bucks at trump

properties a new Public Citizen report finds.

The Public Citizen report Presidency for Sale, published on 16 January, documents 64 instances in which

Trump‘s sprawling set of businesses has resulted in a unique set of conflicts that previously were

unimaginable for the president of the United States. Those spending money at Trump hotels, golf courses,

restaurants and real estate developments around the world include:

• 35 political candidates or political organizations;

• 16 trade or interest groups;

• 4 charities, including one run by Trump's son Eric;

• 4 foreign governments;

• 3 religious groups;

• 2 individual companies; and

• 1 college football team.

―Business is booming at

the Trump International

Hotel in D.C., not because

of the décor, but because

corporations and foreign

governments want to curry

favor with the president,‖

said Robert Weissman,

Public Citizen‘s president.

The

information in this report comes from news stories as well as

Federal Election Commission (FEC) records for political

expenditures above $100 including events, food, lodging, rent and

travel expenses at Trump properties.

The full spreadsheet with

sources is available here.

Companies with major

financial interests at stake

with the federal

government have been big users of Trump properties.

Corporate interests that have held or are planning to hold events at

Trump-owned locations include the National Mining Association,

the U.S. Chamber of Commerce and GEO Group, a private prison

company that benefited from U.S. Attorney General Jeff

Sessions‘ reversal of an Obama-era decision to

Freedom in the world 2018: Democracy in crisis

phase out private prisons and held its annual leadership conference at the Trump National Doral golf resort

in Florida.

GEO Group donated $225,000 to a super PAC supporting Trump, despite a federal ban on political

donations by government contractors, according to a complaint filed by the Campaign Legal Center.

Meanwhile, foreign governments, including Saudi Arabia, Malaysi

and Kuwait haven't hesitated to book rooms and hold events at Trump‘s Washington, D.C. hotel, effectively

paying tribute to Trump by frequenting his properties. U.S. Reps. Dana Rohrabacher (R-Calif.), Tom

MacArthur (R-N.J.) and Jodey Arrington (R-Texas) all have held fundraisers at Trump properties, and

many more lawmakers have held smaller events.

Trump‘s political organization also has spent substantial sums at Trump properties, with five Trump-

affiliated groups spending nearly $750,000 at Trump properties in the first three quarters of 2017, according

to a Public Citizen analysis of FEC data.

―Donald Trump is a man who is easily flattered,‖ said Alan Zibel, the report‘s author and research director

of Public Citizen‘s Corporate Presidency Project. ―Corporations and foreign governments know the best

way to get on his good side is to open up their wallets at one of Trump‘s many businesses.‖

[Public Citizen]

21/01/2018

By Gaby Galvin

A Freedom House report charts democratic decay around the world, led by the U.S. under Donald Trump‘s

presidency.

Source: Freedom House: Freedom in the world 2018: Democracy in crisis [Jan 2018]

Less than half of the nations in the world are free, according to the Freedom House report Freedom in the

world 2018: Democracy in crisis released on 16 January. The report measures the rise and fall of global

democracy, underscoring a year that witnessed the spread of illiberal democracy around the world.

Reflecting on a year of emboldened authoritarian leaders, struggling democracies and a sharp turn in the

policies and rhetoric of U.S. leadership, the nonpartisan, nonprofit Freedom House rated 88 countries as

"free," 58 as "partly free" and 49 as "not free" in 2017.


The study comes on the heels of other reports that find global press freedom and democracy are declining,

despite democracy being the preferred form of government around the world.

"We see democracy in crisis this year, and that is the cumulative effect of continuing deteriorating

conditions in really repressive countries, especially some really important countries, but also the big change

that we have seen in the United States," says Sarah Repucci, who oversees the annual Freedom in the World

and Freedom of the Press reports.

In the first year of the Donald Trump presidency, as the U.S. is seen to retreat from the world stage and

other nations view it less favorably, the country experienced "faster erosion of America's own democratic

standards than at any other time in memory," the report said.

The United States accelerates its withdrawal from the democracy struggle

A long list of troubling developments around the world contributed to the global decline in 2017, but

perhaps most striking was the accelerating withdrawal of the United States from its historical

commitment to promoting and supporting democracy. The potent challenge from authoritarian

regimes made the United States’ abdication of its traditional role all the more important.

Despite the U.S. government‘s mistakes—and there have been many—the American people and their leaders

have generally understood that standing up for the rights of others is both a moral imperative and beneficial to

themselves. But two long wars in Afghanistan and Iraq and a global recession soured the public on extensive

international engagement, and the perceived link between democracy promotion on the one hand and military

interventions and financial costs on the other has had a lasting impact. The Obama administration continued

to defend democratic ideals in its foreign policy statements, but its actions often fell short, reflecting a

reduced estimation of the United States‘ ability to influence world events and of the American public‘s

willingness to back such efforts. In 2017, however, the Trump administration made explicit—in both words

and actions—its intention to cast off principles that have guided U.S. policy and formed the basis for

American leadership over the past seven decades. President Trump‘s ―America First‖ slogan, originally

coined by isolationists seeking to block U.S. involvement in the war against fascism, targeted traditional

notions of collective global security and mutually beneficial trade. The administration‘s hostility and

skepticism toward binding international agreements on the environment, arms control, and other topics

confirmed that a reorientation was taking shape. Even when he chose to acknowledge America‘s treaty

alliances with fellow democracies, the president spoke of cultural or civilizational ties rather than shared

recognition of universal rights; his trips abroad rarely featured any mention of the word ―democracy.‖ Indeed,

the American leader expressed feelings of admiration and even personal friendship for some of the world‘s

most loathsome strongmen and dictators.

This marks a sharp break from other U.S. presidents in the postwar period, who cooperated with certain

authoritarian regimes for strategic reasons but never wavered from a commitment to democracy as the best

form of government and the animating force behind American foreign policy. It also reflects an inability—or

unwillingness—by the United States to lead democracies in effectively confronting the growing threat from

Russia and China, and from the other states that have come to emulate their authoritarian approach.


While the U.S. score in the index has been declining since 2011 and it already ranked below a handful of

other nations, including Canada, Germany and the U.K., the downward trend accelerated in 2017, according

to the study. Freedom House has been evaluating the effects of political trends on individual freedoms since

the 1950s.

The report listed several reasons for the democratic decline of the U.S. during the past year, including

Trump's repeated attacks on the judiciary system and news media, his lack of condemnation on Russian

election interference and his tendency to make policy and other significant decisions seemingly without

"meaningful input" from relevant agencies.

Freedom House also cited "violations of basic ethical standards by the new administration," including

Trump's continued connection to his businesses and "apparent conflicts of interest" in the appointments of

senior officials, including Cabinet members, daughter Ivanka Trump and son-in-law Jared Kushner.

Democratic norms erode within the United States

The past year brought further, faster erosion of America‘s own democratic standards than at any other time in

memory, damaging its international credibility as a champion of good governance and human rights.

The United States has experienced a series of setbacks in the conduct of elections and criminal justice over

the past decade—under leadership from both major political parties—but in 2017 its core institutions were

attacked by an administration that rejects established norms of ethical conduct across many fields of activity.

President Trump himself has mingled the concerns of his business empire with his role as president,

appointed family members to his senior staff, filled other high positions with lobbyists and representatives of

special interests, and refused to abide by disclosure and transparency practices observed by his predecessors.

The president has also lambasted and threatened the media—including sharp jabs at individual journalists—

for challenging his routinely false statements, spoken disdainfully of judges who blocked his decisions, and

attacked the professional staff of law enforcement and intelligence agencies. He signals contempt for Muslims

and Latin American immigrants and singles out some African Americans for vitriolic criticism. He pardoned

a sheriff convicted of ignoring federal court orders to halt racially discriminatory policies and issued an

executive order restricting travel to the United States from a group of Muslim-majority countries after making

a campaign promise to ban all foreign Muslims from the United States. And at a time when millions around

the world have been forced to flee war, terrorism, and ethnic cleansing, President Trump moved to implement

major reductions in the number of legal immigrants and refugees that the United States would accept.

The president‘s behavior stems in part from a frustration with the country‘s democratic checks and balances,

including the independent courts, a coequal legislative branch, the free press, and an active civil society.

These institutions remained fairly resilient in 2017, but the administration‘s statements and actions could

ultimately leave them weakened, with serious consequences for the health of U.S. democracy and America‘s

role in the world.


While the U.S. has traditionally been used as a "beacon," for activists, the administration's mixed record on

promoting democracy and freedom overseas during the past year has likely emboldened repressive regimes,

Repucci says.

She cited Trump's July visit to Poland where the president "did a very public event, stood there next to the

Polish leadership and said they're his friends." During the next few weeks and months, Poland passed bills

that the European Union said undermined democracy in the country, a development that has put the EU and

Central European country at odds with each other.

The U.S. is not the only country suffering a democratic decay, though, according to Freedom House.

Between 2006 and 2018, 113 countries experienced a net decline in the index, while 62 improved,

according to the report.

Note: Numbers represent a country‘s aggregate score (out of 100)


This year, three countries improved their status and two fell. The Gambia and Uganda jumped from not free

to partly free, while Timor-Leste improved from partly free to free. Meanwhile, Zimbabwe and Turkey

were both downgraded from partly free to not free after a military coup forced the ouster of Zimbabwean

President Robert Mugabe and a "deeply flawed" referendum on the Turkish constitution centralized

President Recep Tayyip Erdoğan's power.

"It's of concern that some very influential countries that looked like they were on the path toward stable

democracy have turned around," Repucci says, citing Turkey's stalled European Union ascension talks. And

while Tunisia is the only Arab nation that Freedom House classifies as free, "sharp democratic declines"

during the past year, spurred by "pressure from a resurgent old guard that was never fully dismantled" and a

lack of support from the international community, threaten the country's standing, the report said.

Repucci says the downward global trend is worrying, and she doesn't see it reversing easily. And the lack of

a clear stance on democracy and freedom around the world from the U.S. and some European countries has

allowed authoritarian superpowers Russia and China to gain influence, she says.

Rapid technological progress paves way for electric freight


"We're really troubled by the combination of a retreat from U.S. leadership on supporting democratic

values, and then the way that Russia and China have moved in to fill that gap," Repucci says. "I think

they've been doing it for different reasons, but they're both self-interested reasons."

[U.S. News & World Report / Freedom House]

19/01/2018

While the EU is slowly undertaking first legislative steps towards decarbonisation of heavy duty transport,

the progress is already well underway in Norway.

Norway enjoys the world‘s largest penetration of electric vehicles (EVs) per capita in the world. Last year,

pure battery EVs accounted for 20.9% of all new vehicles sold in the whole of Norway, including Arctic

areas. Moreover, 52% when including hybrids.

Urban heavy-duty vehicles next

The technology is improving rapidly. Tesla‘s new semi-trailer has 800 km battery range and 640 km range

only after 30 minutes of fast charging, and will be available on the market in maximum two years. These

features enable the electric truck to fully meet drivers‘ needs and can revolutionize traditional heavy-duty

transport. Moreover, many urban duty vehicles drive shorter distances on average and are especially fit for

electrification.

Norwegian post service, Posten and Bring, have jointly reduced greenhouse gas emissions by 40% since

2009, largely thanks to investment in a large electric vehicle fleets. Now, the Tesla electric semi-trailer is

gaining attention among these.Food delivery company Asko is also procuring 10 electric semi-trailers. The

company was the first to procure a fully electric truck, which has already been in use for two years.

Another company, Stena Recycling, is procuring two electric trucks, the first of this size, above 5 tonnes.

The trucks will circulate between the cities of Oslo and Moss, and drive 260 000 km per year. This is

equivalent to 320 tonnes of CO2 per year, or approximately 200 flights between Norway and Thailand per

year – if driven with conventional fossil fuels. Put in this perspective, there are enormous potential for

cutting emissions in this sector by going electric.

Truck manufacturing companies like Scania, Volvo, MAN and BYD have all announced plans to deliver

electric and hybrid trucks to the market within the upcoming two to three years. Until recently, availability

of electric trucks has been extremely limited. Now, lowered costs, better performance and less charging

time makes such vehicles significantly more interesting.

Bellona believes that electrification is the most promising solution to decarbonise the transport sector.

―While a couple of years ago only lighter vehicles were fit for electrification, today we see rapid progress in

heavier transport sectors, such as ferries and trucks‖, comments Teodora Serafimova, Policy Manager in

Bellona Europa. Bellona is working on electrification solutions for land and maritime transport sector, the

latter mainly in Norway.

Moreover, urban delivery trucks, which travel short and well-defined routes, are less constrained by battery

range and therefore ideal candidates for full electrification. An example of this are electric waste collection

trucks. Last year Sarpsborg municipality procured Norway‘s first two electric waste collection trucks.

Policies need to follow

The still missing, yet crucial piece of the puzzle is the policy framework. While Norwegian companies can

apply for support from state-owned program Enova, it is especially important for policies to be in place to

make the environmental solutions profitable. One third of Norway‘s greenhouse gas emissions originate

from the transport sector and investing in its electrification will be highly beneficial in the longer term.

Last year in Norway, Enova launched a support scheme aimed at the professional market[4]. The scheme

gives companies that choose battery-powered or hydrogen-powered trucks and vans the opportunity to

cover parts of the additional cost of the vehicle.

But what can be done in countries which cannot afford such investments?

Analyzing the economic benefit of unmanned autonomous ships

The EU has lagged behind countries like China, Japan, the US and Canada which already have already

enacted fuel economy standards for heavy duty vehicles. Last year, the EU Commission announced first

steps towards curbing CO2 emissions from this sector.

The proposals include a tool for the monitoring and reporting of CO2 emissions and fuel consumption of

new heavy-duty vehicles, as well as development of Vehicle Energy Consumption Calculation Tool

(VECTO) to measure CO2 emissions from new trucks above 7.5 tonnes.

The ongoing revision of the so-called Eurovignette directive, the EU electronic toll legislation, also holds

promise in internalising the sector‘s heavy carbon footprint. And last but not least, a legislative proposal for

CO2 standards for heavy duty vehicles is expected in the first half of this year. Such standards are key to

accelerating the transition to electric road freight.

Clearly, there is an urgent need to tackle the freight sector‘s ever-worsening carbon footprint and it yet

remains to be seen whether EU policies will be in time and ambitious enough to enable compliance with

Paris goals.

[Bellona]

19/01/2018

Unmanned autonomous ships are seen as a key element of a competitive and sustainable European shipping

industry in future. But even if the technology to further automate ships will principally be available at some

point, this does not imply that autonomous vessels are also the superior choice for the ship owner.

In the end the success of autonomous vessels depends on their impact on the profitability of shipping

companies. Following a structured approach, the paper Analyzing the economic benefit of unmanned

autonomous ships: An exploratory cost-comparison between an autonomous and a conventional bulk carrier

analyzes the costs of running an autonomous bulker and compares them against a conventional vessel in a

cost-benefit analysis.

Hereby it provides insights on the (economic) benefit of autonomous vessels for a first-time. Results

principally confirm an economic potential. The expected present value of cost of owning and operating the

autonomous bulker over a 25-year period is USD 4.3 million lower than for a conventionally manned ship.

Assuming identical cargo carrying capacity, this means that the required freight rate of the autonomous bulker

which produces a zero net present value is 3.4% lower than the required freight rate of the conventional

vessel. This advantageousness is based on one aspect in particular as the paper argues. Besides cost savings

associated with reducing crew levels an autonomous ship brings along additional benefits due to changes in

ship design.

The authors of the paper are Lutz Kretschmann, Hans-Christoph Burmeister and Carlos Jahn of the

Fraunhofer Center for Maritime Logistics and Services in Germany. The paper was published in the

December 2017 edition of Research in Transportation Business & Management.

[ScienceDirect]

19/01/2018

By Fumbuka Ng'wanakilala

Tanzanian President John Magufuli on Friday put a temporary ban on the registration of foreign ships in the

country and ordered over 400 vessels to be investigated for allegations of involvement in criminal activity.

The ban came after at least five foreign-owned ships flying

Tanzania's flag of convenience were seized in various parts of the

world carrying illegal consignments of weapons and narcotics.

The Tanzania Zanzibar International Register of Shipping (TZIRS)

in the Indian Ocean archipelago of Zanzibar has in previous years

been accused of allowing Iranian and North Korean vessels to use

the Tanzanian flag to circumvent United Nations sanctions.

Zanzibar is a semi-autonomous territory of Tanzania.

Tanzania said in 2012 that a shipping agent based in Dubai had reflagged 36 Iranian oil tankers with its flag

to dodge sanctions, without the country's knowledge and approval and de-registered the vessels after an

investigation.

North Korea is subject to international sanctions imposed over its nuclear programme. Sanctions on Iran

linked to its nuclear programme were lifted in January 2016, though some of its vessels often operate under

other flags for reasons of convenience.

Reflagging ships masks their ownership, which could make it easier for criminal networks and sanctioned

nations to obtain insurance and financing for the cargoes, as well as find buyers for the shipments without

attracting attention from the U.N. and other international authorities.

"I want you to conduct a thorough investigation to vet all the 470 ships that fly the Tanzanian flag,"

Magufuli told security forces. "We cannot allow the image of our country to continue being undermined by

some people for their own interests." Magufuli said the ban on the registration of foreign ships would be in

force until the system of reflagging vessels was reviewed.

The Greek coastguard on Jan. 6 impounded a Tanzania-flagged freighter carrying explosives, allegedly

destined to war-torn Libya. Dutch naval forces in December intercepted a Tanzania-flagged merchant

vessel carrying 1.6 tonnes of cocaine.

In 2017 Tanzania was found to be the second worst in the world and rated "high risk" by the Paris MOU

organisation in its last annual "White, Grey and Black list" ranking the quality of countries' flags for

shipping.

Port State Control Black List as approved by the Paris MOU Committee

[1 July 2017]

Flags of convenience: President bans registration of foreign ships in Tanzania

:

Desarrollo portuario Chile: ¿Es prioritaria la construcción de un puerto de gran escala en

San Antonio?

Note: The ―Black‖, ―Grey‖ and ―White‖ lists present the full spectrum, from quality flags (―White‖ list) to

flags with a poor performance (―Black‖ list) that are considered: medium risk, medium to high risk, high

risk and very high risk. It is based on the total number of inspections and detentions over a 3-year rolling

period for flags with at least 30 inspections in the period. Flags with an average performance are shown on

the ―Grey‖ list. Their appearance on this list may act as an incentive to improve and move to the ―White‖

list.

Source: Paris MOU

[Reuters / Paris MOU]

19/01/2018

El anuncio de la presidenta de Chile, Michelle Bachelet, de desarrollar el proyecto del Puerto de Gran

Escala (PGE) en San Antonio, a muy poco de concluir su mandato, puso fin a años de dilaciones en la

definición de su emplazamiento, decisión que finalmente fue en desmedro de la alternativa de construirlo en

el puerto de Valparaíso.

Desde el planteamiento de ambas opciones hasta la definición presidencial, se produjo una de las mayores

crisis del transporte marítimo global, graficada en su punto cúlmine por la quiebra de Hanjin Shipping en

2016, hecho en gran parte ocasionado por el descenso del crecimiento económico mundial y la

consolidación de la industria naviera, duros procesos cuyo impacto recién permitió observar algunas señales

de recuperación en 2017.

El descenso del crecimiento a nivel global y específicamente en Latinoamérica fue suficiente para plantear

dudas acerca de si un proyecto de la envergadura del PGE era realmente necesario, o bien, bastaba con

potenciar el desarrollo de la infraestructura existente en la Zona Central de Chile. Por otra parte, muchos

esperaban en que esta decisión quedaría en manos del próximo gobierno de Sebastián Piñera, no corriendo

por cuenta de la presidenta Bachelet a menos de dos meses del término de su mandato.

Características y proyecciones

Las obras estimadas para el proyecto, en líneas generales, consisten en un dique de abrigo de 3.700 metros

de longitud con dos muelles de 3.600 metros, disponiendo de dos terminales denominados Sur 1 y Sur 2

con una superficie de 90 hectáreas cada uno. Los trabajos se desarrollarán por fases (2 para cada muelle)

estimadas de acuerdo a la demanda proyectada de contenedores.

Cabe recordar que la capacidad máxima del actual recinto de San Antonio para carga contenerizada (STI

más PCE) alcanza los 2,49 millones de TEUs, las que según estimaciones del estudio de demanda

presentado al momento de la realización del proyecto quedaría saturada a contar de 2024 (pese a que se

plantea la posibilidad de incrementarla hasta un 15% si se realizan mejoras operacionales).

El mismo estudio planteaba que la Fase 1 de operación del PGE, se pondría en operación, antes que los

actuales terminales se saturen.

El proyecto plantea la Subdivisión de la Fase 1 en dos etapas (1-A y 1-B) con capacidades de 1,5

MTEU/año. La Fase 2 se iniciará cuando se hayan superado los 3 MTEU/año y también podría ser

subdividida en 2, si bien se estima que el PGE alcanzaría un tráfico anual máximo de 6M/TEUs, siete años

después de la puesta en operación de la Fase 2.

Cabe consignar que de acuerdo con la proyección de la demanda se estimaba el inicio de las operaciones de

la Fase 1 para 2020 y el inicio de la Fase 2 para 2035.

El estudio de demanda de carga contenerizada para el puerto de San Antonio realizado apuntó 3 escenarios

posibles hacia el año 2045: 8 M de TEUS, en el peor de los casos; 10 MTEUs como escenario base y 14

MTEUs en un escenario optimista.

Contrastes con la realidad

Las dudas acerca de una real necesidad de un PGE para la Quinta Región comienzan a surgir al proyectar la

demanda en escenarios demasiado optimistas, los que lejos de concretarse a través de los años, han

presentado cifras reales por debajo de las esperadas, reduciendo considerablemente las expectativas de

volúmenes estimados para 2030.

Oil & gas shipping: Germany to get first LNG terminal

Container shipping: Ocean Network Express (ONE) receives final merger approvals

Diversos estudios de consultores locales e internacionales (Asaf Ashar, Hurtado C, Fernández & de Cea

Ingenieros, entre otros) por ejemplo, proyectaban +2,5 millones de TEUs a movilizar al 2016 frente a los

2.171.688 TEUs realmente movilizados.

Por otra parte, un dato que no se ha analizado en profundidad, es del porcentaje de TEUs movilizados con

carga versus vacíos, ya que, como ejemplo, en 2016 se movilizaron 4.145.034 TEUs en todo Chile (Cepal),

y de éstos solo 2.659.381 TEUs poseían carga.

En el mismo año, pero puntualmente en el puerto de San Antonio, el total de contenedores movilizados con

carga ascendió a 874.220 TEUs (imp. 541.173, exp. 333.047). Mientras que en Valparaíso fue de 633.552

TEUs con carga (imp. 348.016, exp. 285.536).

Para el año 2030, fecha en que las nuevas instalaciones de la ampliación portuaria debieran estar operando

en su totalidad, diversos especialistas consideran que existiría una amplia brecha entre la sobrecapacidad

instalada versus la real.

Para evitar lo anterior, se hace necesaria una estimación basada en información actualizada de los años

2016, 2015 y anteriores, la que resultaría más próxima a la demanda de TEUs efectiva de la región de

Valparaíso para el año 2030, ya que inclusive en escenarios más optimistas, con una tasa de crecimiento de

2,8% al 2030, se esperarían movimientos por debajo de los 4 millones de TEUs.

De concretarse los proyectos de ampliación en curso, sin contabilizar el PGE, la oferta instalada en los

sitios de atraque de la región alcanzará la cifra de 4,62 millones de TEUs. Lo que para muchos significa que

existiría la capacidad suficiente para atender la carga que arribe para el año 2030.

[MundoMarítimo]

19/01/2018

The German port of Brunsbüttel at the mouth of the River Elbe - and close to Hamburg - will be the most

likely location for the country's first liquified natural gas (LNG) terminal.

The project, which is being driven forward by a partnership of Gasunie, Oiltanking and Vopak, should see

the terminal operational within four years' time. According to a statement from the partnership, German

LNG Terminal, the facility will be able to receive, store and regas LNG as well as distribute the gas in

smaller parcels.

Wilhelmshaven on Germany's northern coast could also be a possible location for the terminal, a source

familiar with the matter said.

[Ship & Bunker]

Container shipping: World Container Index - 18 Jan 2018

19/01/2018

Ocean Network Express (ONE) has received all the necessary merger approvals needed to launch the

company on April 1, 2018.

The new company will combine Japanese carrier lines Kawasaki Kisen Kaisha (K Line), Mitsui O.S.K. Lines

(MOL), and Nippon Yusen Kabushiki Kaisha (NYK) to create the sixth largest container shipping company

in the world.

As of July 3, 2017, the company had completed the approval process in all regions and countries where it was

required — except South Africa, which eventually gave ONE the go-ahead after lengthy negotiations ended

with agreements on additional competition law compliance on January 18, 2018.

In the lead-up to ONE‘s service commencement, third-party services have reportedly been illegally

attempting to recruit employees on behalf of the carrier through phone calls, emails and professional

networking sites. ONE has warned the maritime community to turn down any such approaches and report

them to the authorities.

The service commencement schedule for the new company‘s fleet of more than 250 ships covering the Asia

/Europe, North Atlantic and Trans-Pacific trade lanes including the Middle East and the Arabian Gulf/Red

Sea, remains unchanged following this week‘s announcement.

The overall organizational governance of ONE will be based in Japan, with operational headquarters in

Singapore. The company was established by the three Japanese liners in July 2017, and has appointed NYK

Group CEO Jeremy Nixon as its head. ONE will have a fleet capacity of more than 1.4 million TEU,

according to Alphaliner data, with approximately a 7% share of global shipping.

[Port Technology International]

18/01/2018

The World Container Index assessed by Drewry, a composite of container freight rates on 8 major routes

to/from the US, Europe and Asia, is up by 2.4% to $1440.99/40ft container.

Two-year spot freight rate trend for the World Container Index:

World Container Index: Drewry assessment on Thursday, 18 January 2018

• The composite index is up by 2.4% this week and down by 22.2% from the same period of 2017.

•

• The average composite index of the WCI, assessed by Drewry for year-to-date, is US $1,420/40ft

container, which is $162 lower than the five-year average of $1,581/40ft container.

•

• GRIs from Asia to the US East Coast gathered traction this week with the World Container Index on

Shanghai-New York strengthening by $429 per feu to reach $2,869. Meanwhile, rate hikes during the first

week of January to the US West Coast crumbled and rates on Shanghai-Los Angeles lost $51 per feu this

week. Rates on Asia-North Europe route were stable this week while rates on Shanghai-Genoa

gathered $61 to reach $1,491 for a 40ft box. We expect the demand spike before the Chinese New Year

holidays to result in a volley of rate hike attempts from carriers.

Our latest freight rate assessments on eight major East-West trades:

Terminal operators Brazil: Terminal Link reportedly close to buying Santos terminal

[Drewry]

18/01/2018

By Rob Ward, Special Correspondent Brazil

The sale of Libra Terminais — one of the oldest, established private container terminal operators in Brazil —

appears to be moving closer, with word that Terminal Link, a joint venture (JV) between French carrier CMA

CGM and China Merchant Holdings International (CMHI), has entered an exclusive agreement with the

Brazilian company with a view to an outright purchase.

Last year, CMA CGM shifted extra deepsea services to Libra Terminais‘ two box facilities in Santos — T-35

and T-37, the first-ever privatized container terminal in Brazil — with a view of saving the facility from

extinction and the possibility of establishing a presence in Brazil, JOC.com reported. CMA has been trying to

accomplish this goal for 15 years, in Santos, Rio de Janeiro, Sepetiba, Suape, and Vila do Conde, in the far

north of the country.

Previously, the closest CMA CGM has come to a deal with this focus was in late 2015 when it nearly bought

Sepetiba Tecon, but owner Benjamin Steinbruch‘s 1 billion reias ($311.9 million) asking price was too high.

Since then, Terminal Link‘s Chinese partner, CMHI, has taken a foothold in Brazil via the 2.9 billion reais

purchase on its own, of 90 percent of Terminal de Conteineres de Paranagua, or TCP, in Parana state; but

now, according to the Brazilian newspaper Valor, Terminal Link has commissioned consultants Ernst &

Young to carry out due diligence so that the sale of Libra Terminais proceeds. Lazard is acting on behalf of

the Borges Torrealba family that owns the two Santos facilities, as well as another box terminal in Rio de

Janeiro — Libra Rio — which is also included in the deal.

On Thursday, CMA CGM was unavailable for comment. One consultant who has worked closely with CMA

CGM in recent years said it was almost a done deal, with just one snag: the liabilities that Libra Terminais has

with Codesp, the Santos port authority. Those liabilities resulted from a long-running dispute over who was

supposed to pay for certain infrastructure improvements (access roads, etc.) when the original privatization

took place in 1995. According to Libra sources, the Brazilian port operator has placed more than 1 billion

reias into an escrow account for the final settlement, but this will have to be finalized before the Terminal

Link purchase can go ahead.

―This tie-up has been on the cards for more than a year now and it makes sense for both parties,‖ the

consultant said. ―Terminal Link wants a stake in Santos and Libra is finding it difficult financially and the

Torrealba family want out of the ports and shipping sector altogether. It also continues the trend of shipping

lines verticalizing their businesses and investing in port terminals. In Santos you can already see MSC

[Mediterranean Shipping Company] and Maersk Line [via sister company AP Moller Terminals] with an

interest in BTP, and Maersk Line and new acquisition Hamburg Süd have one with Porto Itapoa, in the south,

and also MSC has entered into a [JV] with Multiterminais in Rio de Janeiro. This is a trend that is growing all

the time and I don‘t think we have seen the end of it. CMA CGM will also benefit from economies of scale

with the introduction of the Mercosul Line coastal service into their theatre of operations. They should benefit

considerably if this deal goes through.‖

Hutchison Ports International and PSA International have also displayed an interest in buying Libra

Terminais, but CMA CGM re-captured the momentum from them by switching its ESA and SamWaf services

from rival Santos Brasil to Libra last February.

Libra Terminais‘ two terminals in Santos were in fatal, life-service decline just over a year ago, and their

market share had fallen from about 25 percent (and 801,500 TEU), six years ago, to a paltry 4 percent,

according to statistics from CODESP. Moreover, that volume was from one Brazilian cabotage service and

CMA CGM‘s Brazex from the east coast of South America (ECSA) to the Caribbean and US Gulf. CMA

CGM then came in with two, new deepsea services, the ESA to Asia and SamWaf to West and South Africa,

to help support the company. Talks then began regarding a possible permanent tie-up with Terminal Link.

Those discussions went into overdrive in September, added the consultant, who does not wish to be identified.

The ESA service, from ECSA to Asia, which involves Evergreen (with four vessels), COSCO (four ships),

Yang Ming (one vessel) as well as CMA CGM (three vessels), and the SamWaf service ECSA to West Africa

and South Africa — including Hamburg Süd, Nile Dutch, and CMA CGM — have brought in a lot of extra

revenue to the Libra operation, and have, essentially, saved the company from bankruptcy.

CODESP figures for the first 11 months of last year show that Libra is now responsible for a 10 percent share

(or 347,518 TEU) of Santos' overall throughput, which was 3,524,785 TEU from January to the end of

November. And with more CMA CGM services likely to transfer to Libra, that percentage share should rise

again this year.

CMA CGM has also boosted its interests in Brazil with the purchase of cabotage and Mercosur coastal

operator Mercosul Line, from Maersk Line, who had to divest to enable the company to take over Hamburg

Süd subsidiary Alianca Navegacao.

Terminal Link was founded by CMA CGM, back in 2001, with the intention of lowering costs for the carrier

via selfoperation; the global terminal operator now has a network of more than a dozen facilities throughout

Terminal operators Australia: Victorian International Container Terminal sues two unions

over Melbourne docks blockade

Shipping in 2017: Automation, cyber security and the environment:

Central and North America, Europe, Africa, and Asia. And now it looks likely it will get its long-awaited

opening in Brazil.

The CMA CGM is the third-largest shipowner in the world, with a fleet of 504 vessels, good for 11.6 percent

of the world‘s container fleet capacity Maersk Line and MSC are in first and second place, with 19.5 percent

and 14.7 percent of the market, respectively, according to Alphaliner.

In the 1990s, Grupo Libra was also a shipping company and operated three deepsea container services:

Paulista Line, Libra Line, and Nacional Line, to the US East Coast, to the Mediterranean, and to North

Europe. They were then taken over by Compania Sudamericana de Vapores which was, in turn, taken over by

German carrier Hapag Lloyd.

[JOC]

18/01/2018

By Aneeka Simonis

Militant unions are being sued $8.2 million over an illegal blockade which resulted in thousands of medical

supplies and gifts being held hostage at Melbourne‘s docks.

The Victorian International Container Terminal is suing the CFMEU and Maritime Union of Australia over

the dispute which left thousands of containers stranded at Webb Dock late last year.

In its statement of claim submitted to the Supreme Court of Victoria on Wednesday, VICT is suing both

unions for $5.5 million in damages relating to transport and suppliers costs of cargo left stranded at the docks.

It will also seek a further $2.7 million from the unions over shipping line costs and reputational damage and

loss of future earnings. The legal document states CFMEU and MUA conspired with each other to cause

damage to the shipping company.

The dispute, which broke out on November 27, revolved around a sacked wharfie who was not being given

shifts after being denied the security clearance required to work in a restricted area. The Herald Sun

previously revealed the casual MUA worker, Richard Lunt, had been the centre of another workplace dispute

that cost market growers millions of dollars in lost revenue.

Between 100-200 trucks which visit the terminal each day were barred from transporting containers during

the illegal 19-day picket. Medical supplies including lifesaving EpiPens, Christmas gifts and seafood were

among thousands of items left stranded in containers during the dispute.

[Herald Sun]

18/01/2018

By Elly Earls

2017 saw environmental impact, automation and cyber security rise up the shipping industry‘s agenda. As we

enter 2018, they will only get closer to the top.

The International Maritime Organization‘s (IMO‘s) fuel sulphur regulations, autonomous ports and ships, and

cyber security and risk management proved hot topics for the shipping industry during 2017. With regulatory

deadlines looming, technology continuing to advance, industry players becoming more open to change and

hackers getting ever more sophisticated, these issues are set to get hotter still in the next 12 months.

Yet with more questions than answers surrounding the practicalities of complying with the IMO‘s fuel rules

and the shipping industry still relatively slow in its acceptance of new technologies and business models,

developments are likely to be incremental rather than monumental in 2018.

Moving towards a decarbonised future

The biggest trend currently impacting the shipping sector is its move towards a fully decarbonised future,

according to Simon Bennett, director of policy at the shipowners‘ lobbying group International Chamber of

Shipping (ICS). ―It‘s going to be a very long time before it‘s actually delivered in practice but rather than

seeing it as an unrealistic pipe dream, most people in the industry now recognise that this is inevitably the

direction in which we‘re moving,‖ he says.

The most immediate concern for shipping

companies is the IMO‘s 0.5% fuel sulphur limit,

which will come into force in January 2020. While

the industry supports the legislation‘s goal – to

significantly reduce the amount of sulphur oxide

emanating from ships – there are many

unanswered questions around its implementation,

leaving shipping companies uncertain about the

best way forward.

How much will fuel prices increase? Will oil refiners be able to supply adequate amounts of the fuel that‘s

going to be needed? Should owners be considering installing scrubbers? How practical are these systems?

Which fuels will be available at which ports?

At the ICS, the main focus is on ensuring the global cap is actually going to be implemented worldwide and

maintaining a level playing field. The organisation has also been encouraging the IMO to develop a

meaningful overarching strategy to address CO2 emissions from shipping, which can reconcile the need for

ambitious long-term objectives with the industry‘s current dependence on fossil fuels, while also taking full

account of shipping‘s important role in the sustainable development of the world economy.

―If they don‘t do it then somebody else will do it for them, so we‘ll face the danger of regional regulation,‖

Bennett explains. The IMO‘s strategy should be finalised by April 2018.

Automation and digitisation

No discussion of the current state of the shipping industry would be complete without a mention of

automation. Unmanned engine rooms have been around for many years, e-navigation has been a focus of both

the IMO and the ICS for over a decade, more and more container terminals, including LA and Qingdao, are

fully automated, and several companies are working on fully autonomous vessels.

So what can we expect in the next 12 months? According to the ICS, incremental evolution. While

autonomous ‗robot‘ ships may be the final level of automation, it is unlikely, given the current levels of ‗pull‘

from shipowners, that they will become commonplace any time soon. In the meantime, the biggest challenges

the industry needs to address are ensuring that personnel are equipped with the competence and skills to work

effectively with automated systems and that the systems are designed to work effectively with them in a

positively reinforcing combination.

That said, there are certainly signs of an industry

shift towards embracing digital solutions. A

survey carried out by the Business Performance

Innovation (BPI) Network, in coordination with

technology provider Navis, found that although

the sector is suffering from costly inefficiencies

due to ineffective data sharing and poor cross-

industry collaboration, change is coming: 46% of

respondents said their companies were either

investing significantly in new technologies or

significantly increasing those investments.

For Navis‘s part, chief technology officer Raj Gupta has seen increasingly rapid uptake both of its terminal

operating system N4, as well as its collaboration platform XVELA, which allows terminal operators and

carrier companies to exchange information in a single cloud application. ―Traditionally, companies in this

sector have been very slow in adopting new technology, but they now see the value of using technology to

combine different parts of their operations and share information much more seamlessly,‖ he says.

As more carriers and terminal operators invest in systems like this, and pressure increases from end

customers, shippers and importers to get better visibility on where their shipments are in the supply chain, a

shift is inevitable, according to BPI Network‘s director of thought leadership, Dave Murray. ―There are going

to be a number of pressure points that come together to push the industry forward, and the operators, carriers

and the shipowners who are slow to change potentially are going to find themselves threatened with

obsolescence,‖ he predicts.

Cyber security and risk management

One of the key challenges that comes with increased automation and digitisation is the vulnerability of the

shipping sector to cyberattacks. Today, ships are reliant on a range of electronic devices and software systems

to operate, including complex cargo management systems, automatic identification systems (AIS), global

positioning systems (GPS) and electronic chart displays and information systems (ECDIS). And, as

companies invest more in digital systems, the list will only increase.

Los otros 'Prestige': los desastres del transporte marítimo de petróleo

Over 2015, 2016 and 2017, the industry has started placing more focus on this issue, with the development of

guidelines and the establishment of working groups. These include the IMO‘s Interim Guidelines on Maritime

Cyber Risk Management and the Guidelines for Cyber Security Onboard Ships, produced by BIMCO, ICS

and other organisations. The industry has also been participating in the International Association of

Classification Societies (IACS) Cyber Systems Joint Working Group to develop recommendations relating to

the implementation of cyber systems on board ships.

For 2018, one of the most pressing issues to address will be insurance. At present, most insurance policies

covering ships include a cyberattack exclusion clause. And although the insurance industry is starting to

respond to this issue, the ICS is continuing to advise shipowners to press for the removal of cyber risk

exclusions from their commercial marine insurance policies.

[Ship Technology]

18/01/2018

Port Gerard Mateo

El 'Sanchi' es la mayor catástrofe naval del siglo XXI, por delante de la 'marea negra' gallega.

Un equipo realiza labores de extinción del incendio en el petrolero iraní 'Sanchi' tras su colisión con el mercante 'CF

Crystal', de bandera hongkonesa, a unas 160 millas náuticas (300 kilómetros) al este del estuario del río Yangtze junto a

la ciudad de Shanghái (China), el 12 de enero de 2018. Fuente: EFE

El destino de Sanchi estaba escrito en letras negras. El hundimiento del petrolero iraní, con una carga de

136.000 toneladas de crudo, en el mar de la China oriental era el desenlace triste y esperado para este barco

después de su colisión con el carguero Crystal. Un suceso que, para empezar, ha causado la muerte de la

tripulación.

El hundimiento definitivo de Sanchi tras una semana a la deriva se suma al de otros petroleros que corrieron

la misma suerte. El más recordado en España es el naufragio del Prestige (63.000 toneladas de petróleo) en la

costa gallega, en 2002, cuyas consecuencias todavía se sufren después de tres lustros.

El caso del 'Atlantic Empress'

Los peores desastres protagonizados por barcos petroleros ocurrieron en pleno siglo XX. Son ejemplo el

hundimiento del Amoco Cadiz, en Bretaña, en 1978, con 223.000 toneladas de crudo a bordo; el de Castillo

de Bellver, en Sudáfrica, en 1983, con 252.000 toneladas; y el del ABT Summer, cerca de Angola, en 1991,

con 260.000 toneladas.

La mayor catástrofe petrolera naval, sin embargo, tiene otro nombre: Atlantic Empress. Se hundió en el

Caribe, en 1979, con una carga de 287.000 toneladas. No obstante, otros accidentes petroleros, al margen de

los barcos, derramaron más líquido negro. Por otra parte, la desgracia del Sanchi ya es la primera en la lista

del siglo XXI.

Los mayores vertidos de buques petroleros

Tormentas, colisiones y explosiones

Con relación a los motivos de los vertidos, son diversos. Así, mientras el Prestige y el Amoco Cadiz se

hundieron tras sendos temporales, el Exxon Valdez y el Sea Empress encallaron; el Haven, el Castillo de

Bellver y el ABT Summer sufrieron explosiones o incendios, y el Hebei Spirit, el Atlantic Empress y el

Sanchi colisionaron con otros buques, fuera en el puerto o en alta mar — en cuyos casos apenas fue necesaria

una respuesta ya que el petróleo no llegó a las costas.

Es preciso añadir que los citados no son los únicos accidentes de buques petroleros registrados a lo largo de la

historia, pero son los más recientes o los más importantes. Del mismo modo, agrupados los 20 mayores

desastres, son mayoría los ocurridos en aguas europeas. Galicia sufrió años atrás (1992) el Mar Egeo.

Maritime safety: US Navy commanding officers face negligent homicide charges over

collisions with commercial vessels

Un informe de Greenpeace datado en 2012 descubre que los impactos del crudo duran décadas. Pone como

ejemplos el Prestige y del Exxon Valdez, en cuyo caso los efectos de contaminación seguían presentes 17

años después. El mismo documento destaca los daños para la salud humana.

Así, detalla que la ―exposición al petróleo no está limitada al área cercana a la contaminación‖. Es decir,

cuando contamina el medio ambiente, los componentes pesados se depositan en los sedimentos y pueden

afectar a las fuentes de agua o ―ser consumidos por organismos que pueden entrar en la cadena alimentaria del

hombre‖. O evaporarse y ser transportados mediante el aire o el agua.

Dos grandes manchas

En otra nota, Greenpeace detalló hace unos años que es imposible limpiar los derrames. Decía que, en el

mejor de los casos, ―sólo se recupera entre el 15% y el 20% del petróleo derramado en el océano‖, y que los

dispersores químicos que trocean el crudo sólo empeoran la situación.

Sanchi ya ha provocado dos manchas de crudo en el mar; una cubre 69 kilómetros cuadrados y la otra, menos

espesa y condensada, 40, según imágenes por satélite tomadas en la zona del suceso. Greenpeace alerta del

riesgo de contaminación de especies muy consumidas en China como la corvina amarilla y la caballa.

Cabe añadir que el buque Sanchi terminó en aguas pertenecientes a la zona económica gestionada por Japón

arrastrado por las corrientes. Las autoridades han abierto una investigación para esclarecer las causas del

accidente.

Medidas contra los combustibles fósiles

¿Hay solución? Una noticia ha pasado desapercibida en los últimos días. La ciudad de Nueva York sí cree en

el cambio climático y luchará contra él (al contrario que su presidente, Donald Trump). Su plan pasa por la

desinversión en combustibles fósiles y la demanda a las compañías petroleras por contribuir al calentamiento

global. Por algo se empieza.

[Crónica Global]

18/01/2018

By Marcus Hand

The commanding officers of two US Navy vessels involved in fatal collisions with commercial vessels in

Asia last year are to face charges including negligent homicide.

The US Navy said the Commanding Officer, two Lieutenants, and one Lieutenant Junior Grade of the USS

Fitzgerald will face charges include dereliction of duty, hazarding a vessel, and

negligent homicide at court martial. The USS Fitzgerald collided with the NYK containership ACX Crystal

off Japan on 17 June 2017 resulting in the deaths of seven US servicemen and leaving another three injured.

Meanwhile the Commanding Officer of the USS John S. McCain faces charges that include dereliction of

duty, hazarding a vessel, and negligent homicide. A charge of dereliction of duty is pending against the

Chief Petty Officer. The USS John S. McCain collided with the tanker Alnic MC at the entrance to the

Maritime safety: Indian Coast Guard contains tanker fire off Kandla Port

Railways East Africa: Tanzania and Rwanda agree to share burden on 400 km electrified rail

link

Singapore Strait on 21 August 2017 resulting in the deaths of 10 sailors on the US Navy vessel.

―The announcement of an Article 32 hearing and referral to a court-martial is not intended to and does not

reflect a determination of guilt or innocence related to any offenses. All individuals alleged to have

committed misconduct are entitled to a presumption of innocence,‖ the US Navy said. ―Additional

administrative actions are being conducted for members of both crews including non-judicial punishment

for four Fitzgerald and four John S. McCain crew members.‖

[Seatrade Maritime News]

18/01/2018

The Indian Coast Guard (ICG) has contained a major fire that broke out on an oil tanker that was anchored

14 nautical miles off Kandla Port.

Credit: ICG

It stated on Twitter yesterday (January 17, 2018) that it saved all the 26 crew onboard the MT Genessa,

with two suffering major burns sent to a hospital in Mundra, India.

The ICG said that it suspected that the fire started in the vessel‘s accommodation area or engine room. The

MT Genessa was reportedly carrying at least 30,000 tonnes of diesel when the fire started.

An ICG hovercraft was deployed to check the shoreline for oil traces, however, the Ministry of Defence for

Gujarat State has said that ocean water sampling shows no sign of an oil spill.


18/01/2018

Rwanda has agreed to help with the 400km extension of Tanzania‘s standard gauge railway (SGR) from

Isaka in northwestern Tanzania to Kigali. The agreement was reached by the presidents of the two countries

during a meeting in Dar es Salaam on Sunday, 14 January.

Source: DIKKM railway project

President Magufuli of Tanzania said infrastructure ministers from the two countries would meet within a

fortnight to start planning the project. He said: ―President Kagame and I want to unveil the foundation stone

to usher the construction this year.‖ He added that funding would be found by the governments from their

own resources and from loans.

Tanzania‘s SGR will run from the port of Dar es Salaam to the capital of Rwanda. Two other stages are

under way, from Dar to Morogoro and from Morogoro to Dodoma. Work is being carried out by Yapi

Merkezi Insaat, with help from Portugal‘s Mota-Engil in the first phase. When complete it will be able to

transport 17 million tonnes of cargo a year.

Tanzania is racing with Kenya to complete a line to the Great Lakes states of Rwanda, Burundi and

Uganda. Tanzania started its project after Kenya, but its line is electrified whereas Kenya‘s will initially

rely on diesel engines. Tanzania is also claiming that its line will be 40km/h faster and 50% cheaper.

Construction is expected to last 36 months.

Oceans: European Parliament calls for international moratorium on deep-sea mining

[Global Construction Review]

17/01/2018

Seas At Risk welcomes the European Parliament‘s resolution on international ocean governance adopted on

16th January, particularly its strong stance on deep-sea mining. In calling for an international moratorium,

the European Parliament becomes a primary custodian of the deep sea, hopefully prompting the European

Commission and Member States to follow suit.

This European Parliament resolution (approved by 558 of 666 votes) stresses the importance of applying

the precautionary principle to the emerging deep-sea mining sector. It calls on the Commission and EU

Member States to support an international moratorium on commercial deep-sea mining exploitation

licences until such time as the effects of deep-sea mining on the marine environment, biodiversity and

human activities at sea have been studied and researched sufficiently and all possible risks are understood.

The position, led by MEP José Inácio Faria, also urges the European Commission and Member States to

withdraw support for deep-sea mining in international waters, including a refusal to issue permits for deep-

sea mining on Member States‘ continental shelves. This is particularly relevant for Portugal at present,

which is currently considering a deep-sea mining application near the Azores by the Canadian company

Nautilus. Several other EU countries (Germany, Belgium, the United Kingdom, France, and Poland)

sponsor deep-sea mining exploration contracts in international waters, emphasising the key role played by

the EU and its Member States at international level.

Instead of further promoting the sector, like the EU is doing in its blue growth strategy, the European

Parliament calls on the EU to invest in sustainable alternatives, specifically a transition to sustainable

consumption and production, as outlined in SDG 12 under Agenda 2030.

The European Parliament stresses that improving transparency, public accessibility of information,

stakeholder involvement and the legitimacy of UN organisations such as the International Seabed Authority

must be a priority if existing shortcomings in the overall ocean governance framework are to be addressed.

This call for precautionary action and an international moratorium comes at a crucial time, with the

International Seabed Authority concluding consultation on its draft exploitation regulation and pushing for

its approval by 2020. At the same time, the scientific community continues to issue increasingly urgent

warnings about the significant and irreversible harm that mining would cause to the fragile deep sea

environment. Similar to the Seas At Risk submission to the International Seabed Authority, several

stakeholders are calling for a public debate on the question of whether or not there is a need for deep-sea

mining.

In light of this strong European Parliament position, Seas At Risk hopes that the European Commission and

its Member States will reconsider their position on deep-sea mining. It is time for the EU to cease its

promotion of deep-sea mining as a priority sector in its blue growth strategy and, instead of creating new

avenues for unsustainable extraction of non-renewable resources, to move towards a 21st century model of

sustainable consumption and production.

[Seas At Risk]

17/01/2018

By Kate Jones

Though the industry appears ill-prepared to tackle the 2020 vessel fuel sulphur cap, the deadline remains.

The arrival of 2018 means that shipowners now have less than two years to ensure that their vessels are

compliant with MARPOL Convention‘s Annex VI requirement for all ships trading outside sulphur

Emission Control Areas (ECAs, where fuel used must have a sulphur content of 0.1% or less) to only use

fuel with a sulphur content up to 0.5%. And yet the maritime industry does not appear to be ready to face up

to this new regulation when it arrives. A survey conducted by CE Delft on behalf of Exxonmobil in October

revealed that some 70% of shipping company respondents do not believe the industry is ready for the 2020

date. The rule becomes applicable from the start of that year.

Insurance broking and risk management company, Marsh envisages large numbers of vessels seeking to

book space in repair yards as January 1, 2020 approaches for the installation of new equipment or

conversion to LNG, in an effort to comply with the MARPOL requirements. In a paper entitled Emissions

Regulations: Concerns for the Marine Industry, Marsh said: ―Delays in yard space availability are likely to

occur, as well as possible shortages in supply of new equipment being available at that time. Latecomers

risk finding that convenient or preferred yards have no room and, being unable to comply with the new

sulphur cap rules by 2020, may risk their vessels becoming non-compliant.‖

Different choices available

With no plans for the 2020 deadline to be pushed back, shipowners need to act to ensure their vessels do not

contravene the rule from January 1 of that year. There are a number of options for ensuring compliance.

The first is using low-sulphur compliant fuel oil. Commenting on the cap, the International Chamber of

Shipping (ICS) said that the price of compliant low-sulphur fuel is currently around 50% more than the

price of residual fuel. The organisation warns that with the greatly increased demand that will come about

in 2020, this gap could widen considerably. However, the Center on Global Energy Policy (CGEP) at

Colombia University disputes that: ―Expectations that the IMO sulphur standards will restrict bunker fuel

availability and cause product markets to rally are likely overblown,‖ said the centre‘s senior research

scholar Antoine Halff.

ICS counters that it may be in oil refiners‘ commercial interest to make compliant fuel supply as tight as

possible, and that they may be ―very hard pressed‖ to supply sufficient amounts of compliant fuel, made

specifically for marine used, to satisfy demand in all regions from the first day of the cap imposition. It also

added that it was possible in some locations that more expensive fuels, like 0.1% sulphur distillate, would

more likely be available, and ―refiners and bunker suppliers may focus on meeting increased demand for

existing low sulphur products in the knowledge that shipping companies will have no choice but to pay for

them regardless of the price‖. Many ships may have to use this to ensure compliance.

―But even if significant quantities of 0.5% sulphur fuel are widely available in 2020, it is possible that the

price may not be substantially cheaper than 0.1% fuel due to the major investment required to produce it,‖

the ICS said.

The second option for shipowners to ensure regulatory adherence is to use gas as a fuel, because when it is

ignited it leads to negligible sulphur oxide emissions. Shipowners can also use methanol.

An alternative

Shipping emissions: No half-measures

Marine pollution East China Sea: Sunken Iranian oil tanker produces large oil slicks

The other option is for vessels to install ―scrubbers‖ – exhaust gas cleaning systems which ―clean‖

emissions prior to them being released into the atmosphere. These scrubbers serve as ―equivalent methods‖

in the eyes of the International Maritime Organization and approval for their use on a vessel must be given

by that vessel‘s administration or flag state. The more

scrubbers that are installed, less switching from HSFO to the 0.5% blend would be needed and less strain

would be put on the world refining system. However, with less than two years to go, the CE Delft study

suggested that only 500 ships had had scrubbers installed amid a backlash against the technology. Big

names, such as Maersk and Klaveness, have said that they see the technology as expensive and immature.

Retrofitting a vessel with a scrubber could cost between $3m and $5m and usually requires a spell at a

shipyard.

Whatever measure they use, shipowners should not fool themselves into thinking that there will be no

consequences for those discovered to be falling foul of the incoming limit when it becomes applicable. In

its emissions regulations report, Marsh said that if shipowners do not adhere to the cap, their vessels could

be deemed unseaworthy and their insurance cover could be affected. ―The failure to comply with

international conventions, and consequently losing flag state convention certification, could affect the

validity of a shipowner‘s insurance cover if they continue to operate without prior insurer consent,‖ it said.

[Baltic Magazine]

17/01/2018

By Josephine Mason

The Iranian oil tanker that sank in the East China Sea has left two oil slicks covering a combined 109

square km (42 square miles), the Chinese government said, as maritime police scoured for damage and

prepared to explore the wreck.

Shipbreaking: Why the world’s largest sovereign investment fund blacklisted four shipping

lines for beaching

Satellite imaging showed a slick of 69 square km (26.6 square miles) and a second 40 square km (15.4

square miles) slick, which is less thick and not as concentrated, the State Oceanic Administration (SOA)

said in a statement late on Tuesday.

The large tanker Sanchi (IMO:9356608) sank in the worst oil ship disaster in decades on Sunday, raising

worries about damage to the marine ecosystem. The bodies of two sailors were recovered from the ship

while a third body was pulled from the sea near the vessel. The remaining 29 crew of the ship are presumed

dead.

In a statement on Wednesday, the Chinese Ministry of Transport said the salvage team had located the

wreck, which was at a depth of 115 metres (377 feet) under sea level, and were preparing to send

underwater robots to explore it.

The SOA said vessels had taken 31 water samples in the area around the wreck containing black grease

with heavy oil smells, and a concentration of petroleum that exceeds some seawater quality standard limits.

Clean-up teams were continuing to monitor the wreck area to assess the distribution and drift of the oil spill

and the ecological impact.

The Japan Coast Guard said on Wednesday the oil slick was "diffusing and disappearing". The slick is

meandering across an area about 35 km (21.8 miles) long and 28 km (17.4 miles) wide, with a width of

between 200 metres and 300 metres, the coast guard said in a statement after observing the area with a

patrol ship and an airplane. On Tuesday Japan's environment ministry said it did not see much chance that

the spill would reach its shores.

The Sanchi had been adrift and ablaze after crashing into the freighter CF Crystal (IMO:9497050) on Jan. 6.

Strong winds pushed it away from the Chinese coast, where the incident happened, and into Japan's

exclusive economic zone. The ship, which was carrying 136,000 tonnes or almost 1 million barrels of

condensate - an ultra-light, highly flammable crude oil - sank after several explosions weakened the hull.

[Reuters]

17/01/2017

By Niklas Krigslund

The world's largest sovereign investment fund, Norway's Government Pension Fund Global, voices fierce

criticism of the practice of scrapping vessels in Pakistan and Bangladesh in its explanation for blacklisting

four carriers. Conditions in India were not reviewed.

Maersk Line containers ships vessels beached for scrapping in India [2016]. Credit: NGO Shipbreaking

Platform

Bangladesh is infamous for its poor working and environmental conditions at its shipbreaking facilities.

And child labor is used for dangerous work, writes Oljefondet. Severe pollution, deadly working conditions

and the use of child labor during the dismantling of vessels spurred Norway's Government Pension Fund

Global (GPFG) to blacklist four carriers.

The fund announced Tuesday that it has ditched its investments in four carriers because they have scrapped

vessels on the beaches in Pakistan and Bangladesh, harming the environment and putting workers' health at

risk.

This applies to the world's

sixth-largest container

carrier, Evergreen, as well

as three smaller Asian

carriers Korea Line,

Precious Shipping and

Thoresen Thai Agency.

Carrier Pan Ocean has

been placed under

observation.

The fund's Council on Ethics has decided to exclude the carriers, and in the accompanying

recommendations explaining the decision, the Council on Ethics fiercely criticizes the shipping industry's

practice of scrapping vessels in South Asia.

Across several pages, the council describes in detail how carriers, according to the fund, are consciously

contributing to systematic violations of human rights and international environmental conventions in order

to get the highest scrap price for their end-of-life vessels.

"It must be considered common knowledge in the shipping sector, that the environmental and working

conditions of beaching are very poor. That ships are still sent to be dismantled at the Chittagong beach in

Bangladesh or on the beaches in Gadani in Pakistan is the consequence of an active choice, which the

company that owned the ships has made to maximize its profit," writes the Council on Ethics.

"There are better ways to scrap vessels available to the company, but they cost more," argues the fund,

noting that the carriers therefore are independently responsible for the damages caused during dismantling.

India was not reviewed

The fund has settled on the blacklisted carriers by reviewing lists of scrapped vessels made available by the

NGO Shipbreaking Platform in an effort to shine light on the issue. The NGO has been looking for shipping

companies in which the GPFG has invested and which scrap their vessels on the beaches in Pakistan and

Bangladesh.

The four carriers in question will

now be excluded from the fund's

investment portfolio, and can

only return to the fold if they

refrain from sending ships to be

scrapped in Pakistan and

Bangladesh over a four-year

period. All the carriers have been

contacted by the fund, but only Evergreen has responded.

The fund has not yet reviewed the conditions in India, even though a significant portion of the world's

tonnage is scrapped at the country's beaching facilities in the Alang coastal region. This includes ships from

Maersk Line. It remains unknown whether India will be reviewed later.

GPFG invests the Norwegian government's income from the oil industry in a broad range of sectors, and the

fund is the world's largest sovereign investor. Though the investments in the four carriers are fairly small,

there is an important symbolic value in blacklisting the carriers, says Brussels-based NGO Shipbreaking

Platform.

"This is the first time that shipping companies have been excluded from an investment fund based on their

poor shipbreaking practices, and coming from the largest investment fund in the world, it sends out a strong

signal to all financial institutions to follow suit," says Director

Ingvild Jenssen in a press release in which she calls on the fund to now take a closer look at the conditions

in India.

Severe pollution and fatal accidents

GPFG's Council on Ethics has not visited the facilities in Pakistan and Bangladesh. But the comprehensive

documentation available has been so clear on the matter that the fund feels confident in concluding that

beaching poses a major risk to yard workers and the environment.

"The beaching practice is characterized by untrained workers performing very dangerous work that is

hazardous to their health, and without training, safety equipment or basic safety measures. The accident rate

is high, and the same applies to the risk of health issues. And there are reports of use of child labor for

dangerous work," writes the Council on Ethics.

"Every year, several thousand tons of hazardous waste are carried by the ships to the beaches in Chittagong

and Gadani, where the waste is not handled responsibly. Heavy metals and other toxic substances are not

collected but are instead scattered in nature. The environmental and health damages from this pollution are

very severe," writes the fund in its reasoning behind the exclusion of the four carriers.

The fund also cites reports which show that there has historically been massive pollution tied to

shipbreaking in Bangladesh. The concentration of heavy metals such as lead, chrome and cadmium in the

soil at Chittagong has turned out to be several hundred thousand times higher than the national limits allow,

while surrounding fields and fish stocks have also suffered harm.

The pollution is caused by the fact that the ships contain noxious hull coating, oil residue and, in some

cases, radioactive material which are poorly handled when the ships are dismantled directly on the beach.

GPFG's Council on Ethics adds that between 1,000 and 2,000 deaths have been reported in relation to work

accidents in Bangladesh since 1990.

Cash buyers are no excuse

In its considerations, the Council on Ethics has also looked at the shipping sector's widespread use of so-

called cash buyers, which often serve as a cover for carriers when they sell their ships as scrap in South

Asia. A cash buyer is a sort of middleman who buys end-of-life vessels from carriers and then sells them on

to the yards, oftentimes through non-transparent shelf companies that hide the actual ownership of the

vessels.

The four carriers

The four carriers have sent ships to be scrapped in Pakistan and Bangladesh. The figure shows the fund's

Terminal operators Singapore: PSA reaps reward of partnerships with container lines

investment by the end of 2016 as well as the ownership stake the investment corresponded to.

• Evergreen Marine

6 ships from 2014 to 2016

NOK 43.5 million (0.42 percent)

• Korea Line


NOK 17.5 million (0.58 percent)

• Precious Shipping


NOK 85 million (2.75 percent)

• Thoresen Thai Agency

In practice, this means that carriers are no longer legally liable for the vessel when it embarks on its final

voyage. As such, the carrier can distance itself from the ship if something goes awry en route or during the

actual dismantling.

This has for instance been the case for three of the six vessels which container carrier Evergreen had

scrapped in Pakistan and Bangladesh, But according to GPFG's Council on Ethics, this does not relieve a

carrier of its responsibility for the detrimental impact on the environment and the workers triggered by the

scrapping of the vessels.

"When a company sells a ship to a cash buyer it is basically clear that the ship is sold for the sole purpose of

being scrapped. And it is also clear to both parties that the agreed price depends mainly on two factors: the

amount of steel in the vessel and costs related to scrapping. The cheapest shipbreaking method is beaching,

and it thus gives the company the highest price for the ship," writes the fund.

[ShippingWatch]

17/01/2018

By Gavin van Marle

Singapore terminal operator PSA saw the benefits of partnering with major shipping lines at its flagship

terminals in its home port last year: throughput grew 9% to reach 33.35m teu.

The result confirms Singapore‘s place as the world‘s second largest container port, after Shanghai, which

was reported to have broken the 40m teu barrier last year.

As The Loadstar recently reported, at Port Klang, main terminal operator Westports saw 2017 throughput

decline by 9%, largely as a result of the introduction of new shipping strings following the alliance shake-

up in April. Generally speaking, Port Klang was hit hard by the revamp as well as by mergers and

acquisitions in the liner sector. In particular, the takeover of Singapore‘s APL by CMA CGM of France

appears to have hit hard, as the revised carrier setup favours Singapore over Port Klang as a South-east

Asian transhipment hub.

Port development Chile: High value port projects being considered in the north

―CMA CGM, now comprising APL, is now more invested with a dedicated terminal (CPLT), a joint-

venture with PSA. Like APL before its sale to France, PSA is a subsidiary of Temasek Holdings, a

Singaporean sovereign wealth fund,‖ Alphaliner wrote in a recent commentary. CAM CGM‘s Ocean

Alliance partner, COSCO, also has a dedicated joint-venture Singapore terminal with PSA, as does 2M

operator MSC; while its partner, Maersk, has a substantial shareholding in the port of Tanjung Pelepas.

In combination, these facts explain why there has been speculation that THE Alliance – its five members

have no equity stakes in South-east Asia hubs – might be considering a move to Klang, especially since its

recently published liner service simply lists ―a South-east Asia hub‖, rather than naming specific ports, as it

did elsewhere in the schedules. However, Singapore has also been working to employ other ways of

keeping shipping lines interested – after all, the transhipment business can be notoriously fickle.

This week‘s news that Kuehne + Nagel and PSA-owner Temasek have jointly created an investment fund to

plough cash into start-ups (―which are developing technologies and services with the potential to transform

traditional business models in logistics, improve efficiency and provide an enhanced value proposition for

the consumers‖) is instructive. As was the news the following day that PSA itself had already signalled it

would participate in the Maersk-IBM blockchain joint venture to ―enrich port collaboration and improve

terminal planning‖.

Tan Chong Meng, group CEO of PSA, said: ―The word ‗disruption‘ has moved from being a buzzword to

being the norm for most industries, reflecting the accelerated pace of change and leaving no industry

untouched.‖

―As a group, PSA has demonstrated resilience and performed reasonably well against the challenging

backdrop and tough competition. Amid the many business and technological forces and IT security threats

buffeting us, we remain unwaveringly committed to our core focus of adapting to and pre-empting the

changing needs of our shipping line customers. In addition, we are also preparing for a future where

logistics and supply chain needs are transformed by new technology, trade, manufacturing and e-commerce

dynamics.‖

Outside Singapore, PSA saw 10.4% growth in throughput, with total volumes reaching 40.9m teu.

[The Loadstar]

17/01/2018

A new power plant, known as Red Dragon (ENGIE), requires a dedicated quay for the discharge of fuel,

which requires investment of approximately $1bn.

Close to the Port of Antofagasta, another new power plant is also undergoing environmental evaluation and

has a projected cost of $1.3bn, which would require its own fuel import facilities.

At the Port of Mejillones, the dry bulk terminal is also to be expanded at a cost of $100m. Additionally,

mining company Spence (BHP) is looking to build an $800m desalination plant in Mejillones, while a

logistics park is being planned next to the port on a 100ha site. In its initial phase, $14m of investment is

planned and work will commence in early 2018.

[Port Strategy]

Port development Argentina: US$ 30 million loan for expansion of Zarate

17/01/2018

In Brazil, 51 requests for new private port installations have been referred to the national waterway

transport agency Agência Nacional de Transportes Aquaviários (ANTAQ).

Of these, 37 relate to dedicated port terminals, requiring investment of $1bn. A further 12 would be private

transhipment terminals, costing around $156m to implement. The other two would be tourist port facilities.

ANTAQ is an autonomous government agency dependent on the Ministry of Transportation, Ports and

Civil Aviation engaged in the implementation of policies to regulate, supervise and inspect activities related

to the provision of waterway transport services and infrastructure.

ANTAQ director general Adalberto Tokarski said that this latest round of requests is in addition to the

group of 199 that ANTAQ has already examined. Furthermore, he noted that, while revisions to the port

law have been criticised, it has enabled the number of private terminals in Brazil to expand.

Since 2013, when it came into effect, the number of private terminals in the country have increased by 50%

to 79 new terminals, attracting investment of $5.2bn. Last year alone saw permission given for 12 projects

to go ahead worth $1.1bn.

[Port Strategy / BNamericas]

17/01/2018

IDB Invest, a member of the Inter-American Development Bank (IDB) Group, will finance the expansion

of the Terminal Zarate port, the most important in Argentina's automotive transportation sector.

Credit: Google Imagery

Port development Brazil: Regulator ANTAQ to allow more concessions

Zarate is located in a strategic area to move goods and containers from the center and north of the country

along its waterways. IDB Invest will provide an A loan of $15 million and the financial institution CIFI will

provide a B loan of $15 million.

The Argentine trade will grow in the coming years and the investments financed by IDB Invest will allow

Terminal Zarate port to meet the incremental demand of its clients for its services, competitively and

efficiently.

This operation seeks to increase the capacity of Terminal Zarate to move containers of up to 300,000 TEUs.

IDB Invest‘s loan will be used mainly for the expansion of the port wharf to handle larger ships. It will also

be used, among other investments, in the purchase of a gantry crane and other similar RTG (rubber tired

gantry) crane investments, which will allow a greater volume of cargo to be managed more efficiently.

IDB Invest offers Terminal Zarate a long-term financing of up to eight years, which is adapted to the

repayment needs of the investments to be carried out by the company. In addition, the IDB Group has

helped mobilize funds from third parties to complete the financial package. Thanks to IDB Invest‘s

participation, the project will comply with the environmental and social standards of this institution.

About Terminal Zarate

Terminal Zarate. Credit: El Debate

Terminal Zarate was the first private port created under the port law Nº 24.093 in Argentina. Murchison y

Cotia Trading are partners in this port complex, companies with a long history in port and logistics

operations.

Terminal Zarate, a multipurpose port terminal, operates as a container, general cargo, and vehicle terminal.

Strategically located in the main industrial region of Argentina, it functions as a logistics connector with the

rest of Argentina.

The port facility is divided into two distinct units:

Port development Sri Lanka: India lends US$ 45 million to upgrade and rehabilitate the

Kankesanthurai harbour

Port development Mozambique: CFM loses US$45 million a year due to Vale Moçambique

leaving port of Beira

• Vehicle Division, which was designed according to international standards to operate both as a port and as

a multi-brand distribution center

• Container and General Cargo Division, which was designed and built to provide container handling

services (160,000 TEU of maximum capacity per year) with the

[IDB Invest]

17/01/2018

Export-Import (Exim) Bank of India has extended a US $ 45.27 million credit line to Sri Lanka to upgrade

and rehabilitate the Kankesanthurai (KKS) harbour as a commercial port.

The project is expected to help to further strengthen Sri Lanka‘s effort to become a regional maritime hub

in the near future. The governments of India and Sri Lanka inked a fresh line of credit worth US $ 318

million for the development of the railway sector in Sri Lanka in June 2017. The Ports and Shipping

Ministry has identified that the rehabilitation of KKS harbour would contribute to promote traditional

commercial linkages, both domestic and regional and give an incentive to economic activities by

encouraging trade in northern Sri Lanka.

KKS will be the nearest port for all eastern ports in India, as well as for Myanmar and Bangladesh.

Preliminary hydrographic survey, geotechnical investigation, preparation of a detailed project report and

wreck removal and disposal dredging work at KKS harbour have already been completed under previous

grant assistance from the Indian government.

The fresh assistance of US$45.27 million would be used for the remaining two phases involving works

relating to the rehabilitation of the breakwater and existing pier. Construction of a new pier for commercial

cargo handling, installation of port infrastructure facilities will also be undertaken under this credit line

facility.

[Daily Mirror]

17/01/2018

Mozambique‘s state-owned port and rail manager CFM will lose out on billing about US$45 million per

year due to Vale Moçambique‘s decision to concentrate coal transport operations on the Nacala railway

line, the chief executive of CFM-Centro, Augusto Abudo, told Rádio Moçambique.

Vale Moçambique, which has a coal mine concession in Moatize, Tete province, announced last December

that it would stop using the Sena line and the port of Beira to carry coal in 2018, and would focus its

operations on the Nacala logistics corridor.

The subsidiary of the Brazilian group Vale intends to increase the 12 million tons of coal exported in 2017

to around 17 million to 18 million tons, which can be transported by the Moatize rail link to the deepwater

port of Nacala.

Port development U.S.: New Orleans considers second container facility

Source: The Economist Intelligence Unit

The Sena line and the coal terminal at the port of Beira have a capacity to process about 20 million tons per

year, but the port access channel can only accommodate ships of up to 40,000 tons, while the port of Nacala

can receive ships with a gross tonnage of up to 180,000.

Abudo also announced that CFM is looking for an entity to finance the modernisation of the Machipanda

line, estimated to cost US$150 million, which will be the subject of a public tender to select a contractor.

The Machipanda line, linking the port of Beira to Zimbabwe, has the capacity to transport 1.5 million tons

per year, but the political and economic crisis in that neighbouring country has mean that the transported

cargo is less than 200,000 tons.

[Macauhub]

17/01/2018

By Lance Traweek

The Port of New Orleans is considering adding a second container facility to meet future demands and

potentially double the port‘s container capacity.

46

Port & Shipping News 03/18 (15 – 21 Jan 2018)

Uwe Breitling - Port, Transport & Training Consultant

Port development U.S.: Construction of long-awaited Kapalama Container Terminal starts at

Honolulu

Port development Chile: San Antonio port expansion project

[email protected]

On Tuesday, the Port‘s Board of Commissioner‘s planning and engineering committee passed an item that

would award up to $300,000 to Los Angeles-based AECOM Technical Services LLC to evaluate a 675-acre

piece of land in Meraux to determine suitability for development.

Port president and CEO Brandy Christian said they are eyeing a Louisiana Economic Development-

certified property in St. Bernard Parish known as The Sinclair Tract, located at 3911 E. St. Bernard

Highway.

Christian said the measure is part of the new master plan the port will be unveiling in the next couple of

months. The port aims to expand its economic activity across the three-parish jurisdiction of Orleans,

Jefferson and St. Bernard parishes. Although the port‘s jurisdiction includes St. Bernard, the port does not

currently have maritime facilities there.

Port officials want to expand the port‘s complex beyond its current land-constrained sites. Michelle Ganon,

vice president of public affairs at the port, said they are in the beginning of a 12-month due diligence

process and the port does not have a definitive timeline for possible construction. She said it will be a multi-

year, $1+ billion project with infrastructure investments both on the property and nearby to ensure both

maritime and community needs are accommodated.

[New Orleans City Business Daily]

16/01/2018

State officials broke ground Tuesday on a long-awaited expansion project at Honolulu Harbor.

Plans to build the Kapalama Container Terminal have been in the works since 2008. Once completed, the

terminal will add an 84-acre cargo container yard, 1,800 linear feet of new berthing space, and other

upgrades that officials consider crucial for the continued success of Hawaii‘s harbor system.

For example, the terminal would become the new home for shipping company Pasha Hawaii. Matson would

then expand into Pasha‘s old site at Pier 51 on Sand Island for a contiguous terminal of 130 acres.

The project will be constructed in two phases over a roughly four-year period with an estimated project cost

of $448 million. A second phase will consist of waterside construction, which is tentatively scheduled to be

out to bid later this year, pending permit approvals.

[KHON2]

16/01/2018

HR Wallingford is to undertake physical modelling studies for a major breakwater which forms part of the

proposed port expansion of San Antonio, Chile.

The Outer Port project, known as the Puerto de Gran Escala (PGE), represents a major expansion of the

existing port infrastructure of San Antonio. The proposal involves staged development of the port over a 19

mailto:[email protected]

year time span, with an estimated overall cost of 3.4 billion USD.

The construction of the new breakwater to shelter the terminals involves a first section perpendicular to the

coast, approximately 1.5 km in length, followed by another section of about 2.4 km long running parallel to

the coast, for which over 1.8 km² of land will be reclaimed.

When fully completed, San Antonio‘s Outer Port will have a breakwater of over 3.9 km long. Image credit:

Puerto San Antonio

Daniel Roth, Project Director, San Antonio Outer Port, said: ―The physical studies will allow us to examine

phenomena that require more detailed analysis in a reduced scale physical model, and which the computer

modelling is not able to represent with the same level of precision. The result of this study will enable us to

confirm the suitability of the basic design, investigate at a higher level of detail and achieve optimisation of

the project with the aim of perfecting our project in terms of costs, deadlines and design before

construction.‖

Located due south of the current port, the Outer Port will specialise in transferring containers. The planned

dock length for each terminal is 1.73 km, allowing for the simultaneous docking of four large class E

container ships, and a stacking area sufficient to operate up to 3 million

TEU annually. The design includes an access channel and the dredging of the turning basin and the interior

harbour to ensure accessibility for the E-class container ships, even under highly unfavourable weather

conditions.

HR Wallingford is undertaking this work in partnership with The Instituto Nacional de Hidráulica (INH),

with tests being conducted both in the U.K. and in Chile in INH‘s laboratory in Peñaflor.

The detailed engineering study has been awarded to the Spanish company Sener Ingeniería y Sistemas

Chile whose key projects include the construction of the Maritime Terminal of Costa Cruceros, Port of

Barcelona.

Almost 90% of all of Chile´s foreign trade goes through its ports, of which San Antonio is currently the

Terminal operators Sweden: Gothenburg 2017 box volumes drop 19% due to dispute

between APM Terminals and union

largest, with an annual throughput of 18.2 million tons in 2016. Following demand estimates for the second

half of the next decade, San Antonio Port Authority has initiated plans for an expansion that, developed in

phases, will allow it to add an additional capacity of 6 million TEU/year, giving San Antonio an installed

capacity of 9 million TEU/year.

Work on the breakwater could begin by 2020, and the first stage of the first terminal could start operating

by 2026 or 2027. The Outer Port would then be developed in discrete stages, to be fully completed by 2038

or 2040.

[HR Wallingford]

16/01/2018

By Vincent Wee

The key Swedish Port of Gothenburg saw its worst year ever for container volumes in 2017 due to

prolonged labour issues, with the number of boxes moved plunging 19% to 644,000 teu from 798,000 teu in

the previous corresponding period.

More than 70% of Swedish international trade is sea borne and at Scandinavia‘s largest port, trade with

countries outside Europe relies on container vessels. The port said in a press release that strong

performances in other sectors however enabled the total freight volume to remain stable at just over 40m

tonnes, basically flat from the year before.

Expressing dismay and placing much of the blame on the long-running labour dispute between the Swedish

Dockworkers‘ Union and the terminal operator APM Terminals Gothenburg, Port of Gothenburg ce

Magnus Kårestedt said: ―This is a downturn that we have never been close to at any point in the history of

the port, and it took place in a year when container trade globally had increased. It is difficult to put into

words the seriousness of the situation.‖

A contract dispute between APM Terminals Gothenburg and the Swedish Dockworkers‘ Union dragged on

a the port for more than a year and a half. Kårestedt explained: ―We had hoped for a recovery towards the

end of the year in the absence of any industrial action since last summer. But this was not the case. The

message from the freight owners is loud and clear – the constant threat of industrial action hanging over the

container terminal means they will not be returning without a long-term solution that will ensure reliable

freight handling over time.‖

In its new schedules announced in January cont-ro line ACL converted its Gothenburg service from a direct

call to a dedicated feeder, the first time it has dropped a direct call there in 50 years.

The new service is set to set start in mid-January and ACL said on its website that ―the new service will

result in a dramatic reliability improvement to what ACL has been offering Swedish customers during the

past 12 months. ACL will operate this new service for six months then review it afterward‖.

Port of Gothenburg said however that despite low container volumes, overall volumes remained on a par

with 2016 as strong car exports and a rise in trailerised freight compensated for the drop in containerized

freight. ―This can be attributed largely to the record number of cars that have been shipped via the port,

coupled with solid figures at our ro-ro terminals*,‖ said Kårestedt.

During 2017, 295,000 new cars passed through the port – a rise of 20% compared with the previous year,

Desarrollo portuario Honduras: Puerto de Henecán sería concesionado por 30 años

and the highest figure since the financial crisis of 2008. This upturn also makes the Port of Gothenburg the

largest vehicle handling port in Sweden. A strong underlying factor is the continued export success of

Volvo cars. Ro-ro freight also rose for the third year in succession. 593,000 ro-ro units were transported –

up 10% on 2016.


16/01/2018

Proyecto requiere una inversión que supera los US$50 millones.

El proyecto de concesión por 30 años del Puerto de Henecán, ubicado en San Lorenzo en Honduras, fue

presentado por el consorcio conformado por dos empresas de capital hondureño: Terminal Portuaria

Multipropósito de San Lorenzo S. A. de C. V. y Estibadores y Reparaciones Industriales S. A. de C. V, las

que acudieron al Consejo de Ministros y al presidente de la nación, Juan Orlando Hernández, donde fue

declarado de ―interés público‖, según informó El Heraldo.

Esta iniciativa nace a raíz del decreto ejecutivo número PCM-076-2017, declara de ―interés nacional‖ la

privatización del puerto. En abril del año pasado la Comisión para la Promoción de la Alianza Público

Privada (COALIANZA) recibió la propuesta denominada ―Proyecto de modernización y desarrollo de la

terminal de San Lorenzo‖.

La iniciativa contempla una inversión que supera los US$50 millones. Según el modelo financiero, la

inversión privada que hará el concesionario asciende a US$65.100.000.

Proyecto

El consorcio acompaña el proyecto con una propuesta de garantía bancaria emitida por el Banco de

Desarrollo Rural de Honduras (BANRURAL), que asciende a US$3.255.000.

El secretario ejecutivo de COALIANZA, Henry Acosta, reveló a El Heraldo que la concesión del puerto de

San Lorenzo debe ser a 30 años, porque es considerado como un megaproyecto. Los empresarios oferentes

son hondureños y presentaron la iniciativa para desarrollar la obra en varias etapas.

En la actualidad se ha trabajado en los análisis técnicos, los estudios financieros y en los dictámenes legales

y se elevó a Consejo de Ministros donde lo declararon como un proyecto de ―interés público, dando el visto

bueno para continuar con el proceso.

COALIANZA, detalló Acosta, está estructurando un proceso donde se abrirán expresiones de interés para

ver si hay más empresas interesadas y así desarrollar un proceso de licitación pública.

Características

El objetivo de la concesión, es lograr el desarrollo y modernización de toda la terminal portuaria, ubicada

en el golfo de Fonseca del Pacífico hondureño. El puerto en la actualidad está dotado de un muelle de

concreto de 300 metros de longitud en forma de T, mide entre 40 y 25 metros de ancho y cuenta con una

bahía de nueve metros de profundidad en marea media, con un puente de acceso de 160 metros de largo y

15 de ancho.

Acosta, detalló a El Heraldo que dentro del proyecto se contempla la ampliación del muelle de cabotaje, un

nuevo equipamiento con grúas pórtico y ampliación de los patios. También se tiene prevista una ampliación

de la terminal de contenedores, se habilitará una de graneles y otra para líquidos, y además se prevé un

Container shipping: Evergreen to acquire 20 box ships

Container shipping: Potential exists for more mergers and acquisitions

patio especializado para vehículo y un software que permitirá la eficiencia de los movimientos en el puerto.

Los estudios abarcan el mejoramiento de la parte técnica y de servicios, con el fin de tener un puerto donde

se puedan mejorar las exportaciones, porque hay productos que no pasan por Honduras ante la falta de

condiciones y mucha carga se va para El Salvador y Guatemala.

―Este es un proyecto que se desarrolla bajo la modalidad de financiamiento, construcción, operación y

transferencia del puerto y al final de la concesión, el puerto pasa a ser nuevamente del Estado‖, señaló el

funcionario de COALIANZA.

A pesar que el estudio ya está en poder de COALIANZA, no se reveló cuáles serán los ingresos del

concesionario y cómo mejorarán las capacidades en cuanto al movimiento de contenedores y los volúmenes

de carga.

[MundoMarítimo]

16/01/2018

The sixth largest container shipping company, Taiwan-listed Evergreen Marine, will acquire 20 container

ships, each with 11,000 TEU capacity, according to a filing to the Taiwan Stock Exchange.

Evergreen is planning to construct eight ships of the ships at a cost of up to US$ 800 million and take on 12

with a long-term bareboat charter. Data from global shipping consultancy Alphaliner has shown that

Evergreen‘s purchase will push its existing fleet and order book numbers to almost match that of Hapag-

Lloyd‘s current fleet size.

Evergreen is considering five shipbuilders for its order — Taiwanese CSBC Corporation, Japanese Imabari

Shipbuilding and Japan Marine United Corporation, along with their South Korean rivals Samsung Heavy

Industries and Hyundai Heavy Industries.

Six chartered ships and four newbuildings from the batch will be ordered by the company‘s Panamanian

subsidiary Greencompass Marine SA, while the remaining ships from the series will be ordered by

Evergreen Marine.

Alphaliner recently reported that there will be a 5.6% growth in container fleet capacity in 2018 after orders

placed in 2017 went up by 140% on the previous year to 671,641 TEU.


16/01/2018

By Mark Edward Nero

With nearly 400 different vessel operators plying their trade worldwide, there‘s plenty of competition and

potential for more merger and acquisition activity, according to a new analysis by London-based industry

analyst Drewry Shipping Consultancy.

―The collapse of freight rates during the second half of last year, far out of line with the underlying supply

International trade: Maersk and IBM form new blockchain company

and demand fundamentals, suggests that carriers have not yet rid themselves of certain self-sabotaging traits

and that talk of a new golden age for carriers was perhaps exaggerated,‖ the consultancy said in a report

issued Monday.

Despite the recent developments, however, in its latest container forecast report, Drewry maintains that

carriers are heading toward a brighter future, while also acknowledging there are a number of temporary

factors creating a bump in the road to recovery.

One area that might have been expected to have provided a more immediate benefit, Drewry said, was the

significant consolidation occurring in the market. But the fact that mergers and acquisitions haven‘t

materially changed anything so far is not that surprising on reflection, according to the analysis.

―The latest consolidation wave has barely become operational, with most transactions either just concluded

or still pending,‖ according to the container forecast report. ―Moreover, even after all of the latest deals are

finalized, they alone do not have sufficient weight to move the industry all the way to being a non-collusive

oligopoly, which we previously outlined as being necessary to herald a new era of ‗liner paradise‘.

―If anything,‖ the report continues, ―we perhaps overlooked the risk that the merger activity would make

some predators more aggressive with their pricing, to minimize customer attrition.‖

[American Shipper]

16/01/2018

A.P. Moeller-Maersk A/S and IBM and have started a company that will use new technologies such as

blockchain, a digital ledger best known for underpinning bitcoin, to track cargo movements and automate

paperwork for shipping across international borders.

Maersk, the Danish conglomerate that owns the world‘s largest container shipping line, will be the first to

use the new platform, while International Business Machines Corp. will provide the back end and support

for the technology. The new company said it expects to sign up large shippers, ports and customs officials

for the service, set to become available in the second half of 2018.

The IBM-Maersk joint venture, which will be based in the New York City area, named Michael White,

former president of Maersk Line in North America, as chief executive officer. Maersk will own 51 percent

of the new company, with the rest of the stake belonging to IBM, the

companies said Tuesday in announcing the new venture. The two companies started testing blockchain

technology for the cargo supply business in June 2016.

On its first day, the new firm will track 18 percent of ocean containerized trade, White said in a phone

interview. It will need merger approval from regulators, he said. ―Technology is changing everything about

our world today, and it‘s about time to let it change our business,‖ White said, adding that the company will

also use web-connected devices and newest analytics technologies. ―We think we can lower the cost of

global trade.‖

Blockchain has become a key bet for IBM as the Armonk, New York-based company seeks to sell more of

its software delivered through its cloud server infrastructure. Big Blue needs to get more customers to buy

its suite of cloud-based products to return to revenue growth and improve margins. The digital ledger

technology requires multiple companies to join the same network to work, which means signing on one

client makes it easier to sign on more. The blockchain software developed by the new company will run on

What is happening to Africa’s pirates?

IBM‘s cloud.

[Bloomberg]

16/01/2018

Activity in the west is increasing as the east quietens down.

Credit: AFP

Modern African pirates prefer machetes, machineguns and ransoms to cutlasses and parrots. They can make

millions of dollars from one captured ship. Ten years ago Somalia‘s coast was the centre of the maritime-

hijacking world. The country lacked a coastguard or functioning state machinery, which allowed heavily

armed pirates to sail up to huge cargo vessels in speedboats before boarding and taking crew and ship

hostage. But 2017 was not a good year for buccaneers. According to the International Maritime Bureau

(IMB), which monitors crime

at sea, global piracy and robbery at sea dipped to their lowest points in over two decades. So what is

happening to Africa‘s pirates?

The peak years of the Somali piracy crisis were 2007 to 2012. Attacks across the Gulf of Aden, the Arabian

Sea and the Red Sea took place nearly daily. In 2011 there were 237 attacks in the region, reportedly

costing businesses and insurers $8.3bn (£5.1bn). Recently, however, Somali piracy has plummeted.

According to the IMB, just nine vessels were hijacked off the Somali coast last year. This is in part because

regional security has improved dramatically. The Gulf of Aden leads to the Suez Canal, through which

roughly 10% of global trade flows.

After scores of kidnaps and hijackings, the world launched a huge naval anti-piracy effort in 2008. For the

Oil & gas exploration U.S.: Gas producer Cheniere signs 15-year LNG supply pact with

Trafigura

Oil & gas exploration Norway: Energy ministry awards 75 offshore blocks

first time since the second world war, all five permanent members of the UN Security Council deployed

forces together, with the aim of countering the threat and patrolling the Somali coastline. Along with the

introduction of armed guards, barbed wire and evasive-manoeuvre training on merchant ships, this

campaign has slashed the number of successful boarding incidents off Somalia, according to Henry

MacHale at Aspen Insurance.

Somali pirates may have hung up their Kalashnikovs for now, but on the other side of Africa, piracy off the

Nigerian coast is increasing. In 2017, 33 incidents of piracy and robbery at sea, successful or otherwise,

were reported within 12 nautical miles of the coastline. In 2011 there were ten. Ultra-violent Nigerian

pirates armed with heavy machineguns and rocket-propelled grenades are often behind the attacks. Somali

pirates usually board vessels, then drop anchor and hold them until they get ransom money. Nigerian pirates

are different. They move fast, take part in ferocious gun-battles and snatch victims off ships before

retreating into the Niger Delta‘s maze of rivers, where it is very difficult for security forces to find them.

The number of kidnappings is also sky-high. According to the IMB, 65 of the 75 crew members kidnapped

in 2017 were taken in or around Nigerian waters.

Piracy in the Gulf of Guinea, which stretches from Gabon to Liberia, has not reached the levels it did off

Somalia. But Cyrus Mody from the IMB suggests that the figures underplay the danger. The IMB‘s data do

not include attacks on fishing craft or ferries, which are certainly being terrorised by the pirates.

Additionally, it seems likely that operators are not reporting some incidents. ―Over the years [the Nigerian

pirates] haven‘t been arrested or prosecuted it seems,‖ says Mr Mody. ―Ship owners have lost trust in the

system.‖ By reporting an incident they risk suffering violent attacks on their ships in future. So they stay

quiet.

[The Economist]

16/01/2018

U.S. natural gas producer Cheniere Energy Inc said on Tuesday Singapore-based commodity trader

Trafigura Pte Ltd would buy about 1 million tonnes of natural gas per year from its unit for 15 years,

starting 2019.

The agreement with Cheniere Marketing, LLC would help the Houston-based company to fund its

expansion plans, Chief Executive Jack Fusco said. The company has been expanding its presence in Asia to

benefit from the rising demand for liquefied natural gas from the region.

According to the sale-purchase agreement, the purchase price for LNG is indexed to the monthly Henry

Hub benchmark price, including a fee.

[Reuters]

16/01/2018

Norway's energy ministry has awarded 75 offshore exploration blocks to oil companies in a so-called

predefined areas (APA) licensing round, handing out acreage to 34 firms, of which19 got at least one

operatorship, it said on Tuesday.

Marine pollution: EU declares war on plastic waste

A total of 39 firms had applied for the offered acreage, up from 33 companies that applied in the previous

round a year ago, when the ministry awarded 56 exploration licenses.

[Reuters]

16/01/2018

By Daniel Boffey

Brussels targets single-use plastics in an urgent clean-up plan that aims to make all packaging reusable or

recyclable by 2030.

The EU is waging war against plastic waste as part of an urgent plan to clean up Europe‘s act and ensure

that every piece of packaging on the continent is reusable or recyclable by 2030.

Following China‘s decision to ban imports of foreign recyclable material, Brussels on Tuesday launched a

plastics strategy designed to change minds in Europe, potentially tax damaging behaviour, and modernise

plastics production and collection by investing €350m (£310m) in research.

Speaking to the Guardian and four other European newspapers, the vice-president of the commission, Frans

Timmermans, said Brussels‘ priority was to clamp down on ―single-use plastics that take five seconds to

produce, you use it for five minutes and it takes 500 years to break down again‖.

We need to talk about plastic bottles. Credit: The Guardian

In the EU‘s sights, Timmermans said, were throw-away items such as drinking straws, ―lively coloured‖

bottles that do not degrade, coffee cups, lids and stirrers, cutlery and takeaway packaging. The former

Dutch diplomat told the Guardian: ―If we don‘t do anything about this, 50 years down the road we will have

more plastic than fish in the oceans … we have all the seen the images, whether you watch [the BBC‘s]

Blue Planet, whether you watch the beaches in Asian countries after storms.

―If children knew what the effects are of using single-use plastic straws for drinking sodas, or whatever,

they might reconsider and use paper straws or no straws at all. We are going to choke on plastic if we don‘t

do anything about this. How many millions of straws do we use every day across Europe? I would have

people not use plastic straws any more. It only took me once to explain to my children. And now … they go

looking for paper straws, or don‘t use straws at all. It is an issue of mentality.‖

He added: ―[One] of the challenges we face is to explain to consumers that arguably some of the options in

terms of the colour of bottles you can buy will be more limited than before. But I am sure that if people

understand that you can‘t buy that lively green bottle, it will have a different colour, but it can be recycled,

people will buy into this.‖

As part of its strategy, the EU will carry out an impact assessment on a variety of ways to tax the use of

single use plastics, although details on potential models were notably lacking from the published strategy

documents.

Last week, the budget commissioner, Günther Oettinger, claimed that a levy on plastics could be one way

in which Brussels could fill the €13bn hole in its budget left by the UK‘s withdrawal from the EU. ―Let‘s

study this,‖ Timmermans said. ―In a perfect world the revenues of this tax will decrease very rapidly, we

have to check in an impact assessment whether this is a sustainable form of income also for the EU‘s

finances. I think there is a lot of support out there.‖

The EU wants 55% of all plastic to be recycled by 2030 and for member states to reduce the use of bags per

person from 90 a year to 40 by 2026. An additional €100m is being made available on top of current

spending to research better designs, durability and recyclability and EU member states will be put under an

obligation to ―monitor and reduce their marine litter‖.

The commission said it will promote easy access to tap water on the streets of Europe to reduce demand for

bottled water, and they will provide member states with additional guidance on how to improve the sorting

and collection of recyclable plastic by consumers.

The EU‘s executive is also to propose new clearer labelling for plastic packaging so consumers are clear

about their recyclability, and there are plans to ban the addition of microplastics to cosmetics and personal

care products, a move that has already been taken by the UK government.

New port reception facilities will seek to streamline waste management to ensure less gets dumped in the

oceans under a directive already published.

―More and more it is becoming a health problem because it is degrading, going to little chips, fish are eating

it and it is coming back to our dinner table,‖ said European Commission vice president Jyrki Katainen on

Tuesday. While the EU‘s initiative was thick on pledges, and short on detail on how to force member states

to act, Timmermans insisted the bloc was serious about the challenge facing them.

Every year, Europeans generate 25m tonnes of plastic waste, but less than 30% is collected for recycling.

Across the world, plastics make up 85% of beach litter.

[The Guardian]

16/01/2018

Today the European Commission released a long-awaited proposal for a revised directive to govern the

delivery of waste from ships in ports and fishing harbours. The proposal contains vital changes in how ships

will deliver waste in ports and pay for it, changes that have long been campaigned for by environmental

NGOs concerned with the impacts of waste dumping on the oceans.

The aim of the proposal for a Directive on port reception facilities for the delivery of waste from ships

(repealing Directive 2000/59/EC and amending Directive 2009/16/EC and Directive

2010/65/EU) is to prevent the discharge of waste at sea by focusing on incentivising delivery through fee

payment structures, obligations to deliver waste at port and mandatory inspections to ensure compliance.

The new rules address sea-based sources of marine litter including plastic household waste from ships and

derelict fishing gear with measures to ensure that this waste is not discharged at sea, but landed in ports to

adequate waste reception facilities. Also included are measures to reduce the administrative burden on

ports, ships and competent authorities by aligning better with the international legal framework.

The new proposal introduces measures specifically designed to address marine litter. Ships contribute an

average 32% to marine litter in EU waters with values up to 50% for some sea basins, according to

estimates published by the European Commission. This new proposal would also bring Europe into line

with the international Convention for the Prevention of Pollution from Ships (MARPOL). The previous

version of this EU law was adopted 17-years ago, and since then much has changed.

A major change is the proposal for a 100% indirect fee system for waste delivery This means that all ships

pay for the total cost of waste delivery in ports, regardless of whether they deliver any waste, which is

considered a key method to discourage waste dumping at sea. The current system is not so prescriptive,

which has lead to a confusion of different systems for charging for waste delivery which possibly

contributed to ship waste dumping.

Emma Priestland, Marine Litter Policy Officer for Seas At Risk said ‗the 100% indirect fee system is the

best way to decrease marine plastic pollution from ships. This new proposal is great news for the oceans.‘

Other changes in the directive include an increased focus on reducing waste from recreational craft and

fishing vessels.

‗The fishing sector features quite dominantly as a major contributor to marine litter, and though we

welcome the inclusion of measures aimed at reducing lost fishing gear and its impacts on marine

biodiversity, stronger action is needed,‘ said Tim Grabiel, Senior Lawyer at the Environmental

Investigation Agency. ‗We hope the proposal will be strengthened as it proceeds through the legislative

process, with the addition of measures such as fishing gear recycling targets and deposit schemes.‘

The European Commission‘s proposal is only the first step to make this useful law a reality. The legislative

proposal will still have to be negotiated by the Council and European Parliament. This process will be

ongoing throughout 2018 and potentially into 2019 before the proposal becomes law.

[Seas At Risk / European Commission]

Marine pollution EU: Proposal for new rules on port reception facilities aims to tackle

ship-based sources of marine litter

16/01/2018

By Ron Bousso

BP said on Tuesday it would take a new charge over the 2010 Deepwater Horizon spill after again raising

estimates for outstanding claims, lifting total costs to around $65 billion.

Response crews battle the blazing remnants of the offshore oil rig Deepwater Horizon April 21, 2010.

Credit: U.S. Coast Guard

The post-tax, non-operating $1.7-billion charge BP will take in its fourth quarter results came after claims

resolved in recent months were about seven times higher than anticipated, the London-based company said.

The claims were part of the Court Supervised Settlement Program that was set up in the wake of the disaster

and included nearly 400,000 cases, BP said. A spokeswoman for the group said hundreds of outstanding

claims have yet to be closed, raising the prospect of further charges.

BP shares were down 2 percent by 1117 GMT.

BP paid around $63.4 billion by the end of September to cover clean-up costs and legal fees linked to the

largest environmental disaster in U.S. history where 11 rig workers were killed. Charges over the spill have

steadily grown since the company reached a landmark $19-billion settlement of federal and state claims in

July 2015.

Remaining claims

In July 2016 it announced a $2.5-billion charge after resolving a number of claims, saying it could "now

Marine pollution U.S.: BP Deepwater Horizon costs balloon to $65 billion

Shipbreaking: World's largest sovereign wealth fund excludes four shipping companies

because of their beaching practices

―The Council rests its assessment on the fact that Evergreen Marine, Korea Line Corporation, Precious

Shipping PCL and Thoresen Thai Agencies PCL have for several years disposed of decommissioned vessels

by sending them to be broken up for scrap on the beaches of Bangladesh and Pakistan, a practice known as

beaching, where working conditions are extremely poor. The process also causes severe environmental

damage. The Council considers that by disposing of ships for scrapping in this way, the companies can be

said to contribute to serious human rights violations and severe environmental damage. There are no

indications that the companies will cease disposing of ships by means of beaching.‖

reliably estimate all of its remaining material liabilities". BP's chief financial officer said on Tuesday that

"with the claims facility's work very nearly done, we now have better visibility into the remaining liability".

As a result of the latest charge, BP's cash payments for the spill are now expected to reach $3 billion

compared with a previous estimate of $2 billion.

Although the settlements of claims in recent months were significantly higher, BP and analysts expect the

latest charge to be fully manageable as BP is set to see a sharp increase in revenue this year thanks to higher

oil prices. Still, there was a risk that the final bill could rise again, Brendan Warn, analyst at BMO Capital

Markets said.

"We note that the last few remaining claims are likely to be the most complex and sizeable, with this

quarter's provision being evidence of that," Warn said. "We acknowledge the possibility that there might be

further provisions in the next few quarters, as the remaining claims might prove to exceed BP's

expectations."

[Reuters]

16/01/2018

The Norwegian Central Bank (Norges Bank) announced today its decision to exclude ship owners

Evergreen Marine Corporation, Precious Shipping, Korea Line Corporation and Thorensen Thai Agencies

from the Norwegian Government Pension Fund Global (GPFG)

The Council on Ethics for the Norwegian GPFG has decided that companies should be excluded from

investments in the fund, based on human rights and humanitarian violations, corruption and environmental

degradation records. The GPFG is the largest sovereign wealth fund in the world, owning 1% of all

investments worldwide, and the recommendations of the Council on Ethics weigh on other investors as

indications of good financing.

Source: Council on Ethics for the Norwegian GFPG: Decisions on exclusion and observation from the

Government Pension Fund Global [16 Jan 2018]

The NGO Shipbreaking Platform has documented that in the last three years, 20 ships were sold by

Evergreen, Korea Line, Precious Shipping and Thoresen Thai Agencies to beaching facilities in Pakistan

and Bangladesh.

The Council on Ethics outlines the following serious concerns related to beaching:

• Continuous, innumerable and serious violations of a number of ILO conventions whose purpose it is to

establish minimum standards which safeguard the lives and health of workers. Wide-ranging and serious

violations of these conventions must be deemed to infringe fundamental rights to life and health, the sum of

which must be said to constitute a serious breach of fundamental human rights.

• Serious pollution and the dispersal of environmental toxins, which in turn have a negative impact on

human health and ecosystems in the area.

Vessels beached for scrapping at Chittagong, Bangladesh, in 2017. Credit: Studio Fasching

The exclusions so far are limited to companies who have sent their end-of-life vessels to be beached in

Bangladesh and Pakistan, yet the reports clearly state that ―to date, the Council on Ethics has not examined

the way ships are broken up in India‖. Indeed, as stated in their report: ―One particular problem with

beaching is that shipbreaking takes place when the vessels are standing in mud and sand. As a result, the

pollution leaches into the ground and is washed out with the tides. Even if arrangements were put in place

at the beaching sites for the treatment of asbestos and PCBs, for example, the fundamental problem of

containing and collecting the pollution would be impossible to resolve‖.

―This is the first time that shipping companies have been excluded from an investment fund based on their

poor shipbreaking practices, and, coming from the largest investment fund in

the world, it sends out a strong signal to all financial institutions to follow suit‖, says Ingvild Jenssen,

Founder and Director of the NGO Shipbreaking Platform. ―We also strongly encourage the Council on

Ethics to engage with the companies that sell their vessels for scrapping on the beach of Alang, India‖.

The Council states that ―there can scarcely be any doubt that, viewed in isolation, the environmental and

working conditions associated with beaching as it is carried out in Bangladesh and Pakistan exceed the

threshold for the exclusion of companies from the GPFG‖. And according to the Council on Ethics, selling

a vessel to a beaching yard ―is a consequence of an active choice on the part of the company that owned the

vessel to maximise its profit.

In the Council‘s opinion, that company must shoulder an independent responsibility for doing so. There are

Shipbreaking: Three oil rigs barred from leaving Scottish port amid fears they will be

scrapped on beaches in Asia

better ways of dismantling ships that are readily available to the shipowner, but these are more expensive‖.

After looking into the shipping companies‘ contributions to the violations of ethical norms, the Council

concludes that ―there exists a tangible connection between the shipowner‘s actions and the violation of

ethical norms, which is of such a nature as to constitute a contribution to the latter under the GPFG‘s ethical

guidelines‖.

Bearing in mind that Taiwan used to be the destination for breaking ships before the boom of the industry in

South Asia, it is particularly damning for Evergreen – a Taiwanese company – not to remember the legacy

that the industry left in its country following the explosion in the port of Kaohsiung in 1988.

[NGO Shipbreaking Platform / Norges Bank]

15/01/2018

The Scottish Environmental Protection Agency (SEPA) has blocked their departure while it ensures plans

for their disposal comply with waste regulations.

The rigs were recently sold to GMS, which describes itself as the world's largest cash buyer of ships for

scrapping at Asian beaches. It is cheaper to scrap ships in Asia, where safety and environmental standards

are generally lower. However, European Commission regulations ban the export of hazardous waste to

countries including India, Bangladesh and Pakistan.

SEPA chief officer John Kenny said: "Last week SEPA was made aware of the imminent shipment of three

oil rigs from the Cromarty Firth, and concerns about their destination and disposal. SEPA experts

immediately began investigations to establish whether movement of the vessels would be in accordance

with European Commission regulations for waste shipments and issued an immediate direction preventing

movement of the vessels. Our investigations are still ongoing and until we are satisfied that there would be

no breach of regulations we have directed that the vessels remain undisturbed."

Rigs are mothballed since several years in Cromarty Firth, Scotland. Credit: HEMEDIA / SWNS Group

Brexit: European Union suggests UK transport sector companies to prepare for a “no-deal”

scenario

The Ocean Princess, Ocean Nomad and Ocean Vanguard were mothballed by Diamond Offshore in the

Cromarty Firth in 2014 and 2015. They were later sold to GMS, it is understood, which regularly scraps

ships in India, Bangladesh and Pakistan.

Concerns about the rigs were first raised with SEPA by the Belgian NGO Shipbreaking Platform. A

spokeswoman for the organisation said: "SEPA has promptly acted by stopping the platforms from leaving

the UK and by asking the owners to provide assurances that the units will be disposed of in a responsible

manner. When it comes to exports thorough investigations should be carried out as a rule – not as an

exception – by the national competent authorities."

GMS was also involved in the sale of the North Sea Producer, a vessel formerly owned by Maersk and

Odebrecht was sent for scrapping in Bangladesh. The 52,000-tonne vessel left the UK in May after

languishing in port for nine months and was expected to return to service.

Radioactive material was reportedly later found aboard.

The hulk of the North Sea waiting for scrapping on a beach in Bangladesh. Credit: STV News

Bob Buskie, chief executive of the Port of Cromarty Firth, said: "We understand and share people's

frustrations that assets such as these are leaving the Firth to be dismantled in other countries. Especially

when ports such as ours are licensed and ready to accept these projects.‖

[STV News]

15/01/2018

By Davide Scavuzzo

In December 2017, the European Union warned UK companies operating in the maritime, aviation and road

transport sectors of the consequences of a possible ―no-deal‖ scenario in the negotiations for Brexit,

Oil & gas shipping Mexico: Port of Lazaro Cardenas tenders fuel terminal project

highlighting the regulatory problems that may arise in case the United Kingdom leaves the European Union

without reaching an agreement.

The documents report that, from 29 March 2019, when the United Kingdom will become a third country,

the UK operating licenses and authorisations will automatically lapse and many international companies

may be forced to create entities under European law in order to continue to operate across Europe. In

particular:

• for the maritime sector, the European Union has warned that UK certificates of competency or

certificates of proficiency will not allow seafarers to work on vessels going under the flags of the 27 EU

Member States. The news has alarmed Nautilus International, the trade union and professional organisation

representing maritime professionals in the UK, Netherlands and Switzerland, that has demanded the UK

government to ensure that there are no barriers to British sailors‘ employment;

• in the field of road transport, long-haul lorry and coach drivers will no longer be able to rely on their

UK certificates of professional competence and will need to obtain certification from one of the 27 Member

States to continue working across Europe. Moreover, UK companies transporting goods operating at a EU

level will need a headquarter in the European Union;

• in the field of air transport, in order to continue flying routes departing and arriving within the EU after

Brexit, airlines will need to have their headquarters in the Union and more than 50% of their capital share

must be owned by Member States or nationals of Member States guaranteeing them effective control,

whether directly or indirectly, of the company. For this reason, the British low-cost carrier Easyjet has

picked Vienna as its new EU headquarters. Moreover, UK airlines might fall out of aviation agreements

with third countries such as the United States, jeopardising pan-Atlantic services, unless bilateral

agreements can be reached.

[Lexology]

15/01/2018

The federally administrated Port of Lazaro Cardenas is holding the first public tender to build a fuel

terminal project on Mexico's Pacific Coast, the port's planning director, Jaime Ramirez Jaime, said Monday.

The port authority expects a dozen companies to participate in the process, receiving proposals on February

2. The winning bid will be announced in early March, Ramirez said in an interview. The new facility is

expected to be operational within 24 months.

The lack of logistic infrastructure has been an obstacle for new fuel marketers to enter and operate in

Mexico, as well to compete against state oil company Pemex. To date, Vopak operates the only private

marine import terminal in the country, which is located in the Port of Veracruz in the Gulf of Mexico. In

July, the Port of Veracruz awarded IEnova in a public tender the construction and operation of a fuel marine

terminal, which is expected to be operational by the second half of 2018.

A growing economy, middle class and auto fleet make Mexico an attractive market for oil companies.

Rising demand has made it the world's fourth-largest consumer of gasoline, according to Mexico's Energy

Secretariat (SENER). The Mexican government anticipates that in 2017, the country consumed 829,600 b/d

of gasoline, of which 64.4% was supplied by imports. ExxonMobil expects Mexico's gasoline demand to

rise 40% in the next 25 years, while US demand falls 17% during the same period.

The port authority commissioned a feasibility study, revealing that the new terminal could fulfill demand

Logistics: Temasek and Kuehne + Nagel to create joint venture for investments in

technology start-ups

Marine pollution East China Sea: Burning Sanchi oil tanker sinks, leaving large oil slick

for 900,000 tons/year (20,835 b/d) of imported gasoline and diesel in Michoacan, the greater Mexico City

area and the Bajio region.

Fuel received by the terminal would be moved via trucks or rail. Kansas City Southern Mexico has control

of the rail services in Lazaro Cardenas. The company began shipping fuel in 2017, reaching 39,900 b/d in

Q3. This is the volume the terminal could fulfill if Pemex's 330,000 b/d Salina Cruz refinery, Mexico's

largest, continues operating at levels similar to those in the past couple of years, Ramirez said.

However, Ramirez said companies could propose to build a facility as large as they see fit. The terminal

would give access to private companies to import fuel from Asia or the US West Coast. To date, according

to Mexico's Economic Secretariat, Japan, China, Malaysia, Singapore, India and South Korea exported

gasoline and diesel to Mexico.

Something that wasn't explored in the feasibility project, but there is a great opportunity for, is to transform

Lazaro Cardenas into a major distribution hub for the Pacific Coast of Mexico and even Latin America.

Imported fuel could be stored and distributed via smaller vessels to

shallower ports across the Pacific Coast of Mexico, which is something that Pemex already does as Lazaro

Cardenas is the storage and distribution hub for products refined in Salina Cruz.

Lazaro Cardenas is Mexico's deepest port, with a depth of at least 17 meters in all its channels, allowing

large class ships to unload, which significantly decreases transportation costs, Ramirez added.

[Platts]

15/01/2018

Temasek, a Singapore headquartered investment company, and Kuehne + Nagel, a leading global logistics

group, signed a Memorandum of Understanding to establish a joint venture to invest globally in early stage

companies developing cutting-edge technology for logistics and supply chains.

Dr. Joerg Wolle, Chairman Kuehne + Nagel International AG: ―This joint venture will be able to accelerate

the transformation of the logistics industry. The cooperation combines Temasek‘s focused and long-term

oriented investment strategy and expertise, with Kuehne + Nagel‘s global logistics network and know-how,

creating a win-win situation for all parties. For Kuehne + Nagel it is both another important step in the

deployment of our digitalisation approach and to shape the future of our industry‖.

The joint venture is targeting investments into early stage companies which are developing technologies

and services with the potential to transform traditional business models in logistics, improve efficiency and

provide an enhanced value proposition for the consumers. The cooperation will focus particularly on the

areas of big data and predictive analytics, artificial intelligence, block chain and robotics.

[K&N]

15/01/2018

By Yuka Obayashi and Josephine Mason

A stricken Iranian tanker that sank in the East China Sea on Sunday in the worst oil ship disaster in decades

has produced a large oil slick, Chinese media and Japanese authorities said on Monday, as worries grew

over damage to the marine ecosystem.

Credit: China‘s Ministry of Transport

The tanker Sanchi (IMO:9356608) had been adrift and ablaze after crashing into the freighter CF Crystal

(IMO:9497050) on Jan. 6. Strong winds had pushed it away from the Chinese coast, where the incident

happened, and into Japan‘s exclusive economic zone (EEZ).

The Japan Coast Guard said oil had spread over an area 13 km (8.1 miles) long and 11 km (6.8 miles) wide,

although it said the slick was shrinking as patrol boats battled to contain it. The Coast Guard said the fire on

the sea surface was put out at around 0200 GMT on Monday, although according to other authorities and

Chinese state TV CCTV black smoke continued to billow from the site of the sinking for several more

hours.

A clean-up effort has begun and rescue teams have called a halt to the large-scale search for survivors,

reducing it to ―normal‖ operations, CCTV said. The Sanchi‘s crew of 30 Iranians and two Bangladeshis are

all believed to have perished in the incident, which marks the biggest tanker spill since 1991, when 260,000

tonnes of oil leaked off the Angolan coast.

The East China Sea is known for its rich, although already polluted, marine ecosystem that includes whales,

porpoises and seabirds, said Rick Steiner, a U.S. marine scientist with experience of oil spills.

Greenpeace said in a statement the explosion and sinking had occurred in ―an important (fish) spawning

ground‖. ―At this time of year the area is used as wintering ground by common edible species such as

hairtail, yellow croaker, chub mackerel and blue crab. The area is also on the migratory pathway of many

marine mammals, such as humpback whale, right whale and gray whale,‖ Greenpeace said.

The blazing vessel, which had been carrying 136,000 tonnes - almost one million barrels - of condensate, an

ultra-light, highly flammable crude oil, sank on Sunday after several explosions weakened the hull.

The Shanghai Maritime Bureau, under China‘s Ministry of Transport, said shortly before 0800 GMT on

Monday there was no heavier smoke at the scene.

Japanese authorities lost track of the tanker as of 0840 GMT on Sunday, a spokesman for Japan‘s Coast

Guard said. The ship‘s last confirmed location was about 315 km (195 miles) west of Sokkozaki on the

island of Amami Oshima, one of the northern islands in the Ryukyu island chain that includes Okinawa.

Japan sent two patrol boats and an airplane to the area to search for missing crew members and assess the

latest situation, the Coast Guard spokesman said.

Flames and smoke from the Iranian oil tanker Sanchi is seen in the East China Sea, on January 15, 2018 in

this photo provided by Japan's 10th Regional Coast Guard. Credit: 10th Regional Coast Guard

Headquarters/Handout via REUTERS

The Shanghai Maritime Bureau said these, along with a South Korean patrol boat, were among the vessels

carrying out emergency response work on Monday. A Chinese salvage team on Saturday recovered two

bodies from the tanker, China‘s state news agency Xinhua reported. Another body, presumed to be one of

the Sanchi‘s sailors, was found on Jan. 8 and taken to Shanghai for identification.

Iranian officials said on Sunday the remaining 29 crew members and passengers of the tanker were

presumed dead.

The salvage team recovered the Sanchi‘s voyage data recorder, or ―black box‖ from the bridge of the

tanker, Xinhua said on Saturday. But the team was forced to leave the ship after just half an hour because

the wind shifted and ―thick toxic smoke‖ had complicated the operation. ―Finding the black box will be

helpful for all parties in correctly determining the reasons for the accident,‖ Chinese foreign ministry

spokesman Lu Kang said on Monday.

Lu said rescue and clean-up efforts had been a focus for China from the beginning, but that Beijing

welcomed ―other relevant parties‖ to participate in both the search and rescue and treatment work.

Environmental impacts

Experts worry the ship‘s sinking is potentially more damaging to the marine ecosystem than letting the

condensate oil burn off. The sinking will likely expel the remaining condensate and the tanker‘s bunker

fuel, or the heavy fuel oil that powers a ship‘s engines, contaminating the surrounding waters. Bunker fuel

is the dirtiest kind of oil, extremely toxic when spilled, though less explosive. Condensate is poisonous to

marine organisms.

―As with all major oil spills, time is of the essence. This is particularly so with condensate spills, as the

substance is so toxic and volatile,‖ said Steiner, the U.S. marine scientist. Fuel oil is relatively easy to

contain because volumes are lower and its viscosity means it is easier to extract from water, but even small

volumes can harm marine life.

A Suezmax tanker can hold a maximum of 5,000 tonnes of bunker fuel. The Sanchi may have been carrying

about 1,000 tonnes by the time it hit the grain freighter CF Crystal, according to bunker fuel traders‘

estimates.

―As the fuel oil cools, it will become more viscous which will help to slow or even prevent leaks,‖

Greenpeace said. ―In this scenario, it is possible that we will see chronic low volume leakage over a period

of time at the seabed. Impact would remain relatively local.‖

Condensate is a volatile, toxic mixture of petroleum liquids that are extracted from "wet" natural gas. Its

composition varies depending on where it was produced and how, but it typically contains some amount of

benzene, a known carcinogen, along with other aromatic hydrocarbons. Since it has a high vapor pressure,

some portion will evaporate, and the Shanghai Maritime Safety Administration asserted last week that any

spill would likely dissipate within a day.

Not all are convinced that the effects will be so short-lived. Simon Boxall, a teaching fellow at University

of Southampton, told Chemical & Engineering News that any cargo that went down with the Sanchi ―will

seep slowly into the ocean, providing a chronic pollution source for some considerable time, and will

seriously damage the immediate environment." He warned that the material is much more soluble in water

than crude oil, and will form a mixture rather than sitting on the surface. He called for a fishing ban in the

region until the exact area of contamination is determined.

Source: University of Southampton National Oceanography Centre via Phys.org

Shipping emissions: Canada’s updated Arctic shipping rules still allow use of cheap and

dirty fuel

Researchers at the University of Southampton's National Oceanography Centre have attempted to forecast

the extent of that pollution using advanced computer simulation. A team led by the center's Dr. Katya

Popova found that it could take months for traces of the oil to reach the mainland, on the southeastern shore

of South Korea. The forecast found that the probability of pollution reaching any shoreline was low, except

for Jeju Island, which faces a moderate chance of experiencing the effects of the plume.

The marine life in the waters around the Sanchi's final position and in coastal areas off South Korea may be

less fortunate. The forecast indicates a high chance that the spill could affect an area of the East China Sea

of up to 200 nm long (measured north to south).

[Reuters / Maritime Executive]

15/01/2018

By Jane George

Heavy fuel oil use not included in new regulations

You won‘t find any mention of heavy fuel oil, or HFO, pollutants in the new Arctic Shipping Safety and

Pollution Prevention Regulations that came into effect this past week.

Black exhaust floats up into the air from an icebreaker off the coast of Baffin Island. Many Arctic ships currently burn heavy fuel

oil, creating emissions of soot that contributes to the region's warming and could impact human health. Conservationists had hoped

to see this fuel's use phased out of the Canadian Arctic when Ottawa updated its pollution prevention regulations.

Instead Transport Canada, in a backgrounder to the new regulations, makes a point of telling Arctic

shipping operators they won‘t have to spend a lot of money to comply with the new regulations. They‘ll

only have to spend about $25,000 per vessel to review and align their safety procedures and $10,000 on

new safety equipment, the department said.

And they won’t have to stop using cheap and dirty HFOs.

The new regulations stick to the Polar Code, developed by the International Maritime Organization and

brought into force Jan. 1, 2017. The Polar Code contains only a voluntary recommendation to avoid the use

of HFOs.

But HFOs remain a focus of concern, because the soot generated from exhaust produced by slow-burning

HFOs and other sources has a powerful impact in the Arctic, where its black particles, which soak up and

magnify heat, are believed to be responsible for at least 30 per cent of warming in the Arctic.

Research has shown that reducing soot emissions could cool the Arctic faster and more economically than

any other quick fix. When spilled in cold waters, HFOs are impossible to clean up, critics say, which is why

HFO has been banned in the Antarctic since 2011.

After the draft regulations were published, the World Wildlife Fund asked that Canada‘s new Arctic

pollution rules include a ban on HFOs. WWF also wants a ban on ships discharging untreated grey water

and sewage into northern Canadian waters, and treated grey water and sewage near landfast or shelf ice.

The new regulations fall short of these demands.

―WWF-Canada is pleased that Transport Canada has updated the Arctic Shipping Safety and Pollution

Prevention Regulations to address the unique risks present in the Arctic environment,‖ Megan Leslie, the

WWF-Canada‘s president and CEO, said in a statement to Nunatsiaq News.

―The new regulations adopted the International Maritime Organization‘s Polar Code, but they did not

address heavy fuel oil or grey water, which WWF-Canada urged Transport Canada to address while the

regulations were being updated for the Arctic. Now that Transport Canada has taken the first step with the

Polar Code, we‘re hopeful attention will be paid to these two urgent environmental issues.‖

In the Canada Gazette, published Jan. 10, Transport Canada said the new regulations are ―non-exhaustive in

their treatment of other potential safety and environmental concerns facing the Arctic,‖ such as the

management of grey water, or mitigating the risks associated with HFO.

Transport Canada emphasized that compliance with the regulations was not expected to result in ―a

significant financial impact on Canadian flagged vessels operating in the Arctic.‖

―Indeed, any associated costs required to be in compliance are anticipated to be low, given that these

vessels are experienced in Canadian Arctic navigation,‖ Transport Canada said.

“These new regulations demonstrate

Canada’s leadership on the international

stage when it comes to shipping safety and

pollution prevention in the Arctic.”

Canada Transport Minister Marc Garneau

A switch from HFOs could add an estimated $1

million to the cost of sealift for Nunavut Eastern

Arctic Shipping operations in the Kitikmeot

region, the company said last October during a

meeting of western Nunavut mayors.

Most vessels in the Canadian Arctic still run on

HFO, although Mia Desgagnés, the Groupe

Desgagnés Inc.‘s newest tanker, is capable of

running off three types of fuel: heavy fuel oil,

distillate fuel and liquefied natural gas.

Shipping emissions: Research on characteristics of PM and VOCs emissions at berth

―These new regulations demonstrate Canada‘s leadership on the international stage when it comes to

shipping safety and pollution prevention in the Arctic.‖

Canada Transport Minister Marc Garneau

In December 2016, Canada and the United States announced a joint ―phase down‖ of HFO from their

respective Arctic regions and looked to the International Maritime Organization for regulation. The IMO

accepted their report this past July and plans to consider it further this April.

So Canada‘s new regulations still focus primarily on incorporating ―relevant measures now contained

within the Polar Code,‖ such as those related to vessel design and equipment, vessel operations and crew

training, which Transport Minister Marc Garneau touted in a Jan. 10 release as demonstrating ―Canada‘s

leadership on the international stage when it comes to shipping safety and pollution prevention in the

Arctic.‖

Canada‘s new regulations include some rules not currently contained within the adopted text of the Polar

Code. These focus mainly on safety requirements for vessels that intend to operate in areas with low air

temperatures, such as on-board inflatable life rafts, marine evacuation systems, life boats and rescue boats

that can operate at low temperatures, the backgrounder notes.

Discharging sewage from vessels into Arctic waters is allowed by the updated regulations.

A vessel with a gross tonnage of 400 toones or more or a vessel certified to carry more than 15 persons may

deposit sewage at distances ranging from between three and 12 nautical miles from an ice shelf or fast ice

or, if treated, ―as far as practicable from the nearest land, ice-shelf, fast ice or areas of ice concentration

exceeding 1/10,‖ the regulations say.

As for enforcement of these pollution prevention rules, Transport Canada says it will use a graduated

enforcement approach with respect to their implementation.

It says ―the enforcement objective is to permit industry to take corrective actions first, especially for minor

infractions, rather than to proceed immediately with issuing monetary penalties and/or summary

convictions.‖

―Verbal counselling or warning letters will be used when an offender commits a minor contravention, and

may be accompanied by an assurance of compliance rather than immediately issuing a notice of violation,‖

Transport Canada said.

[Nunatsiaq News]

15/01/2018

Emissions from ships at berth play an important role in the exposure of atmospheric pollutants to high

density population in port areas, but these emissions are not understood very well.

In a new study, Characteristics of marine shipping emissions at berth: profiles for PM and VOCs, Chinese

researchers sampled and analyzed volatile organic compounds (VOCs) and particle emissions from 20

container ships at berth during the fuel switch period at Jingtang Port in Hebei Province, China.

VOCs and particles were analyzed by gas chromatography-mass spectrometer (GC-MS) and the Single

Particle Aerosol Mass Spectrometer (SPAMS), respectively. VOCs analysis showed that alkanes and

aromatics, especially benzene, toluene and heavier compounds e.g. n-heptane, n-octane, n-nonane,

Marine industry players fret over lack of uniform environmental regulations

dominated the total identified species.

Secondary organic aerosol yields and ozone forming potential were 0.017 ± 0.007 g SOA/g VOCs and 2.63

± 0.37 g O3/g VOCs, respectively. Both positive and negative ion mass spectra from individual ship were

derived and intensity of specific ions could be quantified. Results showed that element carbon (35.74 %),

element carbon-organic carbon mixture (33.95 %) and Na-rich particles (21.12 %) were major classes with

a total number ratio of 90.7 %.

Particles from ship auxiliary engines were in a size range of 0.2 to 2.5 μm, with a peak occurring at around

0.4 μm. The issue of vanadium as tracer element was discussed that V was not a proper tracer when using

low sulfur content diesel oil. The average percentage of sulfate particles from shipping emissions before

and after switching to marine diesel oil were 23.82 % and 23.61 % respectively. The total results provide

robust evidences in port area air quality assessment and source apportionment.

Citation: Xiao, Q., Li, M., Liu, H., Deng, F., Fu, M., Man, H., Jin, X., Liu, S., Lv, Z., and He, K.:

Characteristics of marine shipping emissions at berth: profiles for PM and VOCs, Atmos. Chem. Phys.

Discuss., https://doi.org/10.5194/acp-2017-1132, in review, 2018.

[Atmospheric Chemistry and Physics]

15/01/2018

By Vincent Wee

A lack of uniform international environmental regulations will impede the adoption of green technologies

in shipping, said over two thirds (68%) of global marine industry executives, according to a new report

from global law firm Clyde & Co and the Institute of Marine Engineering, Science & Technology

(IMarEST).

The report Technology in Shipping - The impact of technological change on the shipping industry, is based

on a global survey of 220 marine industry executives. The survey found that a fundamental concern for the

industry is that the absence of a convention, or even a

non-pre emptive existing legal framework, leaves the field open to additional and potentially inconsistent

regulations by different jurisdictions.

While some international maritime conventions

aimed at environmental protection, such as the

sulphur cap regulation and International

Convention for the Control and Management of

Ships‘ Ballast Water and Sediments, do exist,

Clyde & Co explained that there is a distinct

lack of global regulation surrounding other key

environmental issues.

For example, the marine industry is not currently regulated at a global level for carbon emissions. The IMO

announced in November 2016 that it would begin to consider ―a plan to develop a strategy‖ to reduce

greenhouse gas emissions from ships to be adopted in 2023.

This could lead to region-specific regulatory issues. Conte Cicala, partner at Clyde & Co in San Francisco

said: "This lack of a global legal framework has already led to California unilaterally adopting and

implementing some of the very first low sulphur fuel and ballast water treatment requirements for ships

calling on California ports."

Illustrating how the disparity in regional and global environmental legislation can cause issues, Clyde & Co

explained that California had its own ballast water requirements before the US adopted the same on a

federal level. And there is even a difference between US regulations and the IMO convention which it

opted out of due to differences in US law and the less stringent requirements of the convention.

There are encouraging signs however. According to the research, 64% think that green technologies will not

place an unacceptable cost burden on ship operators.

"There is clearly an interest to explore the possibilities of green-tech. But the industry would prefer

guidance, certainty and perhaps most importantly, uniformity,‖ Cicala said.

―There are lessons that have been learned from low sulphur caps and ballast water requirements. It's

encouraging to see the IMO is already considering the issue of greenhouse gas emissions but quick and

steady progress needs to be made before regional jurisdictions take action, so that the industry can have

confidence to invest in new green-tech," she suggested.

David Loosley, chief executive, Institute of Marine Engineering, Science & Technology, said:

―Formulating and introducing effective regulatory frameworks aimed at protecting the environment is

always going to pose challenges for inherently global industries such as shipping. An additional layer of

regional or national directives complicates matters further, as

vessel operators must ensure compliance with multiple rule sets, while manufacturers must develop

technological solutions that satisfy multiple specifications. This reality is reflected in the fact that IMarEST

is increasingly involved in helping its members navigate this regulatory web.‖

The report also found that key barriers to and issues around the adoption of new energy management

solutions include: cost, where 63% think that costs will impede the adoption of new energy management

solutions, availability of fuel, where 73% believe that fuel availability will strongly drive the market for

energy management solutions and finally crew skills, where 64% were concerned that energy management

solutions will place additional demands on crews

Cicala said: "Where fuel can account for as much as half of the operating costs for the shipping industry, it's

no surprise that the marine industry is keeping an eye on both the availability of fuel and cost of energy

management solutions."

"The cost of heavy fuel oil (HFO), which is the fuel most commonly used in ship engines has, by historical

standards, remained relatively low over the past decade. As long as the cost of HFO is low compared to that

of new energy management solutionns, it's unlikely that the benefits of the new technology will be felt as

the industry will be unwilling to voluntarily invest," she concluded.


15/01/2018

By Ali Kucukgocmen

Turkey announced today the route for a planned canal that would reduce shipping traffic on the busy

Bosphorus Strait and transform the European half of Istanbul into an island.

The Bosphorus strait and the Golden Horn are pictured through the window of a Turkish Airlines (THY)

passenger aircraft over Istanbul, Turkey, July 20, 2017. REUTERS/Murad Sezer

Work on the 45-km (28-mile) Kanal Istanbul, linking the Black Sea and the Sea of Marmara west of the

Bosphorus, will begin this year, Transport Minister Ahmet Arslan said, adding it formed part of Turkey‘s

most expensive construction project.

The Bosphorus is one of the world‘s busiest waterways with 42,000 vessels passing through in 2016 -

compared with 16,800 that transited the Suez Canal in the same year. It is the only maritime outlet to the

oceans for Bulgaria, Romania, Ukraine and Georgia, and for Russia‘s Black Sea ports.

With urban projects on the canal‘s banks and logistical centers to be built in the Black Sea, Kanal Istanbul

will be Turkey‘s most expensive project yet, Arslan said. Without specifying the exact cost, he added that

the project would be funded through public and private partnerships.

The new canal would not be subject to the Montreux Conventions Regarding the Use of Straits which

guarantees free passage to civilian vessels during peacetime, he said, meaning Turkey could charge vessels

using it. It will run from the Durusu region on Istanbul‘s Black Sea coast to Kucukcekmece Lake on the Sea

of Marmara. Documents from Turkey‘s Environment Ministry showed the canal will be 25 meters (82 feet)

deep and 250-1,000 meters (825-3,300 feet) wide, depending on where the docks are located.

“Crazy project”

Kanal Istanbul will also be located near a number of projects in northern Istanbul spearheaded by President

Tayyip Erdogan‘s AK Party government, including the third bridge over the Bosphorus, which opened in

2016, and the city‘s third airport which is under construction. The soil to be dug out for the canal project

will be used for agriculture as well as for artificial islands and ports to be built in the Sea of Marmara,

Arslan said.

The plan has many critics and Erdogan himself light-heartedly called it a ―crazy project‖ when he first

raised it in 2011. Environmentalists say it would pave the way for further development in the city‘s north,

advancing the destruction of forests there.

A report evaluating the project‘s environmental impact, which is required by the government before

construction commences, is currently being compiled, the Environment Ministry said. Istanbul‘s Chamber

of Geology Engineers said the initial filing for the environmental impact report did not take into account

several factors that make the project unviable. The project has the potential to severely impact the climate

and balance of minerals and nutrients in the Black Sea and surrounding areas, and would deplete oxygen

levels in the Sea of Marmara, it said.

Construction has been a key driver of the economy under the AK Party. The government‘s critics say the

legal framework surrounding the construction sector has been repeatedly watered down, creating loopholes

that developers can exploit for profit.

Turkey reveals route for new canal to ease Bosphorus shipping

Singapore sets out ambitious innovation plan to grow maritime sector's value-add by $3.4bn

[Reuters]

15/01/2018

By Marcus Hand

As it looks to retain and build on its status as an international maritime centre Singapore has launched a

transformation plan to drive innovation and connectivity with aim to grow the maritime sector‘s value-add

by SGD4.5bn ($3.4bn) and create more than 5,000 jobs by 2025.

The Sea Transport Industry Transformation Map (ITM) was launched on Friday by Singapore‘s Senior

Minister of State for Transport and Health Lam Pin Min and was developed by the Maritime & Port

Authority of Singapore (MPA) in partnership with the industry, trade unions and other government

agencies.

The MPA said the industry transformation map sets out specific initiatives related to innovation, driving

productivity improvements and enhance the skills of the maritime workforce. The maritime industries are a

key component of the Singapore economy contributing some 7% of GDP and employing over 170,000

people.

―The ITM will also complement our strategies to grow our port and international centre and help us achieve

our vision for Singapore as a ‗Global Maritime Hub for Connectivity, Innovation and Talent‘,‖ said

Minister Lam.

With the launch of the ITM Singapore set ambitious targets of growing the maritime sector‘s value-add by

SGD4.5bn and creating 5,000 new jobs by 2025.

Launched at the Singapore Maritime Foundation (SMF) New Year cocktail reception, Andreas Sohmen-Pao

chairman of SMF commented: ―You may have noticed the key words in the ITM are connectivity,

innovation and talent. This new emphasis – which includes non-physical flows like data and technology –

will require new forms of collaboration.‖

On the connectivity front Singapore will continue to strengthen its international maritime centre building up

the connectivity of maritime clusters and the port which connects to 600 other ports worldwide.

The country is also investing in new port capabilities with Tuas New Port, which aims to be an ―intelligent

port‖. At PSA‘s existing Pasir Panjang Terminal a fleet of 30 automated guided vehicles (AGVs) have been

deployed in a trial with automated yard and quay cranes.

In the area of innovation the MPA Living Lab will offer technology developers a rich maritime data

platform and a real operating environment to develop and pilot solutions.

To underpin the aims of the transformation plan five Memorandums of Understand (MoUs) were signed

between the MPA and various parties at the launch. The MPA and NUS Enterprise signed a MoU on the

maritime technology acceleration programme to encourage start-ups in the maritime tech field.

―We are excited to help bridge start-ups with this flagship industry to generate entrepreneurial interest and

accelerate start-up development; as well as provide a platform for corporates in the industry to engage with

start-ups,‖ said Lily Chan, ceo of NUS Enterprise.

MPA also signed an MoU with Singapore Customs and the Singapore Shipping Association (SSA) to joint

Operadores de terminales Uruguay: Naviera MSC propuso nueva terminal de contenedores

para Montevideo

look into the digitisation of trade and maritime documentation including an electronic Bill of Lading.

―The shipping industry is currently very paper-intensive involving many sets of documents to be delivered

to various agencies for approvals and clearance. The electronic bill of lading (e-BL) will be a boon to the

shipping industry as it significantly reduces the amount of physical copies,‖ said Esben Poulsson, president

of SSA.

In the third MoU MPA, SSA and Glee Trees signed an agreement on a proof-of-concept for development of

a tool for ship agencies using robotic process automation.

With the skills of the future maritime workforce set to change at present and MoU was signed between

MPA, Jurong Port and the National Transport Workers‘ Union to equip employees at Jurong Port with

future-ready skills. Also in the area of skills development a fifth MoU was signed between MPA, PSA, the

Singapore Port Workers Union and Port Officers Union on development of human capital for the next

generation container port.


15/01/2018

Por Maximiliano Montautti

La compañía Terminal Investment Limited (TIL) – fundada en el 2000 por Mediterranean Shipping

Company (MSC), la segunda naviera más importante del mundo – mostró su interés por instalar una

terminal de contenedores en el puerto de Montevideo.

La intención de este grupo llega en paralelo a las negociaciones que Katoen Natie desarrolla en Europa para

vender Terminal Cuenca del Plata (TCP), la única especializada en contenedores en el puerto de

Montevideo, de la cual la multinacional belga posee el 80% con una participación minoritaria del Estado

uruguayo.

La propuesta de MSC fue presentada a la Administración Nacional de Puertos (ANP) a fines del año pasado

y este miércoles será analizada por el Directorio, informaron a El Observador fuentes del organismo.

Hay diferentes visiones en el ámbito portuario y en los pasillos de la ANP sobre la propuesta. Por un lado,

algunos sostienen que la instalación de una nueva terminal sería un hecho positivo, ya que evitaría

congestionamientos y retrasos como los que se verificaron en diciembre con carga paraguaya que llegó al

puerto en tránsito y quedó varada más de una semana.

Por otro, que el planteo de una nueva terminal podría tener la intención de que Katoen Natie tenga que bajar

el precio que pretende fijar para la venta de TCP. En setiembre del año

pasado, El Observador informó que MSC mantenía diálogo con Katoen Natie para adquirirla. Esa

negociación incluyó varias reuniones en Europa entre jerarcas de ambas compañías. Katoen Natie ya le

había vendido años atrás a la naviera una terminal de contenedores en Bélgica.

Sin embargo, fuentes consultadas indicaron a El Observador que MSC decidió retirarse en los últimos

meses del proceso de negociación. Y luego planteó la propuesta de la nueva terminal en el puerto.

Por su parte, el medio de prensa de Bélgica De Tijd (El Tiempo) publicó un artículo a fines de diciembre

sobre las negociaciones para la venta de TCP. Indicó que el valor estimado de la terminal era de US$ 300

Operadores de terminales México: SSA México reportó resultados positivos e inversiones

en ampliaciones

millones. Añadió que el propietario de Katoen Natie, Fernand Huts, no quiso confirmar o negar las

negociaciones con MSC. "No leo la prensa uruguaya", se limitó a declarar el empresario.

La salida de Katoen Natie

El 2 de mayo del año pasado, la multinacional belga anunció su intención de vender las tres empresas que

tiene en Uruguay: Seaport Terminals Montevideo, Nelsury y TCP. Según informó en un comunicado,

comenzaba a partir de ese momento un proceso de selección para buscar un comprador que cumpliera con

los objetivos de la empresa, fuera atractivo para TCP y se convirtiera en un socio interesante para los demás

participantes del negocio portuario. Para ese proceso, designó a Goldman Sachs como consejero en el

proceso de venta.

En el comunicado añadió que "bajo nuevos propietarios, TCP tendrá una fuerte posición para beneficiarse

del crecimiento futuro y de las oportunidades en la región, incluyendo un importante espacio para la

expansión de las instalaciones de la terminal".

Según supo El Observador el proceso de venta de la terminal avanza. Los diálogos se siguen manteniendo

en Europa donde los jerarcas de la multinacional se han reunido con varios interesados para intercambiar

información más detallada sobre la actividad y el funcionamiento del puerto de Montevideo.

La llegada de Katoen Natie al puerto fue en 2001 cuando ganó la licitación para construir y operar una

terminal especializada en contenedores. La inversión destinada fue de US$ 200 millones.

La intención era que movilizara el mayor volumen de la carga que se operaba en Montevideo. Cuenta con

equipos especiales (grúas pórtico) que la distingue de las demás empresas que operan en áreas públicas del

puerto, básicamente Montecon. Esta última, de capitales chilenos, desde hace años solicita a la ANP

autorización para adquirir grúas pórtico y utilizarlas en los muelles públicos. Sin embargo, esa autorización

nunca llegó.

El año pasado, TCP movilizó 250.448 contenedores entre operaciones de carga y descarga, con un aumento

de 0,18% respecto a 2016. El volumen manejado representó el 44% del total

dentro del puerto. Montecon movilizó el 55% de los contenedores, aún con grúas menos eficientes. El

mínimo porcentaje restante se dividió entre otros operadores portuarios.

Diciembre de 2017 fue el mes donde mayor carga operó TCP a raíz del aumento de mercadería paraguaya

en tránsito por Montevideo.

[El Observador]

15/01/2018

SSA México, el operador más importante del país, reportó resultados altamente positivos durante 2017, con

una alta movilización de contenedores, automóviles, carga general y arribo de cruceros.

En el puerto de Manzanillo destacó la ampliación de la Terminal Especializada de Contenedores (TEC) la

más importante del país, que sumó 300 metros de frente de atraque, totalizando 1.305 metros. Incrementó

además 6,1 hectáreas del patio de contenedores, proporcionando una capacidad dinámica anual de 2,1

millones de TEUs. La expansión incluye una nueva zona de inspección de 7.500 metros cuadrados y un

almacén LCL de 5.000 metros cuadrados, aumentando su capacidad en un 300%.

En abril, sumó a sus operaciones dos grúas STS Super Post Panamax de última generación, mientras en el

primer trimestre de 2018, incorporó otras dos grúas STS Super Post Panamax y 6 RTG, para alcanzar un

total de 14 grúas de muelle y 48 de patio, transformando al terminal en el mejor equipado de México.

A través de Tuxpan Port Terminal (TPT) se exportaron más de 15.000 automóviles. Además, se enviaron

millones de litros de concentrado de cítricos con destino al puerto de Tampa, Florida, EE. UU. Se

movilizaron también miles de toneladas en rollos de acero, para abastecer las líneas de producción de la

industria automotriz mexicana.

Las transferencias de contenedores en TPT, constituyó una importante ventana competitiva ante la

saturación actual del puerto de Veracruz y en lo general para las exportaciones mexicanas. En Veracruz, los

servicios de valor agregado a la industria automotriz cerraron el año con más de 630.000 unidades

operadas, cifra inédita.

En 2017 el segmento de carga general presentó el volumen más alto de los últimos cuatro años. En materia

de inversión, se realizaron trabajos de expansión y re-encarpetado, alcanzando las 19 hectáreas para

almacenamiento de unidades, con un total de 9.000 espacios estáticos.

En Lázaro Cárdenas, en noviembre de 2016 SSA México asumió las operaciones de automóviles en patios

públicos y, paralelamente el desarrollo de la primera Terminal Especializada de Automóviles del país. Este

recinto contará con una inversión de casi US$52,5 millones. Durante 2017 se registró un incremento mayor

al 200%, con 230.000 unidades movilizadas.

Acapulco reportó un año récord para el puerto, al lograr un crecimiento mayor al 50% respecto a 2016 en la

Terminal Internacional de Cruceros, logrando un repunte en el atraque de embarcaciones y pasajeros de los

últimos 5 años.

En el Caribe mexicano, el principal punto de arribo de cruceros, Cozumel, dispuso la ampliación y

modernización de la Terminal Internacional, duplicó la capacidad para recibir a millones de turistas en la

isla. Puerto Progreso, en Yucatán, tuvo un año récord en recepción de pasajeros en la Terminal

Internacional de Cruceros.

[MundoMarítimo]

PROFESSIONAL MEMBERSHIP

Advance your career by gaining Professional Recognition. Professional recognition is a visible mark of

quality, competence and commitment, and can give you a significant advantage in today‘s competitive

environment.

All who have the relevant qualifications and the required level of experience can apply for Professional

Membership of IAMSP.

The organization offers independent validation and integrity. Each grade of membership reflects an

individual‘s professional training, experience and qualifications. You can apply for Student Membership as

per following :

Fellow (FIAMSP)

To be elected as a fellow, the candidate must satisfy the council that he/she:

Has held for at least eight (8) years consecutively a high position of responsibility in shipping or related

business.

Has distinguished himself/herself in shipping practice.

Is a principal in a firm or a director of a company in the business or profession.

Members in this grade are entitle to use the initials FIAMSP After their names.

Full Member (FMIAMSP)

Individuals holding an internationally recognised marine qualification, or who can prove that they have

practiced on a full time basis for a minimum of five (5) years as a consultant or marine surveyor.

Individuals who, by producing written reports can demonstrate that they have practiced marine surveying or

consultancy for at least five (5) years.

Individuals whose qualifications or experience shall be considered appropriate by the Professional

Assessment Committee.

Members may use the initials FMIAMSP after their names.

Associate Member (AMIAMSP)

Associate Membership shall be open to any person, partnership, company, firm or other corporate that does

not own a Ship but is engaged in ship operating or ship management. Associate Members can nominate one

(1) person to represent them in the Association. Associate Members are entitled to attend General Meetings

and to participate in discussion at such meetings but shall not vote or stand for election to the Board of

Directors.

Technician (TechIAMSP)

Individuals holding a recognised qualification, for example Inspector level 2 or higher (NACE, FROSIO,

ICorr), RMCI and IRMII, NDT Technicians (CSWIP), for example gauging personnel, divers or other

surveyors with at least three years full time practical experience in a marine related field. Technician

Members may use the designation TIAMSP after their names.

Affiliate (AFFIAMSP)

Graduates who do not meet the criteria for Full or Associate Membership and are continuing to train and

gain experience prior to applying for Associate Membership

Student (SIAMSP)

Individuals who are enrolled in training programs related to the maritime or shipping will be appointed as

student members of the Association for the duration of their course.

LAST MEMBERSHIP

Fellow (FIAMSP)

M. MARTINS OSMAR

Brazil

M. NAYLOR RICHARD

United Kingdom

M. VENUGOPALAN

VINEET

United Arab Emirates

Full Member (FMIAMSP)

Capt. NAGTEGAAL

HENDRIK

Philippines

M. DESCHODT CHRISTOPHE

France

CAPT. BÖRJES RALF

United States

Affiliate (AFFIAMSP)

M.CENGIZ ZAFER SERTAC

United Arab Emirates

M.ABEDI NIA HASSAN

Islamic Republic of Iran

M.VODENICHAROV

SVILEN

Bulgaria

UPCOMING EVENTS SUMMARY

January Jan 23 2018, Mega Cargo Show 2018, Hall No. V, Bombay Exhibition Centre MUMBAI »

23 The focus of the event is to bring all connected with cargo fraternity on a single platform.

February Offshore Wind Journal Conference 2018 (NI members click on 'login here' below for 10% discount)

06

Novotel London West Hote,l 1 Shortlands Hammersmith International Centre Hammersmith W6 8DR

February European Dynamic Positioning Conference 2018 (NI members click on 'login here' below for 10%

06 discount)

Novotel London West Hotel 1 Shortlands Hammersmith International Centre Hammersmith W6 8DRl

February Annual Offshore Support Journal Conference, Awards & Exhibition 2018 (NI members click on

07 'login here' below for 10% discount)

Novotel London West Hotel 1 Shortlands Hammersmith International Centre Hammersmith W6 8DRl

February SW England Branch - Corporation of Trinity House

13

Royal Plymouth Corinthian Yacht Club, Madeira Rd, Plymouth PL1 2NY

February 12th Arctic Shipping Summit – Montreal

21 Montreal - venue TBC

February https://www.nautinst.org/en/events/index.cfm/NavAssCrseSingOct2017

07

TBC

April London Branch Conference - The future of maritime professionals

20 Novotel, Victoria Street BS1 6HY BRISTOL UK

April Singapore Maritime Week 2018

21

Singapore

February 12th Arctic Shipping Summit – Montreal

21 Montreal - venue TBC

https://www.nautinst.org/en/events/index.cfm/LBS2018

https://www.nautinst.org/en/events/index.cfm/OWJFeb2018

https://www.nautinst.org/en/events/index.cfm/EuropDPFeb2018

https://www.nautinst.org/en/events/index.cfm/EuropDPFeb2018

https://www.nautinst.org/en/events/index.cfm/OSJFeb2018



https://www.nautinst.org/en/events/index.cfm/SWEngFeb2018

https://www.nautinst.org/en/events/index.cfm/ArcticMontreal2018

https://www.nautinst.org/en/events/index.cfm/NavAssCrseSingOct2017

https://www.nautinst.org/en/events/index.cfm/NILBConf2015

https://international-maritime-rescue.org/eventseducation/asia-pacific/singapore-maritime-week-2018

https://www.nautinst.org/en/events/index.cfm/ArcticMontreal2018