Sea and Coast by Sea And Coast

DECEMBER 2019 Ɩ Volume - 03 Ɩ Issue - 12 Ɩ RNI NO: DELENG / 2017 / 70663 Ɩ ₹ 115/-

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Sandro Delucia, Commercial Maritime Product Director, Speedcast

Captain Nick Nash, MNM CMMar FRGS FRIN FNI President of The Nautical Institute

EXCLUSIVE COLUMN

Latest statistics from ‘seafarers’ helpline published in ISWAN Annual Review

HADR EXERCISE TIGER TRIUMPH TO COMMENCE AT VISAKHAPATNAM In consonance with the growing partnership between India and the US, the maiden India US joint Tri services Humanitarian Assistance and Disaster Relief (HADR)

MPC FOR MILAN 2020 Concludes at Visakhapatnam The Mid Planning Conference (MPC) for MILAN exercise concluded at HQENC Visakhapatnam 08 Nov 19. NAVAL SHIPS AND AIRCRAFT Standby for Rescue and Relief Ops - Cyclone 'Bulbulʼ As the Very Severe Cyclonic Storm, 'Bulbul' which is about 100 km East Southeast of Paradip and 275 km South-Southwest of Kolkata as on 05:30 AM on 09 Nov 19, Eastern Naval Command(ENC)

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HANDELING BY OWNER/SHIP MANAGER Role of Superintendent in Agreeing Cause of Damage Technically Straight Forward Claims Example of this are contact, collision, heavy weather etc., i.e. where it is clear what caused the damage and that damage was clearly accidental.

HONʼBLE PRESIDENT SHRI RAM NATH KOVIND TO AWARD THE PRESIDENTʼS COLOUR TO INDIAN NAVAL ACADEMY The Hon'ble President of India and the Supreme Commander of Indian Armed Forces, Shri Ram Nath Kovind will award the President's Colour to Indian Naval Academy on Wednesday, 20 November 2019. JOINT EXERCISE BETWEEN THE QATARI EMIRI NAVY AND THE INDIAN NAVY FORCES (THE ROAR OF THE SEA) Indian Navy Guided Missile Stealth Frigate INS Trikand and Patrol Aircraft P8-I arrived at Doha for the inaugural edition of the Bilateral Maritime

EXCLUSIVE COLUMN

Guidance for Indian seafarers on safely ﬁnding work at sea Job-seeking seafarers face a number of risks by signing up with unregistered manning agents.

NEWS

Bureau Veritas Grants AIP for 19,000 cbm LNG Bunkering Vessel Design Bureau Veritas Marine & Oﬀshore has granted approval in principle (AIP) for the design for the Quadelprop, a 19,000 cbm LNG bunkering vessel with a GTT membrane type tank.

CLAIMS

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CONTENT

Anemoi Marine Technologies readies itself for market with appointment of Kim Diederichsen as CEO Leading Flettner Rotor innovator, Anemoi Marine Technologies, has appointed seasoned shipping technology expert Kim Diederichsen as CEO with the task to take the companyʼs wind assisted propulsion systems to a global market. Lessons learnt from a bunker spill Stuart Edmonston, Loss Prevention Director at UK P&I Club, discusses a poorly planned bunkering operation, which led to a bunker spill, and advises on the lessons that can be learnt from this incident:

Clean Marine Fuels: Total and Mitsui O.S.K. Lines Charter the 1st LNG Bunker Vessel to Operate in France Total Marine Fuels Global Solutions (TMFGS) and Mitsui O.S.K. Lines, Ltd. (MOL) have signed a long-term charter contract for a second large LNG bunker vessel, to be delivered in 2021.

Japanʼs Top 2 Shipbuilders Join Hands Imabari Shipbuilding Co. and Japan Marine United Corp., Japanʼs largest and second-largest shipbuilders, said Friday that they have reached a basic agreement on capital and business tie-ups.

Stena Impero Docks in Dubai after 2-Month Detention in Iran The released tanker Stena Impero safely docked in Dubai in the afternoon hours of September 28, the shipʼs owner conﬁrmed.

Baltic index drops for 5th consecutive session The Baltic Exchangeʼs main sea freight index fell for a ﬁfth straight session on Tuesday, weighed down by softer demand for capesize vessels.

India could become net importer of iron ore next year Talk about an own goal.

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Greener LNG is vital to Asiaʼs sustainable development Asia struggles with the worldʼs worst air pollution. Delhi hit the headlines in November 2019 as levels

Ships Stuck Waiting for Fuel at Asia Hub on Rule-Shift Snarl Ship owners are waiting longer and paying more to refuel at the Asian hub of Singapore as the industry scrambles to prepare for the implementation of new ship-fuel ...

India, the fourth-largest iron ore producer in the world, could become a net importer next year, Cogencis reported recently.

Montreal’s Viau Container Terminal Set to Expand Montrealʼs Viau Terminal will undergo a new construction phase to increase its handling capacity to 600,000 TEUs, the Montreal Port Authority (MPA) and LOGISTEC Corporation said.

Bourbon Rhode Death Toll Rises Families and friends of the missing AHTS Bourbon Rhode seafarers, as well as maritime professionals, have started a petition* to get active search and rescue (SAR) operations back on track.

Training maritime instructors for safe ship navigation in Polar waters Well-trained seafarers are essential to safe ship navigation in Polar waters and IMO has been playing its part with a training course for maritime instructors, underway in Valparaíso, Chile (18-22 November).

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Women in port management What do successful, well-run ports and female empowerment have in common? Both can make a signiﬁcant contribution to sustainable economic development.

ABS Grants AIP for First Jones ACT SOV ABS granted the ﬁrst Approval in Principle (AIP) to VARD for its design of a Jones Act service operations vessel (SOV).

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ADVISORY BOARD

Admiral RK Dhowan (Retd), PVSM, AVSM,YSM, ADC, Former Chairman, National Maritime Foundation and Former Chief of the Naval Staﬀ

Dr. Malini V Shankar (IAS) Former Director General of shipping Member, Board of Governors, World Maritime University, Malmo, Sweden

Admiral Jayanath Colombage RSP, VSV, USP, rcds, psc Msc (DS), MA (IS), Dip in IR, Dip in CR, FNI (Lond) is the 18th Commander of the Shri Lankan Navy

Capt. Radhika Menon (World's ﬁrst woman captain to receive an IMO award and India's ﬁrst female Merchant Navy Captain)

O-7 CDR (ret.) Eyal Pinko Maritime cyber and security senior consultant. Phd candidate for naval strategy

Dr. Sadanand Gupta Deputy Collector Uttar Pradesh

Capt. Sanjeev Soni (Director) Institute of Maritime Education & Training Singapore

Mr. Joginder Singh Executive Director Sriram Institute of Marine Studies

Mrs. Suneeti Bala India’s First Merchant Navy female Chief Engineer.

Chirag Bahri : Regional Director, India and South Asia (ISWAN)

From the Editor’s Desk

Amit Kumar Editor-In-Chief

he year has come a full circle. It began with the bunker delivery notes and amendments to Annex VI of MARPOL and the IMOs gender programme where a new logo was unveiled to increase visibility for women in maritime. the dots join as the year ends when IMO2020 comes into force and the IMO assembly adopted a resolution on ""Preserving the Legacy of the World Maritime Theme for 2019 and achieving a Barrier-Free Working Environment for Women in the Maritime Sector”

And as the circle was being completed, we had a very eventful year which was the theme for many of our editorials. We have had an year that with events that will remain a landmark. The limpet mines in the west asia gulf brought out an aspect of security concerns which even the best in the business may not have anticipated. We had a master mariner who was black listed for doing his job on a ship that carried oil between two countries that a larger and more inﬂuential country doesn,t count among its friends. Seafarers, including Indians, still continue to be targeted by pirates and foriegn governments. Everyone sees in them a easy target with hardly and political constituency to coerce quick decision from the lawmakers. They continue to remain way out on edge of thier peripheral vision. The community has galvanise itself to be heard and seen. We

v Editorial

Amit Kumar Editor-In-Chief Chesta Mishra Managing Editor

Printer & Publisher : Amit Kumar, E-177, Ward No 2, Mehrauli, New Delhi 30. Place of Publication : E-177, Ward No 2, Mehrauli, New Delhi 30. Name of Printing Press : Perfect Impression Services, 43-DSIDC Complex,Kotla, Mubarak Pur, New Delhi110003

Vikas Kumar Graphic Designer Ratika Siwan Marketing Head

marketing@seaandcoast.in +91 9555039039 SUBSCRIPTION subscription@seaandcoast.in Will be delighted to be a platform to share knowledge and bring the community +91 9555032032

together. We pray that the community gets its deserved visibility and seafarers going out to earn a living return home with smiles. We hope that families waiting at home for the seafarers don't have to plead with the authorities to see their loved ones who maybelanguishing in foreign countries. We need laws that are interpreted and applied uniformly across the world.

WEBSITE www.seaandcoast.in

Please Note : Views expressed in the articles are As the year closes, we hope that the extended slump in the economy which has those of the authors and may been accepted as a new normal continually pushes itself up brining some cheer not be shared by the Editor or to the business and thereby to the community in general. We want to see a the members of the editorial board. smiling seafarer! everytime. Unsolicited material will not be returned. Wish you all a “Merry Christmas” and “Happy New Year.” Copyright : No material published in the magazine should be reproduced or transmitted in any form or by any means, electronics and mechanical, including photocopy or digital device without prior written permission from the publisher.

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EXCLUSIVE COLUMN

Presidential address to

NI Mumbai Branch (RN/MN Cooperation) Captain Nick Nash, MNM CMMar FRGS FRIN FNI President of The Nautical Institute Welcome to Mumbai's Nautical Institute's Seminar and with such a professional gathering of Admirals, Commodores, Captains, Commanders Naval and MN Oﬃcers and most importantly cadets has been brought together to create an exciting program, with a particular emphasis on Merchant Navy and Naval cooperation and training. The Nautical Institute represents over 7000 maritime professionals from over 120 countries in 50 braches. We work constantly within our industry to ensure the highest levels of professional standards and competency in those who go down to the sea in ships and do their business on the great oceans of this world. Our members contribute across these oceans in forums such as this to ensure the ongoing improvement in standards for seafarer education, training and crewing, in what ever navy and in every type of ship, including autonomous ‒ and we may even have to have a special membership category for Robots! More recently we have developed some bespoke short courses where we think we can contribute to professional standards and we continue to work very strongly in the energy sector through our Dynamic Positioning qualiﬁcations. As an educational charity our www.seaandcoast.in

promulgation of best practice by engaging with academia and through professional networking via our Branch membership is very important and contributes to the Institute's success. In 2022 the Nautical Institute will celebrate 50 years. The Institute is preparing for the anniversary with a range of global meetings and conferences where we will spread our professional message and strongly and as widely as possible. Nearer the time we will decide on the key themes but recognize these might be different in various parts of the world As I have recently written in Seaways, one of our main concerns at the NI is the encouragement of Junior Officers to be aware of the existence of The Nautical Institute and how it can work for them. Retention of these Officers, Masters, Commanding Officers and industry leaders of the future is paramount to our survival and as such they must be encouraged to join and make the Institute work for them in the way they want. The role of a junior officer has changed dramatically over the last 30 years. No longer fixing the ship with a sextant, DF bearings, Loran or Decca on paper charts, the ship's position is now continually displayed on ECDIS and the traffic situation by ARPA & AIS data all integrated with

on an updated multi vector chart. The ship is steered by a track system and the ships position, heading and speed along with weather are automatically recorded in an electronic log book. Apart from the “Seaman like” constant monitoring of the ships position, traffic, weather and instruments a necessary part of watch keeping is record (log) keeping, even more so now than in the past. Typing up the electronic log with Environmental timelines, confirming Navigational key points (that Visual Clue!) and the time that relevant checklists are completed are a very important part of a watch keepers duties, despite automation of many of the routine entries ‒ as an airbus pilot once remarked ‒ He can't fly a plane manually anymore, but he can type at 40 words a minute! So how does the Nautical Institute involve these youngsters in an organisation that was founded just under 50 years ago when Radar and VHF were the latest navigational Aids? I think we have to be realistic and use terminology that they understand, looking out of the window is important but so is closely monitoring your electronic navigation displays and systems and

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EXCLUSIVE COLUMN understanding their complex displays, menus and limitations completely. The recently released NTSB report into the collision between US Navy Destroyer John S McCain and Tanker Alnic MC in the Singapore Straits, 5 Miles Northeast of Horsburgh Lighthouse on August 21, 2017, clearly shows how poor training and lack of understanding of modern complex INS bridge systems can lead to serious accidents. The report has been actioned by the US Navy, who will begin reverting destroyers back to a physical throttle and traditional helm control system in the next 18 to 24 months, after the ﬂeet overwhelmingly said they prefer mechanical controls to touch screen systems. As someone who advocates New Technology, I feel this is a retrograde step. Having read the full report, possibly better training and understanding the complex systems, which are actually designed to assist, not hinder would be a better way forward. We must recognize that we ARE becoming instrument navigators and as such must be able to fully use all the electronics we have to their best advantage. We can and should no longer talk of 'Radar and GNSS' as “Aids” to navigation, we will lose the youngsters if we do, in a similar way that they now get the news from online services as opposed to Newspapers, TV and radio broadcasts that the older generation does. Having said this, we must all be aware of possible “cyber” attack and protect our INS from these and virus/malware invasions and must be fully practiced on visual ﬁxing on ENS along with radar navigation techniques ‒ radar is still the most reliable check and back up we have (Captain Paul Chapman has written some very good papers on its sometimes forgotten reliability and

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use ‒ Seaways). Talking of Navies, I am reminded of that great signal from Adm. Fletcher, the senior US admiral, who was in overall command of the impending Battle of Midway in June1943 ... When Adm. Spruance requested further instructions from Adm. Fletcher for continuation of the battle after Fletcher abandoned the Yorktown, Fletcher advised Spruance that he would" conform to your movements." What a great way of recognizing and empowering a junior Officer, who had the better and importantly still intact carrier and signal, intelligence and command team. We are following this in the Cruise industry and in my organization, Carnival Cruise Corporation, by introducing a new bridge organisation based on roles rather than ranks. The new organisation represented a new and more progressive approach to bridge management. Under this approach, the officers operate as an effective team in managing the bridge based on the specific roles with related functions and tasks needed to be followed and executed. The purpose is to create a more efficient, engaged and resilient organisation in which the team works as a wellcoordinated unit to manage disturbances and avoid negative consequences. The system builds on the airline industry's concept by introducing Navigator and Co-Navigator roles. The Navigator, who is conning the ship, is required to communicate intentions and orders to the CoNavigator. Co-Navigator's tasks include monitoring, crosschecking and supporting the Navigator. In addition, each officer, regardless of rank, is empowered to speak up should he or she have a question or a concern.

does not in any way diminish the authority and responsibility of the Captain. The Captain continues to maintain full oversight of the bridge and assigns officers to particular roles, based on the watch keeper's competence and experience with the upcoming operation. The Captain provides ongoing guidance to officers, making it a very adaptable system that leverages the knowledge and experience of the Captain and each of the officers. The Captain becomes a Leader/Manager instead of an operator. This Role Based or Function Bridge is fully explained and trained to all Carnivals Officers and Captains who have to attend an annual weekly assessment and training update to maintain their positions ‒ very similar to airline pilots. Indeed Carnival also has Check Captains ‒ we term them Fleet Captains, who go around the fleet and assist, continue to train, improve and assess the Bridge and Engine teams operation while sailing. Training is the key to the above and ensuring that ships officers get more realistic simulator time along with computer based training are the keys to ensure that Bridge Team management and shiphandling will be effectively taught, along with proper mentoring while at sea. The collaboration and integration of Bridge teams, Pilots and VTS, while making full use of new technologies will ensure that training lies at the heart of safety and best practice in the maritime industry. The panel discussions and round tables are a vital part of this conference and allow us all to participate and gain the most from our excellent speakers and I do encourage us all take full advantage of these. Through this and other such conferences I do hope that we can influence all those 'Who go down to the sea' to ensure that they are well trained and competent.

This role-based bridge organization www.seaandcoast.in

EXCLUSIVE COLUMN

Five Questions Every Shipowner Should Ask Their Maritime Connectivity Provider

Sandro Delucia, Commercial Maritime Product Director, Speedcast

Digitalization is a process that is still maturing in shipping, with an increasing range of operations and functions becoming automated over the past few years as connectivity and accessibility to data have grown. As new business concepts foster the wider take-up of data and applications, new technologies will give rise to fresh iterations in a perpetual cycle of innovation. Digital business has the potential to transform the way shipping companies operate but implementing technologies and enabling organizational change are no simple tasks. Organizations need to adopt the solutions most appropriate for their businesses so that they can update legacy systems, move toward optimized operations and future-proof their business models. The eﬀective implementation of digital technologies also has implications for organizational change and this raises bigger issues that shipowners need to address sooner rather than later. With such a wide choice of vendors in shipping, owners and operators need to be satisﬁed that

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they have the best potential partner to leverage communications in support of a digital strategy. From this starting point, owners can progressively investigate the connectivity solution that is right for them, how to manage and control this new data stream, the importance of cybersecurity and the need for global support. The impact of digitalization on shipping is so important that Speedcast has put together a list of ﬁve questions any potential buyers of communications should ask their vendor. Q Can you help me future-proof my connectivity? Digitalization is having a profound impact on how shipowners and managers run their businesses and what they want from their technology partners. The most important factor in creating a digital strategy is developing a clear understanding of your business goals. At this higher level, what an owner or manager needs is not lower prices but better value. A long-term communications partner like Speedcast will be distinguished from one that simply sees a shortterm opportunity. The Speedcast approach is to start with a conversation. We want to understand where customers are on their digital journey and how we can help take them from where they are to where they want to be. We work side by side through solution concept to

implementation, through all evolutions of their business, to deliver a tailored solution design, system installation, analytics and optimization, local field support and solution management. Q Can you provide seamless connectivity with any band and any beam? Customer needs in shipping will always be varied and there is no automatic assumption that all owners and operators require the highest throughput or most heavily specified systems. Some customers can perform the tasks they require with L-band whereas others will need full global VSAT with service-level agreements and value-added services. Understanding the need and the strategy puts us in a position to support the business, whether it's crew connectivity, IoT or a complete digital optimization strategy. Our connectivity solution ̶ Speedcast Atlas ̶ is a solution that comprises a complete range of maritime connectivity options across all the major providers, including our own global Ku-band VSAT, Inmarsat FleetXpress and Lband services, current and future Iridium services and cellular services for high-speed, near-shore connections at competitive prices. By designing a system with customers in mind ̶ reflecting the journey that they're taking as well as considering the people involved and what they actually do on a day-to-day basis ̶ we are able to deliver a system that is as

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closely matched to those activities as possible. Q Can you control and manage access onboard the ship? Opening up the possibilities of always-on, data-driven connectivity comes with the need to manage not only access to bandwidth but also the increasing number of applications that support operations, monitoring and maintenance. Our SIGMA smart network and data management platform manages all Speedcast commercial shipping services. SIGMA provides built-in network management with comprehensive reporting tools that provide a complete view of network operations.

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than ever. Speedcast is the world's largest commercial buyer of satellite capacity, but our customer relationships do not stop at the agree-ment of terms or the choice of connectivity. We recognize that the implementation phase (including integration and optimization) as well as inservice support are vital to customer satisfaction.

form of its Cyber Security as a Service (CSaaS) program.

Our professional services solution oﬀers ready access to a knowledgeable team of experts who deliver services that include network and systems integration and extend to innovation and testing labs as well as consultancy on digitalization and IoT.

Conclusions Clearly, the demands and requirements placed on maritime connectivity are growing increasingly complex. Providing the most appropriate connectivity requires an understanding where customers are on their digital journey and how we can help take them from where they are to where they want to be.

SIGMA oﬀers control of onboard networks while oﬀering tools to reduce operating costs and keep the crew happy. SIGMA is able to run solutions or applications for cybersecurity, crew connectivity, entertainment, content distribution and more.

Our engineering experts and global network of passionate support specialists bring Speedcast Atlas solutions to life. Whether working in customer support, as ﬁeld engineers or in professional services, our people provide global 24/7 support.

As a result, it can be used to manage access to an array of services and features such as asset tracking, digital navigation and voyage management, crew connectivity and entertainment packages ̶ including mobile applications for crew on the vessel.

Q How important are safety and security? Cybersecurity has evolved from being a business imperative to a regulatory requirement as shippers, charterers and agencies push shipowners harder to put protections in place.

Q What about support and service? In a world where connectivity is critical to safety as well as operational eﬃciency, staying connected is more important

A viable cybersecurity solution must be adaptable to the constantly changing threat landscape. Speedcast oﬀers the most proven and trusted capabilities available in the

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Thanks to the seamless exchange of real-time threat intelligence, CSaaS provides proactive cybersecurity that can quickly and dynamically respond to threats. Included in CSaaS are next-generation ﬁrewalls and monthly reporting/network management.

Speedcast believes that successful digitalization hinges on having the right strategy in place. Only when we fully understand our customers' needs do the most suitable operating systems and most advanced technologies come into play. The need for this much broader range of services, together with the best possible blend of connectivity, has created some distance between suppliers who still think the old-fashioned way and those who have a clear vision of the future.

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EXCLUSIVE COLUMN

This morning I observed from my balcony, far up on a mountain slope, an oil tanker down at an anchorage in the Mediterranean Sea. Although I was using a telescope, I could not read the name on the vessel´s bow. However, that was not a problem, since I could easily identify her via one of the websites that are disseminating the AIS-info of the global merchant fleet. To have easy access to the whereabouts of the commercial vessels that sail the oceans, does not only benefit ship spotting as a hobby, but also has a practical and commercial purpose for many people working in the maritime industry. Although, this was never the reason behind why the Automatic Identification System came in to use. There was a time when you had to either come close enough to an encountering ship to read her name on the bow or on the stern, or you had to use an ALDIS lamp and Morse code ask for her name. Alternatively, you could try calling her by using the VHF-radio. Calling by radio was not a problem when you were in the middle of a large ocean, with a situation that could best be described as “ships that pass in the night”.

The reason behind trying to establish voice communication was seldom social. Instead, in most cases it was a way of trying to solve a situation that was slowly developing into a close quarter situation; one that was too close for comfort. The Navigation Rules are very clear, and ships will not collide if adhering to them, but it is also stated in them that “all available means” should be used in order to avoid a collision. Grosso modo, follow the rules and use the VHF as a last resort. Hence in order to increase safety at sea, and when the technique was available, ships were equipped with an AISreceiver/transmitter as a collision avoidance aid. Also, coastal authorities installed receivers for monitoring and guidance of ships in their waters. The carriage was made mandatory in Regulation 19 of SOLAS Chapter V and came in to force 31 December 2004.

However, when circumstances were different and traffic was dense, it could be difficult to get a hold of the ship you wanted to make contact with. Over the VHF you would try to convey information like course and speed or ship type and color, with the hope that the right ship would reply.

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CLAIMS HANDELING BY OWNER/SHIP MANAGER 2.4 Role of Superintendent in Agreeing Cause of Damage a) Technically Straight Forward Claims Example of this are contact, collision, heavy weather etc., i.e. where it is clear what caused the damage and that damage was clearly accidental. The Superintendent should agree the cause with the attending Surveyor at the time of the survey in order to save time. Basic evidence should also drawn to the Surveyor's attention such as logbook and Master's or Chief Engineer's reports. b) Complicate Claims If the evidence is at all unclear or the damage is a complicated machinery claim, it is advisable not to make an allegation to the attending Surveyor until the matter has been researched and discussed with Average Adjusters. If in doubt, please discuss with us ﬁrst! It is important to stress that if you are unsure about the cause, there is no obligation on you to make an allegation. The approach with the Underwriters' Surveyor is that you are unsure about cause and wish to discuss the matter further with your technical department. The Insurers'

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Surveyor will accept this approach. In talking to the Surveyor, terms such as “latent defect” should be avoided in view of their precise meaning and the limited cover they may offer. An attempt to get the real story from the crew also must be made despite any defensiveness they may have. C) Burden of proof The Shipowners must show that the cause is covered by the policy conditions. It is not for the Underwriters' Surveyor to show that it is not, i.e. the Underwriter' Surveyor need make no suggestion on the cause of damage. 2.5 Wear and Tear Wear and tear does not automatically rule out an insurance claim. In the following circumstances, a claim is possible: a) If wear and tear is not ordinary but rather extraordinary wear and tear. However, the cause of it would require investigation. b) Even though damage may come about through wear, the crew may have been negligent in filling to mitigate the effects of such wear and tear.

Subrat Kulshrestha BH Legal Ease Consultants Advocates and Solicitors

c) If wear and tear leads to an accident under the Additional Perils Cause, the consequential damage is covered policy. d) If wear and tear produced an existing defect in the hull or machinery but the loss would not have occurred had not an insured peril been present, e.g. damage to shell plating in heavy weather. e) Scandinavian condition ‒ The Norwegian Plan and Swedish conditions are less understanding about wear and tear and therefore it is advisable where possible to rule out wear and tear in your investigations. 2.6 Due Diligencea a) Policy Conditions The Institute Time Clause (Hulls) 1.10.83 Clause 6 (2) and the Additional Perils Clause are subject to the due diligence proviso which states that the insurances cover a loss provided such “loss or damage has not resulted from want of due diligence by the Assured, Owners or Managers”. b) whose Duty This duty is a personal one of the Assured, Owners or Managers. In a large

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company, the Technical/Operations Manager would be deemed to be the alter ego of the company who should perform this duty. An example would be a 1ub oil contamination claim that is attributed to crew negligence but later it was found that the result of repeated oil analyses which indicated problems existed had not been acted on or alternately that no such analyses had taken place. c) Burden of proof Strictly the Owners should show that this clause has been complied with rather than the Insurers having to show that the Owners have failed in this respect d) 1.1195 Clauses- Extension of the Due Diligence proviso Under the newer clauses, the due diligence proviso has been extended to include “Assured, Owners, Managers, Superintendents or any of their onshore management” .The signiﬁcance of this extension is considerable and you will note that superintendents are singled out. Our understanding is that at least part of the intention of the new wording is to exclude progressive damage claims sustained over a period of time, e g 1ub oil or boiler feed water contamination, and also other claims

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attributable to lack of maintenance. However, this clause goes rather further because an isolated or momentary error by onshore management could also defeat a claim otherwise covered by one of the perils in 6.2. We think that in modern shipping conditions, where superintendents and onshore management have a considerable involvement in the day-to-day operation of the ship, this clause will have a major impact.

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EXCLUSIVE COLUMN

Guidance for Indian seafarers on safely finding work at sea Job-seeking seafarers face a number of risks by signing up with unregistered manning agents. The International Seafarers' Welfare and Assistance Network (ISWAN) has been running a campaign in India to raise awareness of the risks and encourage seafarers to only sign up with manning agents licensed by the Directorate General of Shipping. Unfortunately, ISWAN often hears of employment scams targeting vulnerable seafarers in need of work. Recently, ISWAN's Regional Programme in India was approached by an aspiring young cadet looking for an opportunity to work on board a vessel to start off his dream career at sea. He had just completed his pre-sea course but was finding that jobs for freshers were scarce. He had been approached by an unregistered manning agent which offered to provide a job in exchange for money.

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ISWAN counselled the cadet and explained that it was important for him and his family that he chose a registered manning agent. Seafarersworking through unregistered manning agents risk facing a number of hardships, and ISWAN shared some examples of past incidents where seafarers had been abandoned at sea, injured or gone missing while working on unsafe vessels. Other seafarers were being held in jail in foreign countries, charged with carrying illicit cargo on board, and their entire sea careers were at stake. The cadet took note of this valuable advice and resolved not to give money to such agents. Unfortunately it is not uncommon for ISWAN to also advise seafarers on the risks of scams which ask for payments for medical check-ups. Seafarers should be aware of such scams and, if unsure, they can contact SeafarerHelp ‒ ISWAN's free, 24-hour helpline for seafarers ‒ for guidance.

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NEWS

Latest statistics from ‘seafarers’ helpline published in ISWAN Annual Review

The International Seafarers' Welfare and Assistance Network (ISWAN) has published 2018-19 statistics from its international helpline for seafarers and their families, SeafarerHelp, as part of its first annual review. ISWAN is an international, non-governmental, membership organisation and UK-registered charity,which works to promote and support the welfare of seafarers all over the world. Its members include the International Chamber of Shipping, the International Transport Workers' Federation (ITF) and the International Christian Maritime Association.For the first time, ISWAN has produced an annual review of all of its programmes for seafarers' welfare, not just SeafarerHelp, covering the financial year 1 April 2018 to 31 March 2019. SeafarerHelp, ISWAN's main programme, is a free, confidential, multilingual helpline for seafarers and their families, available 24 hours a day, 365 days a year. The helpline team handled 3,260 new cases in 2018-19, over 600 more than the previous year. These cases involved 8,111 seafarers and their families of 91 different nationalities.Internet-based methods of communication, which are free and convenient, were by far the most popular channel for seafarers to use to contact SeafarerHelp, accounting for over 60% of all communication. Female seafarers accounted for 6% of those contacting SeafarerHelp, doubling from 3% in 201718, which is largely due to the increasing number of

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superyacht crew contacting the helpline.In December 2018, ISWAN released a report in partnership with MHG Insurance Brokers on the welfare needsof superyacht crew, which raised awareness of SeafarerHelp within this part of the maritime industry. Seafarers contacted SeafarerHelp about a wide range of issues in 2018-19, from requests for information about their nearest seafarers' centre to complex cases involving abandonments or a traumatic event. Nearly 50% of cases were dealt with in-house, including many requiring emotional support, and the rest were referred to a network of organisations such as the ITF. 9.07% of cases were related to unpaid wages and issues about repatriation accounted for 4.49%‒ a decrease on both counts from the previous year. The top ﬂag state of vessels across all cases was Panama followed by the Marshall Islands, Liberia and Malta, mirroring the share of the global ﬂeet. In addition to SeafarerHelp, ISWAN administers three relief funds including the Seafarers Emergency Fund, which granted a total of US$76,603 to seafarers and families of seafarers directly involved in sudden or unforeseen crises last year. ISWAN also has a Regional Programme working in India, the Philippines and Nigeria. In 2018-19, the programme supported abandoned seafarers in the Gulf region, responded to incidents of piracy in the Gulf of Guinea, and continued to campaign against non-registered crewing agencies exploiting seafarers in India.

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ISWAN highlights the release of a number of publications and resources in 2018-19 in its review, including a third self-help guide and an audio relaxation exercise for seafarers' mental wellbeing, an awardwinning ﬁlm produced by Videotel and based on ISWAN's series of Good Mental Health Guides, and guidance on handling situations involving missing and abandoned seafarers.

and our Regional Programme continues to provide direct humanitarian support to seafarers in India, the Philippines and Nigeria. We have also enjoyed bringing together representatives from across the maritime industry at some fantastic events, including our 2018 International Seafarers' Welfare Awards at the ILO in Geneva and a wellattended seminar in Helsinki on working in partnership for seafarers' welfare.

The annual review also lays out ISWAN's plans for the future, which include conducting a feasibility study on providing health and lifestyle information service via SeafarerHelp, and working with shipping and ship management companies to deliver a guide to mentally healthy vessels.

ʻThe work we do would not be possible without our funders ‒ the ITF Seafarers' Trust, The TK Foundation, Seafarers UK and the Traﬁgura Foundation ‒ or our valued members, so we would like to thank them for all their support this year.'

Roger Harris, ISWAN's Executive Director, said: 'We are proud to publish this annual review of the projects and programmes we have been working hard on over the past year. SeafarerHelp has assisted more than 8,000 seafarers and their families,

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HADR EXERCISE TIGER TRIUMPH TO COMMENCE AT VISAKHAPATNAM

n consonance with the growing partnership between India and the US, the maiden India US joint Tri services Humanitarian Assistance and Disaster Relief (HADR) Exercise named 'TIGER TRIUMPH' is scheduled on the Eastern seaboard from 13 to 21 Nov 19. Indian Naval ships Jalashwa, Airavat and Sandhayak, Indian Army troops from 19 Madras and 7 Guards, and Indian Air Force MI-17 helicopters and Rapid Action Medical Team (RAMT) would be participating in the exercise. The US would be represented by US Navy Ship Germantown with troops from US Third Marine Division. The Exercise is aimed to developing interoperability for conducting HADR operations. The Harbour Phase is scheduled at Visakhapatnam from 13 to 16 Nov 19. The Opening Ceremony along with a Joint Flag Parade and Media Interaction will be held onboard INS Jalashwa on 14 Nov 19. Personnel from both navies would also participate in Training Visits, Subject Matter Expert Exchanges, Sports Events and social interactions. On completion of theHarbour Phase, the ships, with troops embarked, would sail for the Sea Phase and undertake Maritime, Amphibious and HADR operations. On reaching the HADR areaat Kakinada, the landing of Relief Forces would be undertaken to the Exercise scenario. At the HADR Exercise Area, a Joint Command and Control Centre, would be established jointly by the Indian Army and US Marines. The IAFRAMT and the US Navy Medical Team would establish a Medical Facility Camp for providing medical aid to victims, who would have been previously evacuated by road and air to the Camp. The Exercise would culminate withaClosing Ceremony onboard US Naval Ship Germantown on 21 Nov 19

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NEWS

Platts proposes including EM Splendour in Singapore Marine Fuel 0.5% MOC S&P Global Platts is considering the inclusion of the vessel EM Splendour as an additional delivery point in the FOB Singapore Marine Fuel 0.5% assessment process. EM Splendour (IMO 9176981) is operated by Grandeur Pioneer as a floating storage unit at Tanjung Pelepas in southern Malaysiaʼs Johor state. There are currently seven FSUs approved as additional delivery points in the Platts FOB Singapore fuel oil and marine fuel assessment process. The standards applicable to approved FSUs require that sellers specifically name the vessel used as delivery point at the time of submitting offers to Platts for publishing. Any offer of oil from vessels accredited for the FOB Singapore fuel oil and marine fuel assessment process would be on an FOB FSU basis. Sellers cannot unilaterally nominate an approved vessel as a delivery point in FOB Straits trades. Please send all feedback and comments by January 6, 2020, to asia_products@spglobal.com and pricegroup@spglobal.com. For written comments, please provide a clear indication if comments are not intended for publication by Platts for public viewing. Platts will consider all comments received and will make comments not marked as confidential available upon request.

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NEWS

Bureau Veritas Grants AIP for 19,000 cbm LNG Bunkering Vessel Design

Bureau Veritas Marine & Offshore has granted approval in principle (AIP) for the design for the Quadelprop, a 19,000 cbm LNG bunkering vessel with a GTT membrane type tank. The design has been developed by French technical consultancy Marinnov with engineering support from ship designer Marine Assistance. “The early development of the LNG bunkering market has seen several LNG bunker ships entering service which were not specifically designed for the main mission of bunkering,” Arthur Barret, Marinnov Founder and Managing Director, commented. “I hope the industry is now ready to move to more dedicated and purpose built and more cost effective solutions enabling a lower cost of delivered LNG to benefit end users willing to shift to clean fuels.” Speaking at Marintec in Shanghai on December 3

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during the presentation of the AIP to Marinnov, Matthieu de Tugny, President of Bureau Veritas, Marine & Oﬀshore said: “This project underlines just how fast and far the industry is going to meet tomorrowʼs challenges today and it is a great pleasure to hand over this approval for such an exciting design.” Quadelprop features four azimuth thrusters ﬁtted at each corner of the hull, four dual-fuel generator sets installed in the engine room compartment, complemented by an energy storage system, and a redundant dynamic positioning (DP) system. As explained, the high precision of the designʼs DP system allows Quadelprop to keep position relative to the client ship so that the LNG transfer system is always within a safe working envelope. Thanks to the DP system, ship-to-ship LNG bunkering operations can also be envisaged safely at anchorage and in waiting areas.

The absence of mooring requirements with the client ship not only simpliﬁes and shortens the overall duration of the bunkering operation but also allows the bunker ship to immediately move away from the client ship in case of an emergency shut down and disconnection of transfer hoses, according to Bureau Veritas. The vessel is particularly adapted to coastal navigation and port operations with advanced manoeuvring capabilities and a high level of safety with a full ʻB/5ʼ wide double hull protecting the cargo tanks area and the engine room as well as a full redundancy of main and auxiliary equipment. The ship is designed to carry LNG, under a maximum pressure of 0.7 barg in two identical membrane-type tanks. The work has involved collaboration with Gaztransport & Technigaz (GTT) and Air Liquide.

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MPC FOR MILAN 2020 Concludes at Visakhapatnam The Mid Planning Conference (MPC) for MILAN exercise concluded at HQENC Visakhapatnam 08 Nov 19. The three-day conference was attended by 29 delegates from 17 friendly Foreign Navies. Delivering the Opening Address, Commodore Sanjiv Issar, Commodore Milan briefed on the broad programme of MILAN 2020 scheduled to be conducted at Visakhapatnam in Mar 2020. The scope of exercise planned during the harbour and sea phase of MILAN 2020 was discussed in detail with the delegates of the participating countries during the conference. MILAN series of biennial a multilateral naval exercise which commenced in 1995, was conducted at Andaman and Nicobar Command (ANC) until last year, is being conducted for the ďŹ rst time on the mainland at ENC with increased scope and complexity of the Exercise. MILAN 2020 is aimed to enhance professional interaction between friendly foreign navies and learn from each other's strengths and best practices in the maritime domain. The event would also provide an excellent opportunity for Operational Commanders of friendly foreign navies to interact with each other in areas of mutual interest.

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NAVAL SHIPS AND AIRCRAFT Standby for Rescue and Relief Ops - Cyclone 'Bulbul'

As the Very Severe Cyclonic Storm, 'Bulbul' which is about 100 km East Southeast of Paradip and 275 km SouthSouthwest of Kolkata as on 05:30 AM on 09 Nov 19, Eastern Naval Command(ENC) is closely monitoring the movement of the Cyclonic Storm which is presently moving northwards. Presently, the maximum sustained winds around the system are approximate of the order of 65 -70 Kn and the Severe Cyclonic Storm is expected to make landfall at West Bengal and Bangladesh coasts between Sagar Island (WB) and Khepupara (Bangladesh) across Sunderban delta by tonight. Naval Aircraft deployed in the Bay of Bengal have been warning fishing boats about the impinging cyclone and advising them to return to the nearest harbour for shelter. Three IN Ships at Visakhapatnam are standby with relief material embarked for immediate deployment to the most affected areas to undertake Humanitarian Assistance and Disaster Relief (HADR) operation. Additionally, ten diving and medical teams are also kept ready for augmenting rescue and relief efforts in Odisha and West Bengal. Naval aircraft are kept ready at Naval Air Station, INS Dega to undertake aerial survey of the most affected areas, casualty evacuation and airdrop of relief material as required. Naval Officers-in-Charge, West Bengal and Odisha are in constant liaison with respective State Administrations for rendering assistance as required.

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NEWS

HON’BLE PRESIDENT SHRI RAM NATH KOVIND TO AWARD THE PRESIDENT’S COLOUR TO INDIAN NAVAL ACADEMY The Hon'ble President of India and the Supreme Commander of Indian Armed Forces, Shri Ram Nath Kovind will award the President's Colour to Indian Naval Academy on Wednesday, 20 November 2019. The President's Colour is the highest honour that is bestowed upon a military unit. Before India became a Republic, the Military Custom was to parade the King's Colours – a regimental lag, on special ceremonial occasions. On 27 February 1951, the Commander in Chief of the Indian Navy, Vice Admiral Sir Edward Parry wrote to the Defence

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Minister that “It would be a privilege of which the service would be extremely proud, if the President would honour the Indian Navy by presenting it, a special lag which would be paraded on important occasions in a ceremonial parade”. Following this, Indian Navy became the irst amongst the three services to be presented with the President's Colour on 27 May 1951 by Dr. Rajendra Prasad, President of India. The President's Colour has thus far in the Indian Navy been awarded to Southern Naval Command, Eastern Naval Command, Western

Naval Command, Western Fleet, Eastern Fleet and the Submarine Arm. Award of the President's Colour to Indian Naval Academy is a recognition of the yeoman service rendered by the institution in training and shaping Indian Naval of icers over the last ifty years at three diﬀerent locations Kochi, Goa and Ezhimala. The Naval Academy was irst established at a temporary location at Kochi in 1969. With the increase in strength of the trainees, the Naval Academy was relocated to INS Mandovi at Goa in

1986. The Indian Naval Academy found its permanent home at Ezhimala, Kerala and was inaugurated on 08 January 2009. The event on Wednesday, 20 November 2019 will be marked by a parade by the cadets of INA, and will be attended by several dignitaries including the Hon'ble Governor of Kerala, Chief of the Naval Staﬀ, Members of Parliament, State Ministers and Senior Of icers of the Indian Navy. A Special Postal Cover will also be released to commemorate the occasion.

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JOINT EXERCISE BETWEEN THE QATARI EMIRI NAVY AND THE INDIAN NAVY FORCES

(THE ROAR OF THE SEA) Indian Navy Guided Missile Stealth Frigate INS Trikand and Patrol Aircraft P8-I arrived at Doha for the inaugural edition of the Bilateral Maritime Exercise Zaʼir-Al-Bahr (Roar of the Sea) being conducted from 17 to 21 Nov 19 between the Indian Navy and Qatari Emiri Naval Forces. Za'ir-AlBahr 2019 would strengthen cooperation and enhance interoperability between the two navies. The Exercise will include a three-day Harbour Phase and Two days Sea Phase. The activities during the harbour phase will include a seminar, professional interaction, official visits, sports fixtures along with social and cultural events. The Sea Phase will include a Tactical Maritime Exercise involving the domains of Surface Action, Air Defence, Maritime Surveillance and Interdiction Operation and anti-terrorism. INS Trikand commanded by Captain Vishal Bishnoi, is one of the frontline frigates of the Indian Navy equipped with a versatile range of weapons and sensors. The ship is part of the Indian Navy's Western Fleet and is under the Operational Command of the Flag Officer Commanding-in-Chief, Western Naval Command, based at Mumbai. The P8-I Maritime Patrol Aircraft incorporates the latest technology for Maritime Surveillance. The Qatari Emiri Naval Forces participating in this Exercise include the versatile Anti-Ship Missile equipped Barzan Class Fast Attack Craft along with Rafale multi-task fighter aircraft.

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India and Qatar have traditionally enjoyed warm and friendly relation, sharing common developmental and cultural values. The inaugural edition of the Bilateral Maritime Exercise between the two navies would further strengthen the robust defence co-operation between the two countries, Especially in the ﬁght against terrorism, maritime piracy and maritime security.

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NEWS

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NEWS

Anemoi Marine Technologies readies itself for market with appointment of Kim Diederichsen as CEO

Leading Flettner Rotor innovator, Anemoi Marine Technologies, has appointed seasoned shipping technology expert Kim Diederichsen as CEO with the task to take the companyʼs wind assisted propulsion systems to a global market. As a leading innovator in this space, Anemoi was the recent recipient of the Lloydʼs List “Ship of the Year” Award for the worldʼs first successful installation of a Flettner Rotor system on a geared dry bulk carrier ‒ the MV Afros. Now with a fully tested and proven solution, the company is widening its reach to offer its patented energy saving technology to a global audience of tanker, bulker, roro and other vessel owners. On accepting the appointment, Kim Diederichsen said: “In business, timing is everything and now is exactly right for Anemoi to launch its systems more widely. We have a unique product that has been proven to deliver significant energy reduction benefits to shipowners which will save them fuel and reduce associated emissions. This is at a time when the industry is focusing on its environmental footprint and working hard to find solutions to satisfy IMOʼs carbon reduction ambitions. Itʼs my job to support and lead the team that will transition Anemoi from a technical innovator to a fully-fledged commercial supplier of wind propulsion systems. I am hugely excited to be on board.” Diederichsen joins Anemoi with a wealth of relevant maritime and technical experience having served most recently as CEO of Bawat A/S a Danish based company supplying ballast water management systems. Prior to that he was SVP at Remora responsible for sales of deepwater loading and mooring systems. He combines his commercial experience with a practical knowledge of seafaring having started his career at sea and qualifying as a master mariner. Welcoming Diederichsen, Anemoi chairman Dimitri Goulandris said: “Identifying alternative energy sources for ships is fast becoming top of the corporate agenda for all responsible shipping companies. With Kim leading our team, I am confident we will see Anemoi rapidly become the go-to supplier of wind assisted propulsion systems world-wide. He has the background and experience to take Anemoi on the next stage of its journey and I am delighted he has accepted the challenge”. Anemoiʼs solution is based on the shipboard installation of Flettner Rotors which capitalises on the aerodynamic phenomenon known as the Magnus Effect to provide useful propulsion to the vessel by harnessing wind power to enhance vessel efficiency, reducing net fuel consumption and lowering harmful exhaust emissions. Unique to Anemoi is its patented deployment system which allows the rotors to be moved along the deck and clear of cargo handling gear to prevent any impact on port operations. Unlike other similar solutions, this makes the Anemoi product suitable for bulkers, tankers, roros and other vessel types.

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Lessons learnt from a bunker spill the ﬁlling of the tank and his lack of awareness of the minimum ullage ﬁgure led to a critical loss of control. This was compounded by his lack of support and radio communication with other crew or bunker barge personnel during the operation.

Stuart Edmonston, Loss Prevention Director at UK P&I Club, discusses a poorly planned bunkering operation, which led to a bunker spill, and advises on the lessons that can be learnt from this incident: “A bulk carrier was to bunker 215 metric tons of intermediate fuel oil from a supply barge. The bunkers were to be received in a pair of empty topside tanks, each with a capacity of 200 cubic metres. According to the company safety management system procedures, bunker tanks were not to be filled in excess of 85% capacity which corresponded to a minimum ullage of 55cm. “The task of performing the bunkering operation was delegated by the chief engineer to the third engineer. Once the bunker transfer hose was connected, the operation started at 3.20pm filling only the starboard side tank. At 4.30pm, the third engineer recorded the ullage of the tanker at 51cm, and yet bunkering operations continued. At 4.35pm he saw the ullage had reduced to 35cm. He rushed to the engine room to divert the bunkers into the empty port side tank, but by the time he reached the valve station, the starboard side tank was already overflowing on deck with oil spilling overboard.

“The bunker tank overflowed from both the forward and aft air ventilators. At the aft ventilator, the save-all quickly filled up with oil which then spilled onto the main deck. At the forward ventilator the saveall did not fill up, however, oil was still able to escape because the drain plug had not been fitted. Despite the main deck scuppers being plugged, oil was able to flow over the deck edge guttering and into the sea.” Lessons Learnt: Ÿ

“This was a poorly planned bunkering operation caused by a serious neglect of the company SMS procedures. “The chief engineer completed the bunkering checklist on his oﬃce PC instead of doing it with the participation of the third engineer at the site of the job, resulting in some checks being overlooked. The failure of the third engineer to closely monitor

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SMS procedures should always be followed when performing bunkering operations The chief engineer needs to carefully consider bunkering plans and discuss with the bunkering team It is vital to complete the checklist at the site of the task, and not treat it as a ʻtick box exerciseʼ Bunkering requires teamwork and good communication with ship as well as barge personnel A save-all is not a save-all if the drain plugs are not ﬁtted

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Greener LNG is vital to Asia’s sustainable development Asia struggles with the worldʼs worst air pollution. Delhi hit the headlines in November 2019 as levels spiked to such hazardous levels that a public health emergency was declared. Flights were diverted, schools were closed, and the images of streets shrouded in smog filled newsfeeds around the world. This wasnʼt an isolated incident. Air pollution is a widespread and persistent issue across the Asia Pacific region, due to a combination of dust, agricultural clearance fires and particulates from fuel and coal. A report from the Climate & Clean Air Coalition found that 92% of the population are exposed to air pollution that poses a significant risk to health, with the highest numbers living in south and east Asia. This is, rightly, having an impact on energy policy. Coal-to-gas switching continues in China. South Korea is restricting coal use in summer, and Gujarat has mandated that the ceramics industry replace coal with gas. But while gas has earned its place as a transition fuel of choice, there is an important shift in perception underway. Is it time for LNG to get greener? The combustion benefits of natural gas are clear

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NEWS The switch from coal to gas is a significant step in the battle against air pollution. Gas burns significantly cleaner than coal and oil. Meanwhile, LNGʼs full life cycle C02 emissions, from production to transportation and final consumption, are significantly lower than even highly efficient coal plants, or alternative sources of gas supply such as long-distance pipelines. Weʼve already seen what gas can do in China. It may be that coal is still king in Southeast Asiaʼs power market, but there have been significant steps taken in recent years to replace coal and diesel in Beijing. Efforts were stepped up in 2017 with a series of government measures that included replacing coal boilers with gas-fired CHP in Beijing, and 27 other northern Chinese cities. My presentation at the 2019 Wood Mackenzie Energy & Commodities Summit included a chart that shows how the cityʼs fine particulate matter (PM2.5) readings improved, while gas demand increased. Fill in the form at the top of this page for a complimentary copy. Of course, meeting Asiaʼs expected energy demand growth is crucial to its sustainable economic development. We predict that Asiaʼs total gas demand will increase from around 700 billion cubic metres (bcm) in 2018 to 1,200 bcm by 2035. LNG will meet around 60% of this growth, with demand growing by some 200 million tonnes per annum. Gas may be good ‒ but is it good enough? Gas compares well against other fossil fuel options as Asia continues its journey towards decarbonisation. But complacency isnʼt an option. LNGʼs green credentials are under increasing scrutiny as stakeholders seek to measure and compare its environmental impact. And, given how quickly the climate debate is moving, it will almost inevitably come under increased investor pressure. Weʼre seeing this pressure already. In November 2019 the European Investment Bank (EIB) launched a new energy lending policy that states: “the EIB will no longer consider new financing for unabated, fossil fuel energy projects, including gas, from the end of 2021 onwards.” Measuring and understanding the impact of different resource themes is vital. On a full life cycle basis, LNG beats coal. But our carbon emissions study highlights that in some cases the emissions intensity of LNG is relatively high. Upstream companies may be judged on emissions up to the point of sale ‒ so before oil is refined or consumed, and on this metric LNG can look less attractive.

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NEWS LNGʼs poor performance here can be partly attributed to it being further along its life cycle than oil. The liquefaction process also plays a key role. It requires that all CO2 is removed before cooling, which can result in substantial additional emissions from venting. Three ways LNG can get greener With investor pressure growing, companies are looking at how the emissions intensity of LNG can be reduced. Three approaches stand out. 1. Link to carbon capture and storage (CCS) The high emissions from liquefaction projects can be partly offset by linking LNG projects with CCS. By storing rather than venting total emissions can be reduced by around 25%, but until thereʼs a global carbon price venting remains the cheapest option. As it stands, of the 75 LNG projects in existence or under construction, only Snohvit and Gorgon include CSS. However, Qatar is making proactive plans to take this approach ‒ potentially getting ahead of shifting buyer sentiment. 2. Tackle the 7-9% of feedgas consumed in the liquefaction process A variety of proposed solutions include the use of renewables for driving electric turbines in liquefaction plants. 3. Use carbon offsets and emissions trading Shell sold the first carbon-neutral LNG cargoes this year, using offsets from land management programmes. And one buyer, Tokyo Gas, is offering consumers the option of buying carbon-neutral gas. This type of shift in buyer expectations could have a profound impact on suppliers, regardless of government policies or the lack of a global carbon price. Where is LNG headed? I see several likely outcomes of this fresh scrutiny on the environmental impact of LNG. Buyers, such as European and Japanese utilities, will demand more visibility on carbon intensity. Sellers will act to provide it, either proactively or reactively, as bankers impose more stringent lending criteria. Industry solutions for existing projects will increase. Weʼll see more carbon offsets, CCS and updated turbines. We may also see more rapid decommissioning of carbon-intensive projects before backfill is considered. New supply will come under more scrutiny and project and equity financial criteria will be toughened. High CO2 fields will be challenged, and stranded asset risk will increase for fields where LNG is the only way to monetisation. Ultimately, all of this is likely to result in higher costs. But it will ensure that LNG plays a more sustainable role in meeting Asiaʼs future energy demand.

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NEWS

Ships Stuck Waiting for Fuel at Asia Hub on Rule-Shift Snarl mid-September, according to prices from Cockett Marine, as it will be banned under the new rules unless vessels are ﬁtted with pollution-reducing scrubbers. Prices have rebounded 8.5% since Nov. 14.

hip owners are waiting longer and paying more to refuel at the Asian hub of Singapore as the industry scrambles to prepare for the implementation of new shipfuel rules in just a few weeks. The availability of refueling barges has dwindled as their tanks are scoured so that they will be able to carry cleaner-burning fuels compliant with the new rules, known as IMO 2020, that take effect Jan. 1. Itʼs taking about two weeks to book a barge instead of the usual five days, according to shipping companies and brokers who didnʼt want to be identified because they arenʼt authorized to speak to the media. The ship owners said they were also being asked to pay more due to the barge shortage, with premiums for high-sulfur fuel oil over Singapore benchmark prices doubling to $8 to $10 a ton since September. Another ship owner said it hadnʼt experienced delays but did have to pay more.

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The longer waiting times are adding to congestion in the Malacca Strait off Singapore where a flotilla of tankers has anchored with a hoard of low-sulfur fuel thatʼs compliant with the IMO 2020 rules. “Thereʼs certainly lots of chaos with final preparations and switching,” said Randy Giveans, an analyst at Jefferies LLC in Houston. “Itʼs double congestion in Singapore ̶ some vessels are laden with very low-sulfur fuel oil as a floating storage arbitrage play, and other vessels are waiting to load their fuel tanks with either low or highsulfur fuel oil.” The cleaning of bargesʼ cargo tanks is being carried out progressively, the Maritime and Port Authority of Singapore said in a response to questions. The authority is working closely with industry stakeholders on a smooth transition to supply compliant fuel and doesnʼt expect any congestion from Jan. 1., it said.

About 20% of the more than 300 high-sulfur barges that service the harbor have already switched to supplying low-sulfur fuel oil, one of the ship owners said. There are few alternatives to beat the congestion as nearby ports in Malaysia are also preparing for the rule change and cleaning their bunkering vessels, the shipper said. “We are clearly seeing the impact on bunkering infrastructure,” said Rahul Kapoor, the head of maritime research at IHS Markit in Singapore. Even with supplies of high-sulfur fuel oil readily available, there is likely be “an extended waiting time” to secure a refueling vessel, he said.

The cost of high-sulfur fuel oil in Singapore has plunged 47% since

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Moore Maritime operating expenses tool launched Moore has launched its Moore Maritime Index tool, enabling shipowners and advisers to analyse operating costs and revenues against a large global sample of vessels. Moore, formerly Moore Stephens, has advised the Shipping and Maritime sectors for more than seven decades. Moore is regarded within the industry as a preeminent provider of advice and services. The Moore Maritime Index provides information on more than 1,500 vessels across more than 20 vessel types, covering these cost categories: • Crew costs: wages, provisions and other costs • Stores: lubricants and other store costs • Repairs & maintenance, including spares • Insurance • Administration Additionally, Moore Maritime Index provides exclusive information relating to vesselsʼ net income and dry docking/special survey expenses. “Moore Maritime Index launches at a time when the sector is doing a good job of controlling costs. Data tells us that there are certain relationships and correlations that need to be investigated further in order to optimise operations,” says Costas Constantinou, Global Maritime leader, Moore. “Through this new tool, we are pleased to provide basic analysis of vessel operating costs to all users for free, with additional beneﬁts for subscribers. Alongside Mooreʼs acknowledged expertise in shipping and maritime, we believe that the Moore Maritime Index will quickly become the authoritative source for global vessel operating costs.”

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140 million euros EIB backing for Port of Piraeus transformation The European Investment Bank (EIB) yesterday formally agreed to provide EUR 140 million to support expansion and upgrading of the Port of Piraeus, the principal port of Greece. The largest ever loan for port investment in the country by Europeʼs long-term lending institution, will support the implementation of part of investments at the Port of Piraeus in a total investment plan of more than EUR 600 million. The 20-year loan was signed in Athens in the presence of Prime Minister of Greece Kyriakos Mitsotakis, Chinese President Xi Jinping, Xu Lirong, Chairman of COSCO SHIPPING Corporation and Chairman of Piraeus Port Authority S.A. Yu Zenggang, by Andrew McDowell, European Investment Bank Vice President and Athanasios Liagkos, Board Member of the Piraeus Port Authority S.A. “Greece welcomes the European Investment Bankʼs support for transformation at the Port of Piraeus. The EIB has been supporting strategic infrastructure across Greece for more than 50 years and has unique technical and ﬁnancial expertise ﬁnancing leading ports across Europe and worldwide” said Prime Minister of Greece Kyriakos Mitsotakis.

“Redevelopment of the Port of Piraeus will strengthen connections between Greece and the rest of the world and ensure that Greece benefits from a world-class maritime logistics hub. The European Investment Bank is pleased to provide a 20-year long-term loan for the principal maritime hub of Greece and the leading port in the Mediterranean. EIB support reflects the economic benefits to be unlocked in the coming years and the importance of ensuring competitive transport links for Greece and South Eastern Europe”, said Andrew McDowell, European Investment Bank Vice President. “Recent investment has shown how investment at the Port of Piraeus can support economic growth and benefit Greece. Confirmation of the European Investment Bankʼs support follows detailed due diligence and reflects the broad benefits to be unlocked by the largest investment programme in the history of the Port of Piraeus”, said Yu Zenggang, Chairman of Piraeus Port Authority S.A. The first EUR 100 million tranche of the EIB loan was signed today and the remainder agreed as project construction progresses.

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The EIB loan is guaranteed by the Exports ‒ Imports Bank of China, and the guarantee facility contract between PPA and CEXIM was also signed today in the presence of CEXIM Chairwoman Ms HU Xiaolian and Mr Thanos Liagkos from PPA.

Improving communications for millions of people across Europe New investment at the Port of Piraeus includes development of a new port logistics centre, construction of a new cruise passenger handling facility, expansion of car shipping facilities, an improved ship repair area and the upgrade of the container terminal. EIB loan complements Greek and European funds The long-term EIB loan will complement other investments in the Port currently under consideration by the European Commission and the Greek government plus Technical Assistance work undertaken by JASPERS. Port of Piraeus investment to support jobs and growth across Greece Improvements to the Port of Piraeus are expected to support economic growth and job creation across the country, reduce transport costs and enable increased cruise tourism and shipping. The Port of Piraeus is the busiest in the Mediterranean and the worldʼs 32nd largest port in terms of container cargo traﬃc

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Clean Marine Fuels: Total and Mitsui O.S.K. Lines Charter the 1st LNG Bunker Vessel to Operate in France

Total Marine Fuels Global Solutions (TMFGS) and Mitsui O.S.K. Lines, Ltd. (MOL) have signed a long-term charter contract for a second large LNG bunker vessel, to be delivered in 2021. She will be positioned in the Marseille-Fos area in France.

The newbuild vessel will be operated under French ﬂag by MOL, jointly with GAZOCEAN, a pioneering company based in Marseille and one of the most experienced in LNG transportation.

This bunker vessel will be built by Hudong-Zhonghua Shipbuilding in China. She will have a capacity of 18,600 m³ for a length of about 135 meters and will be ﬁtted with the Mark III membrane containment system provided by French company GTT.

Jérôme Leprince-Ringuet, Managing Director of TMFGS, declared: “ We are proud to launch with MOL the first large LNG bunkering vessel in France. LNG is the best available alternative to reduce shipping environmental footprint, as it significantly improves air quality and strongly contributes to greenhouse gases reduction. With this agreement we reaffirm today our positive contribution to a sustainable shipping industry and our commitment to offer our customers a comprehensive network of supply for this clean marine fuel.”

This vessel has been speciﬁcally designed to supply LNG bunker in the Mediterranean area to a wide range of vessels, including containerships, tankers, ferries and large cruise ships. She will meet the highest technical and environmental standards, using herself LNG as propulsion fuel and integrating a complete re-liquefaction of the boiloﬀ gas.

Kenta Matsuzaka, MOL Managing Executive Oﬃcer, said: “This is the second LNG bunker vessel for Total, and we are extremely honoured that the company has selected us as a partner. We

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believe this project will further solidify our relationship. In recent years, the role of LNG has changed enormously. LNG of course, serves as a clean energy source, and we expect to see wider use for it as a vessel fuel, so we anticipate significant growth in the future. At MOL, we take a proactive stance in the LNG fuel business and will contribute to achieving global UNʼs Sustainable Development Goals through this project.” This agreement follows the launching of Totalʼs first LNG bunker vessel last month in Shanghai, which will supply LNG bunker to CMA CGM 23,000 TEU containerships in Northern Europe. LNG as a marine fuel The LNG bunker vesselʼs construction is in line with the International Maritime Organization (IMO) decision to drastically limit the sulfur content of marine fuels as of 2020. In this context, the transition from heavy fuel oil to LNG is a competitive, efficient and immediately available solution for maritime transportation. Used as a marine fuel, LNG sharply reduces emissions from ships, resulting in a significant improvement in air quality, particularly for communities in coastal areas and port cities. LNG helps to cut: ‒ Sulfur emissions by 99%, ‒ Fine particle emissions by 99%, ‒ Nitrogen oxide emissions by 85%, ‒ Greenhouse gases emissions by around 20%.

rendering of the future LNG bunkering vessel

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DECEMBER 2019

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JAPAN

Japan’s Top 2 Shipbuilders Join Hands

CHINA China Ningbo Containerized Freight Index up 16.5 pct

ISRAEL Ships Docking in Just Two Israeli Ports Pollute the Air Like a Large Power Plant Ships docking in Haifa and Ashdod are causing an amount of air pollution equivalent to a large power plant using the “dirtiest” fuel of all, according to an assessment prepared for the Environmental Aﬀairs Ministry.

Imabari Shipbuilding Co. and Japan Marine United Corp., Japanʼs largest and second-largest shipbuilders, said Friday that they have reached a basic agreement on capital and business tie-ups. With the alliance, the shipbuilders aim to strengthen their international competiveness at a time when South Korean and Chinese rivals are going through major realignment to grow stronger.

The China Ningbo Containerized Freight Index (NCFI), a wind vane of Chinaʼs busiest portʼs freight rates for the international container shipping market, stood Imabari and JMU hope to seal a final at 785.4 points Friday, rising by deal by the end of March next year 16.5 percent against last week. after working out details of the alliance. The NCFI is issued weekly by the Ningbo Shipping Exchange, The basic agreement calls on JMU to located in the Ningbo-Zhoushan issue new shares to Imabari and the port in east Chinaʼs Zhejiang two to set up a new company to Province. design and sell commercial ships excluding liquefied natural gas The index calculates and records carriers, for which Imabari now the container freight rates of 21 operates a design and sales firm routes departing from the Ningbojointly with Mitsubishi Heavy Zhoushan port, including a Industries Ltd.. composite index and 21 indexes of branch routes. Imabari and JMU are also set to cooperate in developing new ship Reported every Friday (except production technologies and utilizing Chinese holidays), the NCFI was distribution facilities while keeping first published in September 2013. their management independence intact.

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Nationally, ships reaching these two ports are responsible for 6% to 15% of all emissions hazardous to health in Israel, said the assessment, which is part of a comprehensive survey compiled by Yogev Barak, Eyal RaziYanov and Oren Noam of the consulting and management company Aviv AMCG with Dr. Daniel Madar of the SP Interface company. The survey is based on analyzing the sources of various emissions at the two ports at all stages of the maritime vesselsʼ activity. The survey assesses that the annual quantities of emissions from Haifa Port, as of 2018, totaled 11,000 tons of nitrous oxides and 9,000 tons of sulfur oxides. The amount of emissions from Ashdod Port last year were smaller by about a third. Exposure to the two gases can increase morbidity and mortality due to damage to the heart and respiratory system. About half of that pollution is emitted while docking inside the port and 30 percent is caused by sailing into the port and waiting.

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Dubai Stena Impero Docks in Dubai after 2-Month Detention in Iran

The released tanker Stena Impero safely docked in Dubai in the afternoon hours of September 28, the shipʼs owner conﬁrmed. Erik Hanell, President and CEO of Stena Bulk, said that the company met with all the crew. He added that the seafarers “are in good spirits and looking forward to a well-deserved extended leave ashore.” “The sole concern and focus of Stena Bulk & Northern Marine Management throughout this worrying period has been for the safety of the crew and their timely release. Our support for them and their families will continue for as long as is required,” Hanell noted. “Considering the circumstances of the past 10 weeks, the vessel is in good condition, which is testament to the professionalism of the Master and his crew who attended to their duties throughout.” Hanell further noted that the families of crew members have been informed and the company is making arrangements for the repatriation of the sixteen seafarers “at the earliest possible opportunity.” The 46,575 cbm ship was detained near the Strait of Hormuz for alleged marine violations on July 19. After being held in the port of Bandar Abbas for over two months, Stena Impero left Iranian waters last week. Iranʼs Ports & Maritime Organization said that, although the ship ban was lifted, the process of investigating violations and announcing the ﬁnal results of the legal proceeds is ongoing. Stena Bulk informed that the 2018-built tanker, with a new crew on board, will have a period of time in Dubai, where checks will be made before it re-enters service.

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Singapore

Canada Canada to Build RoPax Ferry Pair at Davie Shipyard

Singapore Arrests 11 Men for Illegal Transaction of Marine Fuel

The Canadian government has decided to enter into contract negotiations with shipbuilder Chantier Davie of Lévis for the construction of two new roll-on/roll (RoPax) ferry vessels for Transport Canada (TC).

Singaporeʼs Police Coast Guard (PCG) has arrested eleven men, aged between 31 and 52, for their suspected involvement in an illegal transaction of marine gas oil (MGO).

As informed, the newbuilds will replace two older TCʼs vessels, MV Madeleine and MV Holiday Island, which are nearing the end of their life cycle.

The joint operation with the Maritime and Port Authority of Singapore (MPA) was carried out on October 30, 2019.

Madeleine is currently used for service between Îles-de-la-Madeleine, Quebec, and Souris, Prince Edward Island (PEI), while Holiday Island is one of two vessels used to provide service between Wood Islands, PEI, and Caribou, Nova Scotia.

As informed, the PCG arrested six crew members of a craft belonging to a marine service provider and another ﬁve crewmen of a foreign-registered tugboat for the illegal transaction of MGO at the sea oﬀ Northern Tuas.

Speciﬁcally, Madeleine will be replaced by an ice-strengthened vessel and Holiday Island with a largely identical non-ice-class vessel. Equipped with hybrid propulsion systems, both of them will feature a length of around 130 meters and a beam of 24 meters.

Preliminary investigations revealed that the crew members of the marine service providerʼs craft misappropriated the MGO and sold it to the crew members of the foreignregistered tugboat.

With a maximum speed of 21 knots, they will have a passenger capacity of 1,500 people and a vehicle capacity of 280 automobile equivalent units (AEUs). Gross tonnage of the newbuilds will be in the 5,000-7,500 ton range.

The tugboat was seized for investigations.

The Government of Canada issued an Advance Contract Award Notice (ACAN) last month, signaling its intention to enter into a contract with Chantier Davie for the construction of the ferries. The contract value and construction timelines will be determined once negotiations with the shipyard are completed, the government said in a statement. The government revealed it will also begin discussions with the current operators of the ferries to consult them on the technical features required in the construction.

The six seafarers of the craft owned by the marine service provider will be charged in court with criminal breach of trust as servant and the five tugboat workers will be charged in court with dishonestly receiving stolen property on November 1, 2019. According to Singaporeʼs law, anyone convicted for criminal breach of trust as servant shall be punished with an imprisonment term which may extend to fifteen years and shall also be liable to a fine. In addition, anyone convicted for dishonestly receiving stolen property shall be punished with an imprisonment term that may extend to five years, or with fine, or with both.

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Carrying terminals towards a more eco-efficient future with hybrid straddles Fifty years on from its introduction, the Kalmar straddle carrier is now a textbook example of what can be achieved with hybrid drivelines. Almost 300 hybrid versions have been ordered and delivered to date, including 43 to DP World Antwerp Gateway, and they are hard at work helping customers around the world to cut fuel costs, CO2 emissions and noise. The Kalmar straddle carrier has benefited from plenty of significant technological advances over its long and distinguished 50-year history. There are now over 5,500 machines working in terminals across the globe, and in the future an increasingly large number of these will be hybrids ‒ powered by the latest in lithium-ion (Li-ion) battery technology. “While hybrid machinery is commonplace in our everyday lives now, back in 2008 when we began formulating our vision of a hybrid straddle carrier this was cutting-edge stuff,” Vice President, Intelligent Horizontal Transportation Solutions at Kalmar. “We are lucky enough to have always had a talented and dedicated in-house team who keep their eyes on the prize, and once we decided that our focus should be on developing more eco-efficient solutions, we were off,” he continues. “Whatʼs more, because we were designing everything in house we were able to ensure there are no compromises on safety.” That meant some serious research and engineering work, looking at things like engine options, supercapacitors, flywheels and battery technologies to see what was available to create a feasible hybrid solution. The key was to identify the right battery technology that offered the required performance and capacity.

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The Li-ions roar

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In the modern Kalmar hybrid straddle and shuttle carriers the Li-ion batteries are combined with a compact diesel power unit, which is not only highly fuel-efficient, but also quieter and easier to maintain than the unit in a machine powered by diesel alone. They also feature a maintenance-free regenerative energy system that converts energy from deceleration and spreader lowering into electrical power, which is then stored in the battery system. Eleven years ago, the Kalmar team was essentially starting from scratch. “We manufactured the first version of the hybrid straddle in 2009 using supercapacitors, and this was very much a learning process for us,” “We were making mistakes and learning by doing, and we soon realised that batteries were the only way to go if we wanted to achieve the fuelconsumption reductions we were after,” he explains. At the time there were no ready-made battery solutions available, so the team at Kalmar sourced battery modules from a variety of suppliers and built their own testing equipment and controls to evaluate them. “Learning by doing has been the key to enabling us to get to where we are today, by selecting components and designing systems that we can rely on and that deliver what we need,” ʻWhere we are todayʼ is an eco-efficient solution that uses up to 40% less fuel and cuts CO2 emissions by as much as 50 tons per year compared to diesel-powered machines. “Itʼs not just about fuel and CO2 either,” “Our hybrid machines are easier to maintain and use a lot less hydraulic oil: just 120 litres compared to 1,500 litres in a diesel-powered Kalmar straddle carrier. They also generate a lot less noise thanks to the smaller start-stop type diesel engine.”

DP World Antwerp Gateway goes hybrid Kalmar and DP World, one of the worldʼs leading operators of marine and inland terminals, have developed a highly successful partnership over many years of working together, and DP Worldʼs Antwerp Gateway terminal is a shining example of whatʼs possible with hybrid straddle carrier technology. The terminal took delivery of 19 Kalmar hybrid straddle carriers in October and November 2019, bringing the total number of hybrid units operating at Antwerp Gateway to 43. “The environmentally friendly Kalmar machines will replace the old diesels in the long term. The hybrids further reduce CO2 emissions per container movement. Antwerp Gateway currently uses 7.5 kg CO2 per container unit (TEU). Our objective is to reduce CO2 emissions by 2% each year. Despite the extra cost, DP World consciously chooses this technology as a sustainable investment in the future. The partnership with Kalmar helps us to reduce our carbon footprint,” says Suzanne Kwanten, HSSE Director at DP World Antwerp. “We have come a long way since those tough but highly educational early years, and our decision to focus on hybrid back in 2008 has been validated. The fact that there are now over 300 hybrid straddle carriers working at all kinds of terminals around the world is something weʼre really proud of,”

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DECEMBER 2019

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Baltic index drops for 5th consecutive session

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The Baltic ExchangeĘźs main sea freight index fell for a ďŹ fth straight session on Tuesday, weighed down by softer demand for capesize vessels. The Baltic index, which tracks rates for capesize, panamax and supramax vessels that ferry dry bulk commodities, dropped 23 points, or 1.5%, to 1,528 points.

DECEMBER 2019

The capesize index fell 75 points, or 2.3%, to 3,167 points. Average daily earnings for capesizes, which typically transport 170,000-180,000 tonne cargoes such as iron ore and coal, dropped $793 to $22,652. The panamax index gained 36 points, or 2.6%, to 1,395 points, registering its tenth

consecutive session of gains. Average daily earnings for panamaxes, which usually carry coal or grain cargoes of about 60,000 tonnes to 70,000 tonnes, increased $284 to $11,178. The supramax index edged up one point to 838 points, its highest in over a month.

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NEWS

India could become net importer of iron ore next year

Talk about an own goal. India, the fourth-largest iron ore producer in the world, could become a net importer next year, Cogencis reported recently. In the April-September period this year, India imported 900,000 tons of iron ore and exported 17.18 million tons partly, due to an oversupply in the domestic market. However, even in 2018, India imported 12.8 million tons of the ore and exported 16.19 million tons, according to the article ̶ a net export of over 3 million tons. This spectacular own goal has come about because the tenure of 329 non-captive mining leases, including 24

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working iron ore mines, is set to expire in March, which contributed roughly 30% to last yearʼs iron ore output of 210 million tons. Though the mines would be up for auction from April, the article states, industry oﬃcials believe it could take at least 3-4 years for these mines to be operational again because of the time required for new environmental and planning consents. In and of itself, Indiaʼs switch from exporter to importer isnʼt going to move the global markets much. But for a country struggling with its balance of payments, it is an unwelcome burden. For Indian steel producers, the need to import more will

raise domestic iron ore prices and, as such, steel input costs for domestic steel mills. The country generally imports higher-grade iron ore above 60% iron content and exports lower grade below 58% iron content to China, so it will be paying top dollar for Australian or Brazilian premium grade iron ore. Estimates put domestic iron ore prices on track for a 1520% cost increase next year. As a result, this will reduce Indian millsʼ competitiveness on export markets at a time when Chinese steel mills are looking for more export sales if domestic demand weakens there as expected.

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Brent to revert to $60 per barrel by mid-2020 despite OPEC cuts: Morgan Stanley OPEC and allied oil producersʼ plan to deepen cuts through the ﬁrst quarter of next year will support the market only in the short-term, while Brent crude prices are likely to revert to $60 per barrel by mid-2020, Morgan Stanley said. The bank cut its 2020 OPEC production forecast by 0.4 million barrels per day (bpd) to 29.2 million bpd after oil producers led by Saudi Arabia and Russia agreed to cut output in the ﬁrst quarter of 2020 but stopped short of pledging action beyond March. “The recent additional cuts are clearly positive in the short-term, but the fact they are needed also emphasizes the softness in underlying fundamentals,” the bank said in a note dated Dec. 6.

Despite the cuts, the bank expects non-OPEC supply to grow by about 1.8 million bpd next year, with the U.S. monthly production growth rate of 50,000 bpd, slower than what was reported in 2018 and 2019. The bank expects a modest oversupply into next year, even as the demand is expected to re-accelerate with some support from the upcoming IMO 2020 rules. New regulations from the International Maritime Organization (IMO) require shippers to reduce the sulphur content in fuels used in their vessels starting January. Brent futures were down 0.3% at $64.18 per barrel, as of 0558 GMT on Monday. West Texas Intermediate (WTI) oil futures were down 0.5% at $58.91 per barrel. Morgan Stanley sees Brent oil prices at $62.50 per barrel in the ﬁrst quarter, but lowered its forecasts to $60 for the rest of 2020. WTI prices are expected to hold at $57.5 per barrel in the ﬁrst quarter, and at $55 for the rest of the year.

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Montreal’s Viau Container Terminal Set to Expand

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The project works will run from September 2019 to December 2020 and will mainly include installing piles, railway works, dynamic soil compaction, underground infrastructure works, laying foundation, and paving. Viau Terminalʼs ﬁnal phase is made possible through large investments from three partners ̶ the MPA, LOGISTEC and the federal government.

Montrealʼs Viau Terminal will undergo a new construction phase to increase its handling capacity to 600,000 TEUs, the Montreal Port Authority (MPA) and LOGISTEC Corporation said. This is its second phase, which continues and completes the most recent container terminal at the Port of Montreal. Its ﬁrst phase was completed in 2016.

LOGISTEC Corporation announced that Termont Montreal is investing CAD 30 million (USD 22.5 million) in the final phase of this key infrastructure project that, in turn, will enable the development and growth of services for the worldʼs second-largest shipping line, Mediterranean Shipping Company (MSC). “The increase in terminal capacity is coming at the right time for us. We applaud this announcement as it ensures the future growth of our services in Montreal,” Sokat Shaikh, President and CEO of MSC Canada, commented. “MSC has grown significantly by more than 10% a year for the past five years. This additional capacity at Viau Terminal will support such growth over the next two years. Then we will have to move on to the next step,” Shaikh added.

2018 was for the Port of Montreal a ﬁfth consecutive record year, with steady growth in its various ﬁelds of activity and a 9% upswing in the container sector with 1.7 million twenty-foot equivalent units (TEUs) handled.

“The Port of Montreal is a hub and anchors our network. As MSCʼs strategic partners, we are delighted to work with the Port of Montreal and support its expansion. This project reaﬃrms our commitment to Montreal and our determination to be eﬃcient and reliable as a strategic gateway for Canadian trade,” Madeleine Paquin, President of Termont Montreal, said.

This is why the management teams of the MPA and LOGISTEC ̶ through the terminal operator, Termont Montreal ̶ decided to launch the last phase of Viau Terminal.

As informed, the works to complete Viau Terminal will end all possible development of container handling spaces on the Island of Montreal. Consequently, the MPA is getting set for the longer-term future of Montrealʼs container market dynamics.

This new phase will make it possible to add 250,000 TEUs to Viau Terminalʼs current capacity, bringing it to 600,000 TEUs.

The next key milestone in the MPAʼs strategic development plan is the major container terminal project at Contrecoeur, where certain major steps are currently being implemented or ﬁnalized. Commissioning is scheduled for 2023‒2024.

The project will enable the Port of Montreal to accommodate the anticipated growth in the container sector and reach its maximum capacity on the Island of Montreal, 2.1 million TEUs.

“With the completion of Viau Terminal and the major terminal project at Contrecoeur well underway, the Port of Montreal is actively working to accommodate the growth of the container market for years to come,” Sylvie Vachon, President and CEO of the NPA, noted.

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DECEMBER 2019

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As explained, seven Croatian and Ukrainian crew members of the sunken vessel had reportedly boarded life rafts and may be floating somewhere in the Atlantic. “We believe they are still alive and waiting for a miracle,” the petition initiators stressed. The move comes after French offshore vessel owner Bourbon said on October 5 that the SAR operations, even with seven more missing sailors that may have survived the sinking, will take place only by vessels in the shipwreck zone. “Several vessels have continued to survey the search area today (October 5), with no results for the past 4 days. The CROSS has decided to make the search operation evolve. It will regularly disseminate messages to vessels in the shipwreck zone and ask them to carry out adapted watch,” the company said. To remind, the Luxembourg-flagged Bourbon Rhode AHTS sank after it was hit by a category 4 hurricane. At the time of the incident, the vessel, crewed by 14 Ukrainian, Russian, South African, Filipino and Croatian seafarers, was in transit some 1,200 nautical miles off the French Martinique island and 60 nautical miles south-south east from the eye of the hurricane Lorenzo in the Atlantic. Search operations carried out since September 26 by the CROSS French West Indies-Guyana and the French Navy have resulted in finding three survivors of the shipwreck, as well as recovering the bodies of four seafarers. Since October 1, no more survivors or bodies have been found. On October 7, Bourbon informed that the three survivors arrived in Fort de France on board the French Navy frigate Ventose. The three of them, all in good health, have been reunited with their families.

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Code. The code, when properly applied, is a powerful tool for safeguarding the environment and protecting the lives of seafarers and passengers in the challenging polar regions.

The course is training participants from maritime training institutions in South America responsible for training seafarers ‒ with a focus on IMOʼs Polar

It entered into force in January 2017 ‒ setting out mandatory standards covering the full range of design, construction, equipment, operational,

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training and environmental protection matters that apply to ships operating in the inhospitable waters surrounding the two poles. The training course is supporting the participants develop competence-based training programmes, update existing programmes and improve the use of relevant IMO model courses.

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Women in port management What do successful, wellrun ports and female empowerment have in common? Both can make a significant contribution to sustainable economic development. IMO is providing support to eight female officials from developing countries, with an emphasis on Pacific Small Island Developing States, attending a Port Senior Management Programme held at the Galilee International Management Institute (GIMI) in Nahalal, Israel, (619 November).

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The two-week course provides participants* with key information and updates on innovations in the port industry. Subjects covered include global trends and advances in port development, management and operations; port security and eﬃciency in container terminals; and international law concerning ports and ships. Organized visits to the Israeli Maritime Training Authority in Akko and the Port of Haifa, as well as practical simulator exercises, enabled participants to experience

for themselves the day-today operations of a port, with a view to applying this knowledge back in their respective countries. The event was delivered through IMO's gender and capacity-building programme, in collaboration with GIMI. It comes as part of IMO's continuous eﬀorts to support the UN Sustainable Development Goal 5 to achieve gender equality and empower all women and girls.

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Preparations intensify as 1 January 2020 global cut in sulphur in shipʼs fuel oil looms "IMO 2020" requirements for ships to cut sulphur oxide emissions enter into effect in just over one month's time. This will significantly reduce air pollution from ships with positive benefits for human health and the environment. The new requirement means that the global limit for sulphur in fuel oil used on board ships will be reduced to 0.50% m/m (mass by mass). Within designated emission control areas (ECAs), the limit will remain at 0.10%. The new limit will be mandatory, under a regulation in Annex VI of IMO's MARPOL convention for the prevention of pollution from ships. Both the Organization and the shipping sector - as well as refineries and fuel (bunker) suppliers - have been rigorously preparing for the new limit. For most ships this will mean a switch to new types of compliant fuel oils, so-called very low sulphur fuel oil (VLSFO), or marine gas/diesel oil. www.seaandcoast.in

The VLSFO blends are new to the market. IMO has issued comprehensive guidance (outlined in IMO 2020 leaﬂet), and the shipping industry has developed guidance, including IMO 2020 ICS Guidance on compliance for shipping companies and crews, Joint Industry Guidance on supply and use of 0.50% sulphur marine fuel and INTERTANKO 2020 Practical Guide Training videos are also available (Sulphur 2020 training package including video, free to download). Preparedness for this major change for the shipping sector was highlighted at a roundtable industry meeting hosted by IMO at its London Headquarters (18 November), following a previous meeting in June. An IMO symposium on IMO 2020 and alternative fuels in October also brought together stakeholders, including Member States, the shipping and reﬁneries sector, who

confirmed a general readiness to meet the sulphur 2020 requirement. The roundtable meeting saw increasing confidence towards consistent implementation resulting from significant efforts to date by all stakeholders and emphasized the continued need for awarenessraising efforts as the deadline looms. Availability of compliant fuel oil Views were exchanged on the general availability of fuel to meet the 0.50% limit. It was felt supply would generally be available, with some exceptions. There was some indication that heavy fuel oils continued to be loaded. However, due to the proximity to the deadline, more ship operators and owners are beginning to gain experience of compliant fuels as bunker suppliers move their storage infrastructure and bunker barges to be 0.50% compliant fuel oil ready. SEA AND COAST

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Information on compliant fuel oil speciﬁcation The IMO Secretariat encouraged the sharing of information on any testing of fuel oils meeting the 0.50% limit. In addition to the IMO 2020 ICS Guidance, Joint Industry Guidance and INTERTANKO 2020 Practical Guide, attention was also drawn to the recently-published "CIMAC Guideline: Marine fuel handling in connection to stability and compatibility", issued by the International Council of Combustion Engines (CIMAC).

Prevention Certiﬁcate (IAPP) to ships of 400 gross tonnage and above. However, port States need to be a Party to Annex VI to exercise port State control in relation to the sulphur 2020 limit. The number of Parties to the Annex varies in diﬀerent port State control regions.

Concerns were raised by some attendees on the preparedness of the PSC regimes to enforce the 2020 sulphur limit, however the IMO Secretariat confirmed the Organization's readiness to support PSC regimes, in particular, with capacity building and training, and highlighted workshops delivered with the support of Denmark and Enforcement and compliance the World Maritime University (WMU). Specific training to support Consistent enforcement by port port State control for the State control was once again implementation of MARPOL Annex recognised as essential to ensure a level playing field and to ensure that VI could be provided. An IMO Workshop for PSC MoU/Agreement ships would not be Secretaries and Database Managers disproportionately impacted will be convened in 2020, which would provide a further opportunity MARPOL Annex VI, which contains the sulphur limit regulation, has 95 to promote the harmonization of Parties, who between them register enforcement measures. 96.71% or world merchant shipping Fuel oil non-availability report by tonnage. Flag States have (FONAR) jurisdiction over the ship and issue the International Air Pollution

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Roundtable participants raised concern about possible inconsistent approaches in relation to the fuel oil non-availability report (FONAR). The report is not intended as an exemption but is a standardised template to report non-availability of compliant fuel oil. The IMO Secretariat reminded participants that IMO has issued the 2019 Guidelines on consistent implementation of 0.50% sulphur limit under MARPOL Annex VI (MEPC.320(74) here), which includes a standardised FONAR. Preparation essential Participants agreed on the need to continue to raise awareness about the sulphur 2020 limit and the need for further preparation by all stakeholders, including the IMO Secretariat, PSC regimes, Member States, shipowners/operators, charterers, fuel suppliers and others, in order to ensure consistent implementation of the sulphur 2020 limit by 1 January 2020. In this regard, it was agreed that the IMO Secretariat would communicate to all relevant parties on the continuing need to prepare for the entry into force of the sulphur limit.

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NEWS

ABS granted the first Approval in Principle (AIP) to VARD for its design of a Jones Act service operations vessel (SOV). The AIP, which was awarded at the International Work Boat Show, addresses a customized version of VARD 4 07 US SOV design, with primary functions including accommodation, transferring technicians to installations as well as storing spare parts and tools for operations in US offshore wind farms. According to Vard, the vessel is designed to be environmentally friendly with a focus on low fuel consumption and ease of construction. Vard says the design incorporates a state-of-the-art hull form designed for all weather conditions which, together with the specified propulsion configuration, offers economical steaming, enhanced seakeeping abilities, and excellent station keeping performance. The Vessel is optimized to reduce motions and accelerations in all degrees of freedom with the aim to increase operability and comfort.

practical support to the emerging US offshore wind industry.” “With our track record in SOV and offshore vessel designs and ABSʼ record in the offshore sector, working together to deliver this project seemed like a natural fit,” said Darren Truelock, Vice President, Vard Marine Houston. “We already have experience supporting yards worldwide to construct our offshore vessel designs, so it is with great enthusiasm that we now start on this exciting journey with ABS in the US.” ABS has been the preferred classification organization for the offshore and energy industry for more than 60 years. ABS has extensive experience supporting innovation in the offshore wind industry, including classification of Seajacks Scylla, the worldʼs largest and most advanced wind farm installation and offshore construction vessel, constructed by Samsung Heavy Industries in South Korea. ABS is also playing a role in supporting the development of innovative concepts for future floating wind farm projects, working with the University of Maineʼs Advanced Structures and Composites Center.

The Vessel shall have the ABS Class notations A1, OFFSHORE SUPPORT VESSEL (WIND-SC), AMS, ACCU, DPS-2, HAB(WB.) “ABS is supporting innovation in the development of alternative energy systems all over the world and it is a real pleasure to be helping to deliver such an important vessel here in the US, “said Matthew Tremblay, Senior Vice President, ABS Global Offshore. “ABSʼ industry-leading experience in offshore oil and gas allows us to offer

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