CLIPPER - Netherlands Maritime Technology

Transcription

CLIPPER
#13_2016
12 augustus 2016
TENDERS (OPENBARE AANBESTEDINGEN) ..................................................................................... 5
GENERAL NEWS ................................................................................................................................... 6
REGULATIONS .................................................................................................................................. 6
 NECA-aanvraag Noord- en Oostzee ingediend ............................................................................... 6
HUMAN RESOURCES / LABOUR CONDITIONS / EDUCATION .................................................... 7
 Kruisbestuiving tussen studenten en maritieme bedrijven ........................................................... 7
SUSTAINABILITY (MARINE ENVIRONMENT) ................................................................................. 8
 IMO lanceert site met goed overzicht energie efficiënte technieken ............................................ 8
 World's first ballast water port solution successfully completes tests .......................................... 8
 Bigger picture suggests effects of IMO emission efforts are counter productive.......................... 9
TECHNOLOGY, INNOVATION ........................................................................................................ 11
 DW: Autonomous Sub Market to Grow by 50 Percent ................................................................ 11
LNG .................................................................................................................................................. 12
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Schoon en stil tanken op zee ........................................................................................................ 12
Sembcorp Marine targets large scale LNG carrier construction .................................................. 13
Stolt-Nielsen chooses Keppel for a pair of new LNG tankers ....................................................... 15
Engie and NYK tap yards for second LNG bunker vessel .............................................................. 15
PROPULSION, STEERING, POWER .............................................................................................. 15
 Dieselelektrisch varen tussen Hengelo en Rotterdam ................................................................. 15
MATERIALS, EQUIPMENT & SERVICES (EXCL. ENGINES & STEEL) ........................................ 16
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DBR Doen distributorship ............................................................................................................. 16
UniBallast launches online Ballast Water Treatment Finder App ................................................ 16
Inmarsat Returns to Growth......................................................................................................... 17
Kongsberg Gets EPCI Deal for ICG’s RoPax Ferry .......................................................................... 17
SHIPBUILDING & DESIGN, SHIPYARD NEWS ............................................................................. 17
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Kooiman Groep bouwt RPA 8 ....................................................................................................... 17
Vard confirms four contracts with Ponant ................................................................................... 18
Japan to overtake Korea in global shipbuilding industry.............................................................. 18
DSME’s 2015 loss ‘$2.8bn bigger than reported’ ......................................................................... 19
Yangzijiang – A private Chinese yard navigating adverse market conditions .............................. 20
Cosco wins order for three containerships .................................................................................. 21
Engie and NYK tap yards for second LNG bunker vessel .............................................................. 22
How many ships will still emerge from STX O&S? ........................................................................ 23
BMT Nigel Gee to design LNG fueled Doeksen duo ..................................................................... 24
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Sale of STX France expected to resume this month ..................................................................... 25
Amidst the ordering downturn, South Korea has a new shipbuilder ........................................... 25
Miti unveils incentives for shipbuilders ........................................................................................ 25
Hyundai Samho Heavy Industries wins $180 million order to build 2 VLCC’s .............................. 25
New Chinese icebreaker with more power .................................................................................. 25
Russia invites China to invest in its shipyards .............................................................................. 25
Asenav currently builds ferries for Chilean and Canadian customers.......................................... 25
Pemex could sell Spanish yard stake ............................................................................................ 25
CoscoCS signs $18bn newbuilding finance deal ........................................................................... 25
DSME’s liquidity shortage set to worsen ...................................................................................... 25
Order downturn bites into Japan’s big shipbuilders .................................................................... 25
Eimskip to order new ferry ........................................................................................................... 25
Yangzijiang stays profitable in difficult shipbuilding market ........................................................ 25
'Several' yards mulled for Matson order ...................................................................................... 25
SHIP MAINTENANCE, REPAIR & CONVERSION .......................................................................... 26
 De scheepsbouw is in Noord (nog) een springlevende bedrijfstak .............................................. 26
 Silversea Presents USD 170 Mn Fleet Refurbishment Plan .......................................................... 27
NAVAL .............................................................................................................................................. 28
 Kangnam To Build Minesweepers Ships in India .......................................................................... 28
 POSCO Daewoo supplies parts to Indonesian shipbuilder ........................................................... 28
SUPER & MEGA YACHTS .............................................................................................................. 29
 SeaXplorer 65 Destined for 2019 Delivery ................................................................................... 29
OIL & GAS, OFFSHORE ENERGY, DEEP SEA MINING ............................................................... 30
 SBM Offshore uit het dal .............................................................................................................. 30
 OOS International orders two SSCV’s in China ............................................................................. 32
 OSV orderbook totals ‘$5.5bn’ ..................................................................................................... 33
INLAND SHIPPING (BINNENVAART) ............................................................................................. 35
 Dieselelektrisch varen tussen Hengelo en Rotterdam ................................................................. 35
SHIPPING, PORTS, FINANCE, OTHER GENERAL NEWS ........................................................... 37
 It’s high summer for cruise business ............................................................................................ 37
 Alphaliner: Boxship Orderbook Ratio Drops Like It’s 1999 .......................................................... 38
 Cruise Ships a Beacon for Germany’s KfW in Dire Shipping Market ............................................ 38
EUROPE (INCL. TURKEY & RUSSIA) ................................................................................................ 39
NEDERLAND (THE NETHERLANDS) ............................................................................................. 39
 Nieuwenhuijsen branchewinnaar in categorie Scheepsbouw van de Business Succes Award 2016
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 Vakbonden: scheepsbouwer Royal IHC bereidt nieuwe reorganisaties voor .............................. 39
 Royal IHC announces change to board of directors ..................................................................... 41
 OOS International orders two SSCV’s in China ............................................................................. 41
DUITSLAND (GERMANY) ............................................................................................................... 41
 Cruise Ships a Beacon for Germany’s KfW in Dire Shipping Market ............................................ 41
 Kongsberg Gets EPCI Deal for ICG’s RoPax Ferry .......................................................................... 43
FRANKRIJK (FRANCE) ................................................................................................................... 43
 Sale of STX France expected to resume this month ..................................................................... 43
 Vard confirms four contracts with Ponant ................................................................................... 43
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 Engie and NYK tap yards for second LNG bunker vessel .............................................................. 44
GRIEKENLAND (GREECE) ............................................................................................................. 44
 Hyundai Samho Heavy Industries wins $180 million order to build 2 VLCC’s .............................. 44
SPANJE (SPAIN) ............................................................................................................................. 44
 Pemex could sell Spanish yard stake ............................................................................................ 44
VERENIGD KONINKRIJK (UK) ........................................................................................................ 44
 BMT Nigel Gee to design LNG fueled Doeksen duo ..................................................................... 44
 Kongsberg Wins EPCI Contract for New Ferry Builds ................................................................... 44
IJSLAND (ICELAND) ........................................................................................................................ 45
 Eimskip to order new ferry ........................................................................................................... 45
NOORWEGEN (NORWAY) ............................................................................................................. 45
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Kongsberg Gets EPCI Deal for ICG’s RoPax Ferry .......................................................................... 45
Kongsberg Wins EPCI Contract for New Ferry Builds ................................................................... 46
Vard confirms four contracts with Ponant ................................................................................... 46
Stolt-Nielsen chooses Keppel for a pair of new LNG tankers ....................................................... 46
RUSLAND (RUSSIA)........................................................................................................................ 47
 Russia invites China to invest in its shipyards .............................................................................. 47
ASIA, PACIFIC, AUSTRALIA ............................................................................................................... 47
CHINA .............................................................................................................................................. 47
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New Chinese icebreaker with more power .................................................................................. 47
CoscoCS signs $18bn newbuilding finance deal ........................................................................... 48
Yangzijiang stays profitable in difficult shipbuilding market ........................................................ 48
OOS International orders two SSCV’s in China ............................................................................. 49
Russia invites China to invest in its shipyards .............................................................................. 49
Cruise Ships a Beacon for Germany’s KfW in Dire Shipping Market ............................................ 49
Cosco wins order for three containerships .................................................................................. 49
INDIA ................................................................................................................................................ 49
 Kangnam To Build Minesweepers Ships in India .......................................................................... 49
INDONESIË (INDONESIA) .............................................................................................................. 49
 POSCO Daewoo supplies parts to Indonesian shipbuilder ........................................................... 49
JAPAN .............................................................................................................................................. 50
 Order downturn bites into Japan’s big shipbuilders .................................................................... 50
 Japan to overtake Korea in global shipbuilding industry.............................................................. 51
 Engie and NYK tap yards for second LNG bunker vessel .............................................................. 51
KOREA ............................................................................................................................................. 51
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Amidst the ordering downturn, South Korea has a new shipbuilder ........................................... 51
Hyundai Samho Heavy Industries wins $180 million order to build 2 VLCC’s .............................. 52
DSME’s liquidity shortage set to worsen ...................................................................................... 53
Japan to overtake Korea in global shipbuilding industry.............................................................. 53
DSME’s 2015 loss ‘$2.8bn bigger than reported’ ......................................................................... 53
POSCO Daewoo supplies parts to Indonesian shipbuilder ........................................................... 53
Kangnam To Build Minesweepers Ships in India .......................................................................... 53
How many ships will still emerge from STX O&S? ........................................................................ 53
MALEISIË (MALAYSIA) ................................................................................................................... 54
 NEW RADIO HOLLAND OFFICE IN JOHOR, MALAYSIA .................................................................. 54
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 Miti unveils incentives for shipbuilders ........................................................................................ 54
SINGAPORE .................................................................................................................................... 56
 Stolt-Nielsen chooses Keppel for a pair of new LNG tankers ....................................................... 56
 Sembcorp Marine targets large scale LNG carrier construction .................................................. 56
AMERICA’S........................................................................................................................................... 56
BRAZILIË (BRAZIL).......................................................................................................................... 56
 Vard ups stake in Brazil yard ........................................................................................................ 56
CHILI (CHILE) .................................................................................................................................. 57
 Asenav currently builds ferries for Chilean and Canadian customers.......................................... 57
MEXICO ........................................................................................................................................... 57
 Pemex could sell Spanish yard stake ............................................................................................ 57
USA .................................................................................................................................................. 57
 'Several' yards mulled for Matson order ...................................................................................... 57
COLOFON ............................................................................................................................................. 58
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TENDERS (OPENBARE AANBESTEDINGEN)
DOC.NR.
281750-2016
281210-2016
281009-2016
280402-2016
278297-2016
276205-2016
270265-2016
DESCRIPTION
France-Toulon:
Repair and
maintenance
services of warships
GermanyCoblenz: Electronic and electrical spare parts
for warships
Greece-Athens:
Engines and engine parts for
warships
United KingdomAberdeen: Installation services of marine
engines
ZwitserlandFrauenfeld:
Schepen
DuitslandHamburg: Boten
voor bijzondere
doeleinden
GriekenlandPiraeus: Schepen en gelijksoortige vaartuigen voor personen- of goederenvervoer
COUNTRY
PUBLICATION
DATE
DEADLINE
FR
12-08-2016
13-09-2016
DE
12-08-2016
GR
12-08-2016
27-09-2016
UK
12-08-2016
13-09-2016
CH
10-08-2016
16-09-2016
DE
09-08-2016
04-10-2016
GR
04-08-2016
30-09-2016
[Bron: selecties door Netherlands Maritime Technology uit Tenders European Daily http://ted.europa.eu] –
gebruikte CPV-codes: 34500000; 34930000; 35500000; 50240000; 50640000; 60600000; 63720000
5
GENERAL NEWS
REGULATIONS
NECA-AANVRAAG NOORD- EN OOSTZEE INGEDIEND
2 augustus 2016
Twee jaar heeft Netherlands Maritime Technology (NMT) gelobbyd voor het behoud van de
mogelijkheid om alle soorten schepen te kunnen
blijven bouwen en onderhouden in een toekomstige NOx zone op de Noordzee. Deze week is
een ‘NECA’ voor zowel de Noordzee als de Oostzee aangevraagd bij de International Maritime
Organization (IMO). De door NMT gevraagde
mogelijkheid is in deze aanvraag verwerkt. Een
mooi resultaat van een lange maar succesvolle
lobby.
Wanneer de IMO in oktober 2016 akkoord gaat
met de aanvraag en de door NMT gewenste
tekstvoorstellen ongemoeid laat, dan geldt vanaf
1 januari 2021 een nieuwe uitstootnorm voor
NOx voor nieuwe schepen. Door de lobby van
NMT en de ondersteuning daarin door de Nederlandse overheid zal het echter mogelijk blijven
om nieuwe schepen, die niet in de Noordzee te
werk worden gesteld, in Nederland te bouwen of
te repareren.
Gevolgen voor Nederlandse scheepsbouw
De Noordzee- en Oostzeelanden hebben de IMO
gevraagd om op de Noord- en Oostzee een NOx
(stikstofoxiden) Emission Control Area (NECA) in
te stellen. Uit de eerste versie van deze plannen
van ruim twee jaar geleden, bleek dat er voor de
scheepsbouw en -reparatie in Nederland grote
ongewenste en onvoorziene gevolgen aan deze
NECA zouden zitten. Kortweg kwam het er op
neer dat álle schepen die na invoering van deze
NECA in Nederland gebouwd worden aan de
strengere NOx eisen moeten voldoen. En dat dit
ook zou gelden voor nieuwe schepen die in Nederland (terug)komen voor onderhoud, reparatie of claimafhandeling.
In Nederland worden jaarlijks diverse schepen
gebouwd die hun werkzaamheden niet op de
Noord- of Oostzee uitvoeren en daarom niet aan
de strengere NOx-eisen hoeven te voldoen. De
invoering van een NECA zou echter inhouden dat
deze schepen op de Noordzee niet op eigen
kracht mogen varen. Praktisch zou het er op
neer komen dat schepen voor proefvaarten, na
oplevering of bij aankomst voor onderhoud door
de NECA gesleept moeten worden. Dit is een
onwerkbare situatie waar men bij het opstellen
van de plannen twee jaar geleden niet aan had
gedacht.
NMT op de bres voor Nederlandse markt
NMT heeft dit probleem vroegtijdig gesignaleerd
en in eerste instantie aangekaart bij de Nederlandse overheid. Deze onderkende het probleem
en heeft NMT vervolgens bijgestaan in haar lobby naar de overige Noordzeelanden en ook naar
de Oostzeelanden die gelijktijdig een NECA aanvragen. Twee jaar lang heeft NMT het probleem
op allerlei manieren internationaal aangekaart.
Gaandeweg zijn steeds meer landen het probleem gaan onderkennen en bereid gevonden
om te zoeken naar een oplossing. Deze oplossing
lijkt er nu gekomen en wordt gedragen door alle
landen rondom de Noordzee en de Oostzee.
Uiteraard informeert NMT u wanneer de IMO officieel akkoord is met een NECA op de Noordzee.
Tot slot is nog van belang om te melden dat een
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NECA enkel van toepassing zal zijn op nieuwe
schepen gebouwd na de ingangsdatum van 1 januari 2021.
SOURCE
HUMAN RESOURCES / LABOUR CONDITIONS / EDUCATION
KRUISBESTUIVING TUSSEN STUDENTEN EN MARITIEME BEDRIJVEN
10.08
Maritiem-technische bedrijven en studenten
kunnen op een laagdrempelige manier met elkaar in contact komen op de Maritime Innovation Experience. Dit evenement staat in het teken
van ontmoetingen, inspiratie en kennisuitwisseling. De vijfde editie vindt plaats op donderdag 3
november in de Duurzaamheidsfabriek in Dordrecht.
Met een plek op de Centrale Markt kunnen bedrijven zichzelf promoten met vacatures, stageen afstudeermogelijkheden, succesvolle innovaties delen met 250 tot 300 toekomstige werk-
nemers en hen enthousiasmeren voor de maritieme sector.
Voor een beperkt aantal deelnemers aan de
Centrale Markt is er gelegenheid om een workshop te verzorgen.
De aanwezige opleidingen zijn: Middenkader engineering (mbo & Associate Degree), Werktuigbouwkunde (mbo), Mechatronica (mbo en hbo),
Maritieme techniek (hbo), Logistics Engineering
(hbo), Scheeps- en jachtbouw (mbo), Algemene
operationele techniek – offshore (mbo).
SOURCE
7
SUSTAINABILITY (MARINE ENVIRONMENT)
IMO LANCEERT SITE MET GOED OVERZICHT ENERGIE EFFICIËNTE TECHNIEKEN
De International Maritime Organization (IMO)
heeft een site gepubliceerd met een goed overzicht van alle energie efficiënte technieken.
Naast een toelichting op de technieken is er per
techniek ook een overzicht van de beschikbare
en betrouwbare studies die zijn verricht naar deze technieken. Bij sommige technieken is zelfs
een indicatie van de te verwachten kosten gegeven. Kortom, een handig overzicht van beschikbare duurzame technieken.
technieken zijn onderverdeeld. Per categorie zijn
alle technieken en systemen overzichtelijk geordend, ook is aangegeven wat de technical maturity is en op welk type schepen het toepasbaar
is. Naast een algemene uitleg per techniek, zijn
ook diverse onderzoeken en studies beschikbaar.
De site is onderdeel van het Global Maritime
Energy Eﬀiciency Partnerships (GloMEEP) project. GloMEEP is een GEF-UNDP-IMO project dat
tot doel heeft om het gebruik van energie efficiente technieken aan boord van schepen te ondersteunen en zodoende de uitstoot van broeikasgassen door de scheepvaart te verminderen.
SOURCE
Op deze site staan vijf categorieën waarin de
WORLD'S FIRST BALLAST WATER PORT SOLUTION SUCCESSFULLY COMPLETES
TESTS
water. It can even serve as a port-based alternative for those ship owners that may not want to
retrofit an on board treatment system or be deployed in a port with a sudden outbreak of marine pests.
10 August 2016
Damen Green Solutions is proud to announce
that the InvaSave technology has completed
shipboard testing onboard the Henrike Schepers.
During the shipboard tests, ballast water was taken in untreated and the efficacy of the technology was validated upon discharge. These tests
have shown that the InvaSave is capable of providing an IMO type approved backup in a port in
the event of a failure in a vessel’s on board
treatment systems to uptake or discharge ballast
“More and more countries are ratifying the
IMO’s Ballast Water Management Convention
(BWMC) and it could enter into force in 2017; in
any case, it is only a matter of time. Damen is
cooperating with the service providers in the
ports to provide this ballast water treatment
service. This is also relevant for all port authorities, who could face congestion problems if they
don’t have a contingency/emergency service in
place,” said Damen Green Solutions Product
Manager Matthijs Schuiten.
Groningen Seaports is the first port to provide
this ballast water treatment service. “Our location on the Wadden Sea means that we have a
responsibility to push forward the progress of
sustainable shipping,” comments Groningen Se8
aports Sustainability Coordinator Bart van der
Kolk. “We are fully prepared for the ratification
of the IMO Ballast Water Management Convention. This project wouldn’t have been possible
without the effort of some frontrunners like
Royal Wagenborg, Van Gansewinkel, Imares,
MEA-nl and Damen.” The innovative solution
could is likely to appeal to other ports as well as
ship owners, operating close to sensitive locations such as World Heritage Sites and Particularly
Sensitive Sea Areas.
Standard of the IMO Ballast Water Management
Convention on all aspects. This includes the test
series conducted with the high sediment waters
of the River Hull and the River Thames, UK. An
overall and important principle is that the system is robust, and works under all relevant circumstances, regardless of the composition of
the ballast water. Test protocols are in line with
IMO BWMC test guidelines and additional requirements of the Dutch flag state. All testing was
conducted by MEA-nl.
Damen can deliver the InvaSave technology in a
self-sufficient mobile container, which can be
put onboard a service barge or moved around
the port on a trailer or a pontoon. The system
uses innovative filtering and UV technology and
does not contain chemicals or hazardous substances.
IMO type approval is expected to be obtained
2016 and a patent is pending.
SOURCE
The results of the InvaSave test meet the D2-
BIGGER PICTURE SUGGESTS EFFECTS OF IMO EMISSION EFFORTS ARE COUNTER PRODUCTIVE
Today, emissions from maritime transport account for 10% to 15% of global, human-related
sulphur-oxide (SOx) and nitrogen-oxide (NOx)
emissions, and about 3% of global carbondioxide (CO2) emissions. Current maritime emission regulations set limits for SOx and NOx specifically for health and environmental reasons, and
for CO2 in order to mitigate global warming.
Reducing SOx and NOx emissions results in increased CO2 to the air, and this paradox needs
to be addressed by regulators, writes Dr
Haakon-Elizabeth Lindstad of the Norwegian
Marine Technology Research Institute (Marintek)
The International Maritime Organization (IMO) is
currently working on extending locally and regionally motivated emissions regulations — the
emission control areas (ECAs) in North America
and Northern Europe — to a globalised (0.5%
sulphur) scheme from 2020/2025 that applies
even on the high seas.
August 4th, 2016
There are several reasons to question this.
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First, the emissions of NOx and the SOx now targeted for reduction actually ‘mitigate’ global
warming (they have a cooling effect), whereas
emissions of black carbon (BC) and methane
(CH4) — remaining unrestricted — ‘contribute’
to global warming.
Second, the present approach to NOx emissions
through IMO technical standards neglects the
fact that the reductions tend come at the cost of
higher fuel consumption and, consequently, CO2
emissions.
Third, stricter SOx rules also tend to raise fuel
consumption on a well-to-propeller basis, either
when refineries remove sulphur from heavy fuel
oils (HFO) or when scrubbers clean the exhaust
gas from combustion at sea.
In a recent study by myself and Professor Gunnar S Eskeland of the Norwegian School of Economics — published in the scientific journal
Transportation Research — we assessed the
cost, climate and environmental impact of the
fuels and technologies that satisfy the stricter
global regulations from 2020/2025.
The study shows that continued use of HFO, in
combination with seawater scrubbers (open
loop), will outcompete distillate and alternative
fuels. This is due to the price differential between HFO and distillates, which far exceeds the
additional capital-expenditure cost of installing
scrubbers.
For NOx, engine ‘tuning’ of fuel injection to satisfy the threshold requirements might become a
dominant response due to its low cost compared
to the other options.
On the high seas, the use of scrubbers implies
that the sulphur currently emitted to air, which
contributes to cloud building and hence cooling,
will be washed out directly into the sea, where
today, in any case, it is mostly deposited by rain.
While the acidifying changes in the oceans due
to nitrogen and sulphur compounds are only a
fraction of the effects from CO2, the effects
compounded in coastal waters are likely more
damaging and undesirable in general. This acidification effect in coastal areas will increase from
2020 due to the increased use of scrubbers, instead of distillates commonly used by ships in
ECAs today.
It is therefore worth considering policies that are
more careful about the role of local environmental benefits, as such policies can deliver greater
greenhouse-gas mitigation and come at a lower
cost.
An alternative scheme — expanding the current
ECA regime (0.1% sulphur fuels) to a global
scheme only in ports and close to coasts worldwide but allowing the continued use of HFO
(maximum 3.5% sulphur) in all other sea areas —
would give the following benefits: a reduction of
sulphur emitted in the sensitive coastal areas,
since investment in scrubbers on deepsea vessels cannot be paid back by their savings in
coastal areas alone. This implies that oceangoing
vessels will use 0.1% sulphur fuels in coastal
areas and ports, and HFO on the high seas.
If low-NOx zones are implemented in coastal
areas globally, the NOx regulation should require
new vessels to operate in the strictest NOx mode
(IMO Tier III) only in these low-NOx zones, while
they can run in a more energy-efficient mode on
the high seas.
Distinguishing local environmental benefits from
global ones is important in general, and in the
case of shipping, this distinction better serves
the needs of the local environment, the global
climate and conserves on abatement costs.
Dr Haakon-Elizabeth Linstad is senior research
scientist (sustainable ship design and operations)
at Marintek in Trondheim.
SOURCE
10
TECHNOLOGY, INNOVATION
DW: AUTONOMOUS SUB MARKET TO GROW BY 50 PERCENT
val exercise included nearly 80 AUV evolutions.
The Fraunhofer DEDAVE (company file image)
By MarEx 2016-08-05
In a report published Friday, analysts DouglasWestwood said that they expect the demand for
autonomous underwater vehicles (AUVs) to
grow by nearly 50 percent by the end of the decade, reaching demand of over 900 units per
year.
AUVs are self-driving submersibles, designed and
tasked with conducting subsea missions without
input from the surface. They differ from remotely operated vehicles (ROVs) in that they run without a tether to a surface platform and without
direct supervision, and they are generally smaller. While their human-controlled counterparts
are a common component of commercial subsea
oil and gas operations, where they perform manual tasks comparable to the work completed by
divers at shallower depths, the majority of AUVs
are deployed on military missions. They are an
established component of many navies' reconnaissance and mine countermeasures toolkits; as
an example, mine countermeasures training during the multinational RIMPAC 2016 na-
DW finds that military usage will continue to
lead the market, with nearly three quarters of
demand coming from the defense sector. But
the same R&D effort that goes into AUV technology for defense applications also readies the
devices for civilian uses like offshore surveying
and environmental monitoring; commercially
available, off-the-shelf models like the Remus
100, the HUGIN series and the Bluefin have been
available for some time.
DW expects that the highest rate of growth will
be in the commercial sector, mainly in oil and
gas. "There has been substantial interest from oil
& gas companies in the technology, as operators
have begun to understand cost saving potentials," DW finds. "However, low oil prices have
reduced budgets and stymied investment in research and development – presenting a barrier
to growth."
German research organization Fraunhofer IOSB
is planning to capitalize on market growth by taking a production-line approach. Fraunhofer is
building what it describes as "the world's first
autonomous underwater vehicle to be developed from the outset with a view to series production." Its DEDAVE is intended to be built from
standardized parts, and to be cheaper, lighter
and easier to service than existing competitors –
created from the outset for wider demand.
SOURCE
11
LNG
SCHOON EN STIL TANKEN OP ZEE
Milieuvriendelijker varen
De Rotterdamse haven viert de komst van het
eerste zeeschip dat vloeibaar aardgas (LNG)
tankt. Het is nog pril en bescheiden, maar LNG
heeft de toekomst, weten ze in de haven.
Mark Duursma
9 augustus 2016
olie en chemicaliën in Noord-Europa gaat vervoeren, volgen nog drie dezelfde producttankers
van 147 meter lengte. Volgens Buchhave lopen
we rond op de „tanker van de toekomst”. Of, zoals iemand anders hem noemt: de elektrische
auto onder de schepen.
Milieuvriendelijk alternatief
Ook het Havenbedrijf Rotterdam is blij met de
Ternsund. Volgens de havenbeheerder is LNG de
„brandstof van de toekomst”. De scheepvaart
moet afscheid nemen van vervuilende stookolie
en diesel als brandstof en overstappen op een
veel milieuvriendelijker alternatief. LNG is weliswaar een fossiele brandstof, maar voldoet aan
de in 2015 verscherpte milieu-eisen voor
scheepvaart in de Noordzee en Oostzee.
Foto Jerry Lampen/ANP
De metalen buizen in de machinekamer glimmen, net als de houten vloer van de brug. De
rustkamer van de kapitein oogt nog ongebruikt.
De kleine tanker Ternsund van de
Zweeds/Deense rederij Terntank is net opgeleverd door een Chinese werf en ligt nu in de haven van Rotterdam.
Dinsdag heeft het schip een primeur: de
Ternsund is het eerste zeeschip dat in Rotterdam
LNG tankt (bunkert, in haventaal). Het gaat varen op liquefied natural gas, vloeibaar aardgas.
Maandag verzorgden het Havenbedrijf Rotterdam en de rederij een rondleiding op de
Ternsund, met veel blije Scandinavische gezichten. Het opvallendste zijn de twee grote LNGtanks op het dek, samen goed voor 600 kubieke
meter brandstof, ofwel drie weken varen. Jens
Buchhave, directeur van Terntank, heeft een
„goed buikgevoel” bij de grootste investering
ooit van het bedrijf. Na de Ternsund, die vooral
In vergelijking met diesel zorgt LNG voor bijna
100 procent minder uitstoot van zwaveldioxide
(SOx) en fijnstof. De uitstoot van koolstofdioxide
(CO2) ligt circa 20 procent lager, die van stikstofoxide (NOx) 85 procent lager. Schepen die op
LNG varen zijn ook nog eens 40 procent stiller
dan dieselschepen.
Geen wonder dus dat de Rotterdamse haven
fors investeert in vloeibaar aardgas. Een Europees knooppunt voor LNG is een van de speerpunten van de energietransitie, de grootste uitdaging voor de haven in de komende periode.
Voorlopig loopt Rotterdam in Europa voorop bij
de introductie van LNG als brandstof voor schepen.
De Rotterdamse strategie bestaat uit drie sporen, zegt Roland van Assche, bij het Havenbedrijf
verantwoordelijk voor het commercieel succesvol maken van LNG. De nieuwe brandstof moet
beschikbaar zijn, toegestaan zijn en gebruik ervan moet worden aangemoedigd.
Beschikbaarheid is vooral een kwestie van infrastructuur: goede voorzieningen. Sinds eind 2011
12
exploiteren tankopslagbedrijf Vopak en Gasunie
de Gate terminal op de Maasvlakte, waar LNG
wordt aan- en afgevoerd. LNG-tankers uit onder
meer Qatar, Algerije en West-Afrika lossen hier
hun lading in drie enorme opslagtanks. Het
vloeibaar gemaakte aardgas wordt per binnenvaarttanker of vrachtwagen verder vervoerd of
weer tot gas gemaakt en via Europese pijpleidingen verspreid.
pen krijgen in Rotterdam flinke kortingen op het
havengeld, tot 20 procent. De Ternsund ontvangt de eerste ‘LNG bunkerincentive’, 10 procent korting op het zeehavengeld. Aanmoediging
komt ook uit Brussel: Rotterdam ontvangt tientallen miljoenen voor de LNG-projecten. Een
plaquette in de machinekamer van de Ternsund
meldt: ‘Co-financed by the European Union'.
Lage olieprijs
De Gate terminal – de afkorting staat voor Gas
Acces To Europe – is nog niet toegerust voor het
bunkeren van schepen als de Ternsund, die LNG
als brandstof gebruiken. De twee brandstoftanks
van de Ternsund moeten worden gevuld door
dertien vrachtwagens.
Uitbreiding van de infrastructuur komt eraan.
Eind november opent een breakbulkterminal
naast Gate, voor kleinere schepen. Volgend jaar
komt Shell met een bunkerschip dat andere
schepen van LNG kan voorzien. En Rotterdam
werkt aan depots elders in het land waar binnenvaartschepen kunnen tanken.
Naast voorzieningen zijn er regels nodig. De veiligheidsnormen rond LNG zijn strikt en moeten
voor alle havens gelijk zijn. Havens in België, Denemarken en Singapore proberen onderling tot
overeenstemming te komen. Ze zijn concurrenten, maar hebben elkaar ook nodig voor een
LNG-netwerk.
Alle inspanningen om LNG te promoten lijken
succesvol. Tot voor kort althans. In 2015 steeg
de overslag van LNG met maar liefst 91,4 procent, ook al zijn de absolute aantallen nog bescheiden. In de eerste helft van dit jaar daalde
de overslag echter met ruim 24 procent.
Van Assche kan die daling niet helemaal verklaren, maar noemt de prijs van LNG als grootste
obstakel voor verdere groei. „De grootste stoorzender op dit moment is de lage olieprijs, die
aardgas minder concurrerend maakt.”
Met instemming hoorde Van Assche vorige week
in Houston dat er vier fabrieken voor het vloeibaar maken van aardgas komen in de Verenigde
Staten, en dat dat land ook LNG gaat exporteren.
„Meer beschikbaarheid betekent een lagere
prijs. Meerdere aanvoerkanalen voor LNG zien
we graag in de haven.”
SOURCE
Ten slotte is er de aanmoediging. Schone sche-
SEMBCORP MARINE TARGETS LARGE SCALE LNG CARRIER CONSTRUCTION
Singaporean yard sees opportune moment to
target full-size LNG carriers and smaller niche
units
August 4th, 2016
by Lucy Hine in London
Sembcorp employees look at the modules on the main deck
of Tullow Oil's newly completed Floating Production, Storage and Offloading vessel (FPSO) Prof. John Evans Atta Mills
at Sembcorp Marine's Jurong Shipyard in Singapore January
20, 2016. REUTERS/Edgar Su/File Photo
Singapore ship repairer Sembcorp Marine is
planning to take a leap and shift into building
LNG carriers.
13
Industry sources reveal that the yard has started
the process to become licensed to build French
designer GTT’s Mark III-type cargo containment
systems. They indicate that Sembcorp is hoping
to complete this process, which will include the
construction of a system mock-up, by the end of
the year.
They divulge that while the shipyard is looking to
tap into Singapore and the region’s upcoming
demand for small and midsize LNG tonnage, the
company also has its sights set on the construction of full-size 170,000-cbm LNG carriers.
In response to TradeWinds’ questions, a spokesman for the company said: “Sembcorp Marine is actively exploring opportunities in the offshore LNG business. As and when ready, we will
make the necessary announcement on any new
projects and initiatives.”
He details that the yard handled 34 LNG carriers
in 2015 for repair and upgrade work, which he
says ranks the facility as “currently the number
one player” globally in this sector.
Sembcorp is an established destination for LNG
carriers with big-name operators.
The facility’s customers last year included China
LNG Shipping (International) Co, Hoegh LNG, Nigeria LNG, GasLog, Teekay, Shell, Chevron,
Northwest Shelf Shipping Services Co and Japan’s big three shipowners Mitsui OSK Lines
(MOL), NYK and K Line.
versify further along the LNG chain.
Earlier this year, Sembcorp Marine upped its stake in near-shore LNG terminal solution Gravifloat
to 56% with the intention of buying out the entire shareholding.
The shipyard’s interest to tap into anticipated
demand for small-scale LNG shipping is likely to
be seen as a logical move. However, its intention
to look at full-size LNG carriers has raised some
eyebrows with observers questioning how the
Singapore facility could be competitive against
the currently order-starved South Korean shipyards.
Singapore has been moving to transform itself
into an LNG importing and trading hub since the
island state opened its LNG receiving terminal in
May 2013. The six-million tonnes per annum
(mtpa), two-jetty facility is now undergoing a
phase three expansion that will see a fourth giant storage tank added by 2018.
The intention is to see large shipments split into
break-bulk parcels for distribution regionally but
also to grow an LNG fuelling business.
Keppel Corp, which controls rival Keppel Shipyard, and Shell have formed a joint venture to
provide LNG bunkering services in Singapore, as
the Maritime and Ports Authority (MPA) extends
its green shipping incentive to LNG-fuelled vessels. Keppel Shipyard has produced designs for
LNG vessels ranging from 3,000 cbm to 30,000
cbm.
Diversifying in LNG
SOURCE
The yard has already signalled its interest to di-
14
STOLT-NIELSEN CHOOSES KEPPEL FOR A PAIR OF NEW LNG TANKERS
vessels tailor made to serve a developing LNG
terminal onshore in the Italian port of Oristano,
Sardinia. The ship order was subject to the release of the final approval on the project from the
Sardinia region which came just yesterday thus
allowing the project to go ahead. In the next few
days Stolt-Nielsen is therefore expected to proceed signing the shipbuilding contract with Keppel.
One of Stolt’s existing chemical tankers.
AUGUST 4TH, 2016
NICOLA CAPUZZO
Oslo-listed Stolt-Nielsen has decided to award
the construction of two (with options for further
two) LNG tankers with 7,500 cu m capacity to
the Singapore-based Keppel Offshore & Marine,
sources close to the deal tell Splash.
The investment for both those vessels will be
over $50m and the deliveries are scheduled from
2018 onwards.
A few weeks ago Stolt-Nielsen’s top managers
revealed that there were in advanced discussions with one shipyard based in Asia for two
Higas is the company in charge for studying, projecting and building up the onshore terminal
controlled by two Italian companies, Gas&Heat
and CPL Concordia. In October last year StoltNielsen purchased a 10% stake in Higas, with an
option to acquire up to 80% of the Sardinian
company. The LNG is to be shipped to the terminal in Oristano by LNG tankers and distributed to
customers via pipeline, trucks and also from ship
to ship.
For Keppel, which has downsized dramatically
this year on the back of the offshore slump, the
order is an enormous fillip. Demand for small
LNG tankers is set to be large in the coming
years and could become a real revenue base for
the troubled yard.
SOURCE
ENGIE AND NYK TAP YARDS FOR SECOND LNG BUNKER VESSEL
Kruisverwijzing, 1x klikken om te openen
PROPULSION, STEERING, POWER
DIESELELEKTRISCH VAREN TUSSEN HENGELO EN ROTTERDAM
15
MATERIALS, EQUIPMENT & SERVICES (EXCL. ENGINES &
STEEL)
DBR DOEN DISTRIBUTORSHIP
11 Aug 2016
Recently Netherlands company DBR signed the
contract with Australian waterjet manufacturer
Doen to serve the Dutch and Belgium market for
the Doen Waterjets.
This axial flow waterjet delivers compact and efficient performance at speeds up to 45+ knots.
The design and construction allow to be easily
configured to meet BV, DNV, Lloyds, Rina or
other marine standards on customer specification. “We are very proud to combine our assembly facilities and knowledge with this high performance waterjet to serve our customers for a
total solution, especially for the DJ200 & DJ300
range” Mr Hafkamp of DBR said.
All Doen Pre-Fabricated Intake Waterjets can be
supplied in Direct Thrust Arrangement. According to Doen the Integrated Waterjet IWJ method provides the simplest and most cost effective method for installing waterjets into fibreglass vessels.
“We selected DBR based on good recommendations from people in the marine industry, and
because of their capabilities for delivering complete jet propulsion packages, consisting of engines, gearboxes and jet drives, into the market.
This will give them a big advantage compared to
the other jet suppliers.” Mr Stephan Jørgensen
from DOEN explained.
By Jake Frith
SOURCE
UNIBALLAST LAUNCHES ONLINE BALLAST WATER TREATMENT FINDER APP
etc. the app will filter the treatment systems
that match these criteria. An easy way to make a
first selection of possible suitable systems on the
market.
The Ballast Water Treatment Finder App is a free
service from UniBallast for anyone looking for
the most suitable ballast water treatment system for their vessel(s). This free web application
contains all systems on the market in various
configurations. Via a set of selection criteria like
flow capacity, working principle, type approvals,
The app is available on our company website www.uniballast.nl under the blue water drop
in the middle at the top. Please try out our app,
it will help you clear things up. If you have any
questions, wish to make inquiries or have remarks or ideas about how to improve our app,
please contact us at info@uniballast.nl
SOURCE
16
INMARSAT RETURNS TO GROWTH
August 4, 2016 by Reuters
percent rise in core earnings to $202.2 million on
Thursday, and reiterated its target for full-year
revenue.
“It a very solid performance, despite the market
being quite challenging,” Chief Executive Rupert
Pearce said in an interview on Thursday.
Image: Inmarsat
“Many of our markets are in recession, but ironically there’s some counter-cyclicality here
because people are investing in communications
to improve their efficiency and effectiveness,
that’s certainly true in energy, it’s certainly true
in maritime.”
LONDON, Aug 4 (Reuters) – British satellite operator Inmarsat reported a rise in revenue in the
second quarter, more than reversing a dip in the
first quarter, as its customers used its broadband
terminals to improve efficiency in tough shipping
and energy markets.
Shares in Inmarsat, which have languished since
it downgraded its full-year revenue forecast
range by $50 million to $1.175-$1.250 billion in
May, were trading up 1.6 percent at 793 pence
by 0817 GMT. (Reporting by Paul Sandle; Editing
by Mark Potter)
The company reported a 6 percent rise in second-quarter revenue to $330.4 million and a 22
SOURCE
KONGSBERG GETS EPCI DEAL FOR ICG’S ROPAX FERRY
SHIPBUILDING & DESIGN, SHIPYARD NEWS
KOOIMAN GROEP BOUWT RPA 8
ROTTERDAM, 12 augustus 2016
Havenbedrijf Rotterdam heeft De Kooiman
Groep opdracht gegeven om de RPA 8 te bouwen. Dit is een nieuw inspectievaartuig met hybride voortstuwing. De belangrijkste aandachtspunten in de aanbesteding waren de totale kosten over de hele levenscyclus van het schip, het
verminderen van de uitstoot en het terugdringen
van de golfslag.
Een artist's impression van de nieuwe RPA 8. (Havenbedrijf
Rotterdam)
Het nieuwe schip past in het beleid van
hetHavenbedrijf, dat streeft naar een duurzame
haven. De RPA 8 vervangt de RPA 3. Die was aan
17
het eind van zijn technische en economische levensduur. Verwachting is dat de RPA 8 in de loop
van 2017 in de vaart wordt genomen. De bouw
vindt plaats bij Scheepswerf Gebr. Kooiman in
Zwijndrecht.
Naast de RPA 8 zal er binnenkort ook een aanbesteding plaatsvinden voor de aanpassing van de
incidentbestrijdingsvaartuigen RPA 10, 11, 12, 13
en 16. (MdV)
SOURCE
VARD CONFIRMS FOUR CONTRACTS WITH PONANT
AUGUST 11, 2016
factory financing. At the end of June, Vard and
Ponant had entered into shipbuilding contracts.
All conditions have now been fulfilled and the
contracts have become effective.
The ice-class expedition cruise vessels will be
approximately 10,000 gross tons, about 131 metres long, 18 metres wide and will have a cruise
speed of 15 knots. Each vessel can accommodate
180 passengers (92 cabins) and a crew of 110.
Singapore - Vard Holdings Limited, one of the
major global designers and shipbuilders of offshore and specialized vessels, announces that
contracts for four luxury expedition cruise vessels with French cruise company Ponant have
been confirmed.
The vessels will be arranged with high class of
luxury facilities on board, fulfilling the highest
demands for environmentally friendly and safe
operations. The hulls will be built at Vard Tulcea
in Romania. Delivery is scheduled from Vard
Søviknes in Norway in the period summer 2018
to summer 2019.
SOURCE
A Letter of Intent with respect to the contracts
had been announced on 16 March 2016, subject
to several conditions being met, including satis-
JAPAN TO OVERTAKE KOREA IN GLOBAL SHIPBUILDING INDUSTRY
2016-08-10
By Jhoo Dong-chan
Japanese shipyards are on the verge of overtaking Korean shipyards in remaining order backlogs and market share, while the latter has suffered multitrillion won operating losses for the
past several years due to an industry slump and
subsequent decline in demand.
According to U.K.-based shipping and offshore
gas industries analyst Clarkson Research, Wed-
nesday, the shipbuilding order backlog held by
Korean shipyards stood at 23.87 million compensated gross tons (CGTs) as of the end of July,
the lowest level since January 2004.
In the meantime, Japanese shipyards had an order backlog of 22.13 CGTs, narrowing the gap
between the two countries' shipyards to 1.74
CGTs. This is the narrowest gap since March
2003, when the comparable gap was 1.58 million
CGTs.
18
The gap was the widest ― as much as 31.6 million CGTs ― during the boom in 2008, under
which Korean shipyards boasted a 71.7 million
CGT order backlog.
The gap between the two countries' shares in
order backlogs has also narrowed to 1.8 percent
as of early-August while recording 4.8 percent in
January, 4.2 percent in March and 3.7 percent in
May.
An industry observer said that it is "almost certain" that Japanese shipyards will overtake Korean shipyards in market share and order backlogs
within this year, because Korean shipyards have
suffered a huge loss in receiving orders while delivering more than 1 million CGTs worth of shipbuilding orders every month this year.
Japanese shipyards have delivered around
550,000 CGTs monthly in the same period.
Korean shipbuilders clinched a total of 800,000
CGTs worth of new orders in the first half of the
year, dropping 88 percent from last year's figure.
Meanwhile, Japanese shipbuilders are maintaining their sales performance thanks to strong
domestic demand.
They clinched a total of 440,000 CGTs, or 11 ship
orders, in July alone, the best sales performance
among rival shipbuilding countries. Japanese
NYK received a shipbuilding order for five containers from JMU while another Japanese shipbuilder MOL clinched orders from Honda Zosen
to build three multipurpose vessels.
Korea's top three shipbuilders ― Hyundai Heavy
Industries, Daewoo Shipbuilding & Marine Engineering and Samsung Heavy Industries ― suffered a combined operating loss of 8.5 trillion
won ($7.4 billion) last year because of an industrywide slump and a delay in the construction
of offshore facilities.
They have recently drawn up a sweeping 11 trillion won self-rescue program in a bid to overcome the prolonged slump and subsequent losses.
SOURCE
DSME’S 2015 LOSS ‘$2.8BN BIGGER THAN REPORTED’
Politician reveals investigation has uncovered
more red ink at struggling shipbuilder.
August 9th, 2016
by Gary Dixon
Shipbuilder DSME’s operating loss was much
bigger than first reported for the first half of
2015, a politician has revealed.
Sim Sang-jung, head of the opposition Justice
Party, told the Yonhap news agency that financial authorities had found an additional deficit of
KRW 3.1 trillion ($2.8bn) for the period.
The struggling Korean yard reported a loss of
KRW 3.2 trillion at the time.
shipbuilder has spearheaded an accounting
fraud, but they extended a large amount of financial aid.
"They should explain why such a large amount of
aid was extended to Daewoo Shipbuilding."
She added that up to KRW 2.4 trillion had been
necessary to put the shipbuilder back on track,
but the government announced a sum of KRW
4.2 trillion in October.
A string of former and current DSME executives
have either been charged or questioned as part
of an ongoing probe into alleged accounting
fraud.
SOURCE
Sim said: "Financial authorities found that the
19
YANGZIJIANG – A PRIVATE CHINESE YARD NAVIGATING ADVERSE MARKET
CONDITIONS
ally zero orders for bulk carriers, and only a
handful of orders for feeder boxships.
“The bulk vessel segment is witnessing a lot of
cancellations and deferments, especially for the
64,000-82,000 dwt capacity range,” Ren said. He
admited that the yard is not immune from the
increase in order cancellations on the market,
but it has managed to arrange for resale of most
of the cancelled orders and minimise the impact.
Ren Yuanlin, executive chairman of Yangzijiang Shipbuilding
By Lee Hong Liang from Singapore
As the crisis in China’s shipbuilding industry deepens, Beijing is in two minds on whether to continue funding state-owned yards while almost all
private enterprises have been wiped out, according to Ren Yuanlin, executive chairman of Yangzijiang Shipbuilding.
Privately-owned Yangzijiang has managed to
stay profitable, which it attributes to cost cutting
measures of lay-offs, business diversification,
and rationalisation. Ren observed that the road
ahead will be a challenging one as the protracted
recession of China’s shipbuilding market is expected to continue until at least 2017, and there
are yet no positive signs of a sustainable upturn.
In order to tackle the tough market, Yangzijiang
has taken the tough decision to axe around
4,000 employees over the course of this year.
The retrenched employees represented 20% of
its approximate 20,000 workforce. Among the
laid off staff, 90% are yard workers and the rest
included office workers and some senior staff,
according to Ren.
“We have also asked about 500 workers to stay
at home and accept a reduction in salaries while
the company tries to tide through the crisis,” he
said.
The Chinese shipbuilder, which mainly builds dry
bulk vessels and containerships, is seeing virtu-
The dearth of newbuilding orders due to vessel
tonnage glut and cash-strapped owners has sent
a wave of bankruptcy sweeping across privatelyowned Chinese yards over the past few years.
Last year alone, more than 20 shipbuilding enterprises of large to medium sizes have declared
bankrupt.
The survival of Yangzijiang is by no means left to
chance, thanks to shrewd businessman Ren who
has steered the company in the right direction
amid adverse market conditions over the past
several years.
Today, Ren believed that privately-owned yards
still winning new orders in the past year are left
with only Yangzijiang and New Century Shipbuilding.
“The privately-owned shipyards are finding it difficult to get a refund guarantee from the bank
and without it, it is not possible to land a new
shipbuilding order. In addition, newbuilding prices are way too low for yards to have a healthy
margin, not to mention the higher risks of payment defaults by owners,” he told Seatrade Maritime News.
In essence, the days whereby yards accept orders, even if loss-making for the sake of maintaining daily operations, are over, and shutting
down is the only option. While there could be
around 300 Chinese yards in operation today,
less than 40 of them have active day-to-day operations, according to Ren, and most of them are
subsidiary yards of state-owned China State
Shipbuilding Corp (CSSC) and China Shipbuilding
20
Industry Corp (CSIC).
ty comes from state-owned yards.
The survival of yards under CSSC and CSIC largely
depends on state funds, as Beijing has been subsidising state-owned enterprises (SOE), not just
in shipbuilding but in other industry sectors as
well. The problem of continuing to ease the liquidity crunch at state-owned yards and not letting them fail, Ren explained, also means the
market will not be able to overcome the excess
yard capacity problem, where the bulk of capaci-
"There is a split decision in Beijing on whether to
continue subsidising the state yards. The government recognised that by doing so the overcapacity problem will not be resolved but it
needs to take some forms of responsibility in ensuring the survival of SOEs. This creates a dilemma," he said.
SOURCE
COSCO WINS ORDER FOR THREE CONTAINERSHIPS
buyer or the contract price, citing terms of confidentiality.
An unnamed European buyer will build vessel
trio at Cosco Guangdong yard.
August 8th, 2016
by Nick Roumpis
Cosco Corp has won a contract that will add the
first containerships currently under construction
at its Guangdong facility.
The Singapore-listed company said its subsidiary
Cosco Guangdong has put pen to paper with a
European buyer for three 1,750-teu boxships.
Cosco Guangdong will deliver the vessels in the
second and third quarter of 2019.
According to Clarksons, Cosco’s shipyard at Guangdong is currently building 13 platform supply
vessels (PSVs), one emergency response and rescue vessel, one dredger and two research ships.
Cosco Corp reported a fivefold increase in second quarter deficit last week and said the shipbuilding industry continues to falter due to overcapacity.
Revenue from its shipyard operations was SGD
754.6m ($559.9m), against SGD 843.4m.
The last boxship order won by Cosco Corp was in
early June, when it sealed a deal with CMA CGM
for a quartet of 3,300-teu vessels to be built at
Zhoushan.
SOURCE
The company has not disclosed the name of the
21
PURPOSE-BUILT: Rendering of an LNG bunker newbuilding
being worked on by NYK and Engie.
Photo: NYK
Duo’s initial unit will become world’s first purpose-built vessel on delivery in October
August 4th, 2016
French energy giant Engie and its shipping partner NYK have gone out to tender with shipyards
for a second purpose-built LNG bunker vessel
(LNGBV).
Those following the business say yards have
been invited to submit their proposals within
August for one vessel. They have been asked to
offer in on two sizes — one for a ship of over
5,000 cbm and a second vessel below this size.
The companies, which are also working in partnership with Japanese trader Mitsubishi Corp on
LNG bunkering, are understood to be looking a
Type C tank cargo solution but have not given
any detailed specifications or explained where
and how the vessel will be utilised.
Shipyards have been asked to give their best offers on delivery dates.
Engie and NYK are believed to have approached
yards in South Korea, China and Europe on the
new business.
A spokeswoman for Engie said: “We do not wish
at this stage to comment on this.”
The new tender comes just three months before
Korea’s Hanjin Heavy Industries is scheduled to
handover what looks set to become the world’s
first purpose-built seagoing LNG bunker vessel to
the trio of Engie, NYK and Mitsubishi Corp.
The 5,100-cbm vessel, which was contracted in
2014, was launched in July and is scheduled for
delivery in October. The LNGBV will use flexible
cryogenic hoses for cargo transfer operations
and is fitted with Type C cargo tanks. It will be
managed out of NYK Energy Transport (Atlantic)’s London office.
The vessel will be based at the Zeebrugge LNG
terminal in Belgium from where it will supply
LNG to foundation customer, United European
Car Carriers (UECC), which is in the process of
taking delivery of a number of LNG-fuelled vessels. Zeebrugge’s operator Fluxys took an
ownership stake in the ship last year.
But the UECC business is expected to account for
only around 10% of the LNGBV’s capacity. So last
year, the original owning trio set up Brusselsbased Marine LNG Zeebrugge to offer bunkering
services and tie up the rest of the vessel’s capacity.
LNG bunkering commitment
Early movers Engie, NYK and Mitsubishi have
previously indicated that they are in LNG bunkering for the long haul and intend to look at other
potential business opportunities in and outside
the Atlantic region.
The current tender would appear to indicate the
trio see fresh business for a second LNGBV.
Shipbuilders report active enquiry for LNG bunkering tonnage at present. They indicate the
22
demand centres on vessels of between 5,000
cbm and 7,000 cbm with individual specifications
dependent on terminal compatibilities and project requirements.
very, Clean Marine Energy’s US-built LNG bunker
barge is due to emerge in the US later this year.
But several also detail that the bulk of enquiries
are proving slow moving at present.
Two more dedicated vessels are scheduled for
delivery in 2017, one 6,500-cbm unit for Shell
and a second contracted by Anthony Veder
against project business.
Aside from October’s anticipated LNGBV deli-
SOURCE
HOW MANY SHIPS WILL STILL EMERGE FROM STX O&S?
But other brokers also indicate that signals from
owners with tonnage on order at the yard suggest that just shy of 20 vessels appear to be at
risk of cancellation. One puts this figure at 18
ships.
However, most stress that the negotiations on
these will depend on the details of each individual contract.
Fears also expressed that troubled shipbuilder
may be saved, adding to ongoing overcapacity
August 4th, 2016
A large chunk of the newbuildings on order at
South Korea’s bankrupt STX Offshore & Shipbuilding (O&S) may end up being built simply because their construction is physically far advanced
and substantial down payments have already
been made on the ships.
Some believe this could mean the prospect of
resales emerging from the yard as the shipbuilder moves to mitigate its losses.
Brokers say that to date only three 73,500-dwt
panamax products tankers for Greek owner
Pleiades Shipping have been confirmed as cancelled, with Frontline widely thought to have ditched its four VLCCs.
Question marks remain over orders backed by
other owners such as BP Shipping, BW Group
and Navig8, which have multiple ships contracted with the yard.
Brokers following the moves at the cashstrapped shipbuilder, who filed for bankruptcy in
early last month amid mounting debts and no
further leeway from its creditors, suggest that at
least 30 of the vessels in the yard’s 40-plus ship
orderbook are likely to be completed.
A stripped-down version of STX O&S, which laid
off a chunk of its workforce, was one of the few
Korean yards working this week, with the company opting to take its summer break earlier
than its larger competitors.
They detail that steel has been cut on these
newbuildings and large-scale equipment ordered
for them.
Former DSME senior marketing director YK Jang
has started his role as receiver for STX O&S. But
market watchers say attention is now focused on
an upcoming report from EY, which has been
23
tasked to produce a restructuring plan for the
yard by next month.
yard’s key subcontractors, STX Heavy Industries
Co, which makes engines and plant for STX O&S.
There are now concerns being voiced in shipbuilding circles that this could open the possibility of the yard surviving, albeit under court protection, compounding fears of yard overcapacity
in Korea during this period of newbuilding order
drought.
Reports in the Korean media say the court plans
to hire an accounting firm to carry out due diligence on the company. The results of this are
due in by the end of September. The engine manufacturer, which has been hit hard by its group
shipyard’s woes, has a deadline of 28 October to
file its rehabilitation plan.
On Monday, Seoul Central District Court started
the debt-restructuring programme for one of the
SOURCE
BMT NIGEL GEE TO DESIGN LNG FUELED DOEKSEN DUO
powered vessels, with at least a 30% reduction
in CO2 and 100% reduction in NOX/SOX.
AUGUST 3, 2016 — Triyards subsidiary Strategic
Marine has chosen Southampton, U.K., based
BMT Nigel Gee to design the two 70 m LNGfueled RoPax ferries that its Vung Tau, Vietnam,
shipyard is to build for Harlingen, Netherlands,
headquartered Rederij Doeksen under a EUR 44
million contracted awarded in April (see earlier
story).]
BMT will be responsible for concept through to
production design of the aluminum hull catamarans. The exterior and interior styling is being
performed by Netherlands designer Vripack.
The vessels are single fuel LNG, with both main
engines and generators running off the LNG
supply. The vessels will offer significantly lower
emissions than conventional steel and diesel
Ed Dudson, Technical Director of BMT Nigel Gee
says: "Winning this project with Strategic Marine
from an international tender process is excellent. This is an incredibly exciting project for us
to be working on - to develop these vessels with
such low emissions to operate in the Wadensee
is a fantastic opportunity. The vessels will be
built in aluminum to minimize weight, thereby
further reducing emissions. They will be the first
passenger vessels to have the new MTU 4000 series gas engine installed. Bow thrusters will be
run from stored power, recharged from shore
power. At 70 m long with a 17 m beam, the vessels will also have a very low operating draft of
2.5 m to facilitate operating in the Waddenzee,
an area of particularly shallow water. Maneuverability will be excellent with the use of azimuthing thrusters."
With the capacity to accommodate over 60 cars
and 600 passengers, the vessels will be designed
to interface with existing port facilities, withwind
generators and solar panels reinforcing their environmentally friendly credentials.
SOURCE
24
SALE OF STX FRANCE EXPECTED TO RESUME THIS MONTH
AMIDST THE ORDERING DOWNTURN, SOUTH KOREA HAS A NEW SHIPBUILDER
MITI UNVEILS INCENTIVES FOR SHIPBUILDERS
HYUNDAI SAMHO HEAVY INDUSTRIES WINS $180 MILLION ORDER TO BUILD 2
VLCC’S
NEW CHINESE ICEBREAKER WITH MORE POWER
RUSSIA INVITES CHINA TO INVEST IN ITS SHIPYARDS
ASENAV CURRENTLY BUILDS FERRIES FOR CHILEAN AND CANADIAN CUSTOMERS
PEMEX COULD SELL SPANISH YARD STAKE
COSCOCS SIGNS $18BN NEWBUILDING FINANCE DEAL
DSME’S LIQUIDITY SHORTAGE SET TO WORSEN
ORDER DOWNTURN BITES INTO JAPAN’S BIG SHIPBUILDERS
EIMSKIP TO ORDER NEW FERRY
YANGZIJIANG STAYS PROFITABLE IN DIFFICULT SHIPBUILDING MARKET
'SEVERAL' YARDS MULLED FOR MATSON ORDER
25
SHIP MAINTENANCE, REPAIR & CONVERSION
DE SCHEEPSBOUW IS IN NOORD (NOG) EEN SPRINGLEVENDE BEDRIJFSTAK
wordt om windmolens op zee te plaatsen. Vorig
jaar werd er door Damen nog een nieuw heliplatform op geplaatst.
Canadese meren
Damen Shipyard op het NDSM terrein in Amsterdam
Noord © Marc Driessen
De woningnood in Amsterdam is hoog. Daarom
wil de gemeente door de hele stad 50.000
nieuwe huizen bouwen - de plannen zijn vastgelegd in 'Koers 2025'. Wat moet daarvoor wijken? Een dagelijkse serie.
DOOR: LEX BOON 10 AUGUSTUS 2016, 12:20
Op de bodem van het acht meter diepe droogdok van Damen Shiprepair Amsterdam kun je
onder de schroef van de Northsea Rational doorlopen.
Op de NDSM-werf mag de scheepsbouwhistorie
van Amsterdam dan tot leven komen, maar ga
iets verder de haven in en je ziet een nog springlevende bedrijfstak. Op het terrein van Damen,
dat tot 2013 bekendstond als Shipdock, wordt
zestien uur per dag aan schepen gewerkt, in
ploegendiensten. En als het moet, gaat het 24
uur per dag door.
De werkdruk op de scheepswerf fluctueert sterk.
Gemiddeld werken er tussen 200 en 250 personen, van wie 125 in vaste dienst. Een deel van de
medewerkers komt uit het buitenland. "Iemand
die bereid is met een lastangetje in een dubbele
bodem te gaan liggen, is lastig te vinden in Nederland," zegt Schulting.
Vanuit deze hoek oogt de chemicaliëntanker als
een elegant geheel: de sierlijke lijnen van het
rood geverfde staal lijken eindeloos. En je weet
dat het zo is, maar toch lijkt het een klein wonder dat deze honderd meter lange tanker met
vier schroefbladen de wereldzeeën kan bevaren.
Een deel van het werk wordt gedaan in een grote, naar staal ruikende loods. Hier staan platenpersen, freesmachines en zijn overal lassers aan
het werk. Op dit moment wordt er elke twee
weken 280.000 kilo staal verwerkt tot gigantische elementen. Later dit jaar worden die in de
Canadese meren gebruikt om een nieuw olieplatform op zijn plek te krijgen.
Benzinehaven
Pijnlijke vraag
Tjeerd Schulting kwam hier achttien jaar geleden
als stagiair binnenlopen, nu is hij directeur. Tijdens een wandeling over de werf vertelt hij hoe
de Northsea Rational hier binnen twee weken
helemaal wordt opgeknapt. Hij wijst op de 144
meter lange Harbour First, die verderop ligt.
Het leven van een directeur bestaat uit veel praten, bellen en e-mailen, maar elke week probeert Schulting wel een rondje over de werf te
lopen: "Mooier wordt het toch niet."
Die chemicaliëntanker - Amsterdam is de grootste benzinehaven ter wereld - is al helemaal in
de verf gezet. Daarnaast ligt de GMS Endeavor,
een 71 meter lang hefplatform dat gebruikt
Hij geniet, wandelend over de bodem van Dok 4,
het 250 meter lange en 36 meter brede reuzendok van Damen. Zou de scheepswerf ooit plaatsmaken voor woningen, een optie die in Koers
2025 wordt opgeworpen? "Dat is een pijnlijke
vraag," zegt Schulting.
26
Hij vertelt over de historische banden van Amsterdam-Noord met de scheepsindustrie - ooit
was dit eventjes de grootste scheepswerf ter
wereld - maar hij zegt ook dat in 2028 een erfpachttermijn afloopt en de bestemming 'zware
industrie' dan komt te vervallen.
Cargill, aan de overkant van het IJ. Zolang dat
bedrijf er zit, is hier geen woningbouw mogelijk.
Schulting hoopt een eventuele verhuizing in elk
geval zo lang mogelijk uit te stellen. "Ik snap dat
er grond nodig is om huizen te bouwen. En zo'n
bedrijf binnen de Ring van Amsterdam, je weet
dat het niet voor eeuwig is."
Met alle betrokken partijen wordt nu gesproken.
SOURCE
Van invloed is ook wat er met de buren gebeurt:
SILVERSEA PRESENTS USD 170 MN FLEET REFURBISHMENT PLAN
year. With its gross tonnage of 28,258 tons, the
cruise ship has a length of 186 meters and a
width of 24.9 meters. It can accommodate 382
passengers and 302 crew.
Image Courtesy: Silversea Cruises
Monaco-based cruise company Silversea Cruises
has revealed a USD 170 million refurbishment
plan of its fleet, scheduled to start in 2016.
The refurbishment program includes three of the
company’s cruise ships, Silver Whisper, Silver
Wind and Silver Discoverer.
The second cruise ship is scheduled to enter dry
dock in October 2016 is Silver Wind. The 1995built ship has an accommodation space for 296
guests and 222 crew. Featuring a length of 156.7
meters and a width of 21.5 meters, this cruise
ship was last refurbished in 2013.
Silver Discoverer is the third ship scheduled to
undergo a transformation in October this year.
The cruise ship was also refurbished two years
ago. Silver Discoverer can accommodate 120
guests and has a gross tonnage of 5,218 tons.
SOURCE
Built in 2001, Silver Whisper will undergo a makeover that will take place by the end of this
27
NAVAL
KANGNAM TO BUILD MINESWEEPERS SHIPS IN INDIA
By Aiswarya Lakshmi
Sunday, August 07, 2016
capability. Its existing mine counter-measures
force consists of six vessels bought from the
erstwhile Soviet Union in the late 1970s.
It requires 24 minesweepers. Mital said infrastructure was being scaled up swiftly at the
shipyard to kick off the construction of the ships.
RAdm Shekhar Mital NM, CMD, GSL explaining "Make in India vision of GSL" to the PM. Photo: Goa Shipyard Limited
South Korea's Kangnam Corporation will jointly
build 12 mine countermeasure vessels (MCMV)
in India in collaboration with India's state-owned
Goa Shipyard Limited (GSL), reports Hindustan
Times.
Kangnam will transfer technology and help in the
production of the MCMVs. However, no details
of the business arrangement between the South
Korean company and GSL is known.
After absorption of technology from Kangnam,
the shipyard will be able to build these MCMVs
on its own at a later stage, a GSL source said.
The project comes under under the Modi government’s Make in India programme and is likely to cost more than Rs 32,000 crore ($4.8 billion).
MCMVs use specialized composite material and
high grade steel and are equipped to detect all
kinds of underwater mines. The Indian Navy
operates around six aging Russian made MCMVs.
“We are in the final stage of concluding the contract. It should be done in three to four weeks,”
Hindustan Times quoted GSL chairman Rear Admiral Shekhar Mital as saying.
Indian Navy has a total requirement of 24
MCMVs and there will be an additional order of
12 MCMVs to top the current order of 12
MCMVs.
The navy needs to fill gaps in its mine warfare
SOURCE
POSCO DAEWOO SUPPLIES PARTS TO INDONESIAN SHIPBUILDER
28
SUPER & MEGA YACHTS
SEAXPLORER 65 DESTINED FOR 2019 DELIVERY
Lloyds Polar Class 6, making it capable of breaking ice. (Note that there’s a difference between
actually breaking and navigating through ice.
Most expedition yachts meant for ice travels are
only intended to push away thin, already broken
surfaces.) Furthermore, the SeaXplorer 65 will
meet a new regulatory standard, the IMO Polar
Code. Going into effect next January, the Polar
Code protects vessels and their passengers as
much as the environment.
AUGUST 4, 2016
DIANE M. BYRNE
Less than a year after the Damen SeaXplorer range became public, hull number one has an
owner. A SeaXplorer 65, measuring 216 feet
(65.9 meters), will start cruising in about three
years’ time.
The SeaXplorer line is for those who yearn to visit much more than the typical megayacht destinations. (Damen markets and sells the range
via Amels, since it’s the parent company of the
yacht builder.)
The yachts, which range up to 328 feet (100 meters), are true expedition yachts, for venturing
into both polar and extreme tropical locales. In
fact, with styling by Azure Yacht Design, the SeaExplorer employs a hull that Damen uses for the
offshore energy industry. The hull further meets
In keeping with the expedition idea, the SeaXplorer 65 will be able to stay self-reliant up to 40
days. She’ll treat the owner and guests to superyacht style, too, of course. No information is
yet available on the general arrangement and
decor for hull number one. Generally, however,
the SeaXplorer 65 accommodates 12 in the
owner’s party and 20 crewmembers. Buyers can
arrange the rooms as they so wish, with their
choice of designer as well. For shore spotting,
whale watching, and more, Damen and Amels
encourage including an observation lounge. It’s
an ideal complement to the included crow’s
nest. A variety of toys and support craft, ranging
from helicopters to personal subs, can stow
aboard, too.
SOURCE
29
OIL & GAS, OFFSHORE ENERGY, DEEP SEA MINING
SBM OFFSHORE UIT HET DAL
Door Nico Inberg op 11 aug 2016
afgevallen
is.
Ruim drie
weken
geleden verblijdden de Schiedammers, of zullen we
zeggen Monegasken, de achterban met de
boodschap dat de smeergeldaffaire in Brazilie
definitief achter de rug was.
Terug in de doofpot
De halfjaarcijfers van SBM werden lijdzaam afgewacht vandaag. De koers sloot onveranderd
op bijzonder laag volume. Nabeurs zat ik zo eens
te zoeken op headlines inzake de cijfers en wat
ik tegenkwam zag er niet best uit.
Schreeuwende koppen als 'Omzet gekelderd' en
'Fors minder winst' leken een sombere boodschap uit te dragen. Nadere bestudering van het
persbericht stemt mij echter een stuk vrolijker.
Er kan zelfs 150 miljoen euro vanaf voor de inkoop van eigen aandelen.
De punten uit de goednieuwsshow maar even op
een rijtje. Houdt u vast:







Aandeleninkoopprogramma van 150 miljoen euro
Kostenbesparingen van 270 miljoen dollar
Omzet volgens verwachtingen
Nettoschuld verlaagd naar 3,1 miljard
dollar
2 schepen afgeleverd en derde onderweg
Winst per aandeel van 0,31 dollar
Er komt een nieuwe CFO
Het mocht wat kosten, maar voor de lieve som
van 274,8 miljoen dollar wordt de hele zaak
weer terug in de doofpot gestopt. Euforie bij beleggers, en voor een deel terecht, want de
smeergeldaffaire hing natuurlijk als een donkere
wolk boven het aandeel. Je weet nooit welke
kant het balletje uiteindelijk oprolt, en nu weten
we in ieder geval wat de maximale schade is.
Terug naar de realiteit dus. Nieuwe opdrachten
voor de bouw van FPSO's zullen voorlopig nog
wel even uitblijven bij olieprijzen van rond de 40
dollar, maar de bestaande schepen brengen genoeg geld in het laatje om de zeven magere jaren uit te zitten.
Belangrijk voor SBM Offshore is dat de nettoschuld binnen de perken blijft. In dat kader is
het gewaagd om 150 miljoen euro voor de inkoop van eigen aandelen opzij te zetten, maar
dit douceurtje wordt goedgepraat om reden dat
'beleggers een moeilijke tijd hebben gehad' bij
SBM Offshore de afgelopen jaren.
(Geen) Nieuwe orders
Het aantal nieuw ontvangen orders dat binnenkwam in het eerste halfjaar is zo goed als nihil.
Bij de FPSO's was er een backlog (orderboek) van
18,9 miljard dollar eind 2015. Minus de omzet
dit eerste half jaar (939 miljoen dollar) staat de
backlog nu op 18 miljard dollar. Niets bijgekomen dus.
Uiteraard ben ik wat schertsend maar je merkt
aan alles dat met het bereiken van de schikking
er een enorme last (letterlijk) van de schouders
30
Die laatste zin is mooi hé. SBM remains disciplined in its commercial approach to new projects.
Geen enveloppen met geld meer via smoezelige
tussenpersonen dus. Benieuwd of het zo ook
lukt opdrachten te scoren. Voorlopig nog niet zo
te zien.
Nettoschuld
Bij de Turnkey-projecten gaat het al even beroerd. Backlog was daar eind 2015 0,5 miljard
dollar, en een half jaar later nog 0,3 miljard dollar. Waarde van de nieuwe orders: 48 miljoen
dollar.
Het wordt een uitgekauwd verhaal, maar niet
minder relevant voor SBM Offshore. Iedereen
stelt zijn opdrachten en investeringen uit zolang
de olieprijs niet significant boven de 50 dollar
uitkomt.
Waarom zo positief?
Waarom dan toch zo positief? De huidige contracten voor de uitgeleende FPSO's zorgen vanaf
medio 2016 voor een positieve cashflow. Op velerlei gebied zijn kostenbesparingen doorgevoerd, personeel is afgevloeid en gaat afvloeien,
waardoor de druk voorlopig zo goed als van de
ketel is.
SBM vertrouwt verder op haar solide reputatie
en is niet van plan die opnieuw op het spel te
zetten. CEO Chabas hierover:
"In addition, we are building on our proven track
record of on time delivery through investments
in our Fast4ward initiative actively positioning
the Company to remain the provider of choice in
the floating solutions business. The importance
of experienced and reliable contractors takes
center stage. SBM Offshore remains disciplined
in its commercial approach to new projects in
order to mitigate risks which could adversely impact the Company in the years ahead.”
Als laatste nog even een blik op de schuldpositie.
Ik schreef drie weken geleden al dat SBM vrij
veel bewegingsruimte kreeg van haar financiers.
Het verschil in boekhouden tussen directional en
IFRS komt ook hier weer duidelijk naar voren.
Volgens de door SBM gehanteerde directionalmethode is er een nettoschuld (rentedragende
schulden minus kaspositie) van 3,1 miljard dollar. Op basis van IFRS is die nettoschuld echter
5,2 miljard dollar. Ligt de waarheid in het midden?
Ik denk het. Nadere bestudering leert dat er voor
5,2 miljard dollar aan rentedragende schulden
uitstaan, dat SBM een kaspositie heeft van 1,039
miljard dollar en nog een kredietruimte heeft
van 1,082 miljard dollar bij de banken. De gemiddelde rentevoet bedraagt 4,5%.
Het aandeleninkoopprogramma gaat morgen
meteen beginnen en moet tegen het einde van
het jaar afgerond zijn. SBM koopt voor 150 miljoen euro aandelen in, gedurende een periode
van 4,5 maanden. Dat zijn ruim 100 handelsdagen, dus per dag betekent het dat er voor 1,5
miljoen euro aan aandelen worden gekocht.
Dat is een aardig steuntje in de rug. Mijn gedachten zouden toch in eerste instantie uitgaan naar
het terugbrengen van de schulden, al is zo'n 150
miljoen euro slechts een druppel op de gloeiende plaat. Ik bedoel, er komt geen order binnen
en de kostenbesparingen en ontslagen zijn aan
de orde van de dag.
Maar kennelijk is er het management veel aan
gelegen de beleggers nu eens flink in de watten
te leggen. Waarvan akte.
SOURCE
31
OOS INTERNATIONAL ORDERS TWO SSCV’S IN CHINA
N.B. totale investering richting de 1 miljard Euro (RD)
Between projects the vessels will have a transit
speed up to 12 knots.
They will provide hotel services for 750 people,
in mainly single and twin cabin. These hotel services will be utilized during the preparation work
prior to the execution of actual heavy lifting projects
AUGUST 4, 2016 — In what it calls a "quantum
leap within the offshore & heavy lift industry,"
Serooskerke, Netherlands, headquartered Holding OOS International Group B.V. yesterday
confirmed that it has signed a fixed contract for
the engineering and construction of two new
semi-submersible heavy lift & accommodation
vessels —OOS Serooskerke and OOS Walcheren— with China Merchant Industry Holdings.
They will be built at the CMHI (Jiangsu) shipyard
in Haimen, China, and will be similar to the company's 138 m x 81 m DP3 Semi-submersible Crane/Construction/ Accommodation Vessel OOS
Gretha, delivered by CIMC Raffles in 2012.
"Today's Oil & Gas economic situation does not
hold us back," said Leon Overdulve, founder and
owner of Holding OOS International Group BV.
"The fact that we decided to continue with our
plans by introducing niche products to the Oil &
Gas/Wind Industry in the current market situation, shows our strong long-term commitment, as
well our trust in this great novel concept."
OOS says that by proving both hotel and heavy
lift capability simultaneously, the vessels offer a
new turnkey solution for the oil & gas/offshore
wind market and that their technical and commercial benefits have been demonstrated by its
first SSCV, OOS Gretha, presently working for Petrobras, in Brazil.
The SSCVs will be equipped with a state-of-theart enhanced dynamic positioning class 3 (DP3)
system from Kongsberg.
Kongsberg will also provide system switchboards, frequency converters, automation, navigation & DP systems, radio and satellite communications, networking and on board entertainment, safety technology and monitoring components such as the advanced helideck system.
Separately, Kongsberg Maritime reported today
that it had signed EPC contracts with China Merchants Heavy Industries (CMHI) relati worth more than NOK 520 million, covering deliveries to
the two vessels.
Kongsberg Maritime together with its wholly
owned subsidiary Kongsberg Maritime Engineering (KME) will execute the project.
OOS will equip the new SSCVs with two Huisman
heavy lift cranes, with a total dual lifting capacity
of 4,400 tons per vessel.
KME will provide all engineering, procurement
and project management while Kongsberg Maritime will supply a "Full picture system" delivery.
The cranes can be utilized for the (de) commissioning of subsea structures, foundations,
moorings, floating and heavy lift platforms for
offshore wind structures in deep water.
The Kongsberg contracts include supply and integration of the electrical, telecom and integrated control systems, project management, interface management and engineering services at all
stages. In addition, a significant technology sco32
pe of supply includes; switchboards, frequency
converters, automation, navigation & DP systems, radio and satellite communications, networking and on board entertainment, safety
technology and monitoring systems such as the
advanced environmental monitoring system.
Maritime.
The engineering and construction phase is estimated to be three years for the first vessel with
the delivery of the second vessel coming nine
months later."
We are very pleased that we can supply a tailor
made EIT (Electrical, Instrument and Telecom)
solution for the shipyard and owner with a large
scope of both in-house and procured technology," says Egil Haugsdal, President, Kongsberg
OOS Prometheus & OOS Gretha in Brazil
SOURCE
OSV ORDERBOOK TOTALS ‘$5.5BN’
“Big data” says the answer is $6.8bn. But this is
in terms of market value, not original yard prices, and only if willing sellers could actually find
willing buyers to flip the ships after delivery.
The estimate is according to the algorithms at
UK-based VesselsValue, which is the maritime
data-provider and counterpart to sale-andpurchase (S&P) specialist Seasure Shipbroking.
Subsea 7 newbuilds fitting out at HHI yard in Ulsan,
10/11/’15. Source: Getty Images
Even the experts cannot predict how many of
the hundreds of offshore orders will be delivered on time this year — but one daring analyst
has pegged their current market value
August 4th, 2016
by Darrin Griggs in Oslo
This year’s huge global orderbook of 500 offshore support vessels (OSVs) has been casting a dark
shadow over the oil-services industry.
The sector is already struggling mightily with
oversupply, but what are all these newbuildings
actually worth in today’s harsh downturn?
So far in 2016, offshore shipowners have taken
delivery of 93 OSVs with an estimated market
value of about $1.33bn, while the 407 ships still
scheduled for delivery this year alone are said to
be worth $5.5bn, according to VesselsValue.
Again, these are market values and not original
yard prices when the ships were ordered about
two years ago or more.
Apart from the 500 ships, a further 107 newbuildings now estimated to be worth $1.9bn are due
for delivery in 2017.
The 2016 ships are made up of anchor handling
tugs (AHTs), anchor handling tug supply (AHTS)
vessels and platform supply vessels (PSVs), so
other specialised assets, such as subsea ships,
33
are excluded.
Of the 407 ships still to be delivered this year,
there are 11 AHTs worth $206m, 177 AHTS vessels worth $1.8bn and 219 PSVs worth $3.5bn,
analysts at the data specialist tell TradeWinds.
In terms of the overall decline in offshore vessel
values, the estimates tend to vary widely in the
market from 30% to 70%, depending on time
frame, the OSV type, and the source of the estimate.
VesselsValue — which has made its name in valuing commercial vessels such as LNG, boxships,
tankers, dry cargo and so on — tells TradeWinds
it is unable to estimate a percentage value decline for 2016’s 500 ships, as it does not track original yard prices to make an accurate comparison.
considered “options” with a “refund” of $31m in
payments pending. This makes six committed
ships, seven optional and four already delivered,
which would account for the 17 figure.
VesselsValue lists the 17 vessels as having a current market value of $269m. However, for a
stark contrast, this should be compared with Tidewater’s filing, which says just six deepwater
PSVs represent a total commitment of $251m
with the builders.
It should also be noted that newbuilding “slippage” has traditionally been a major factor in the
offshore market.
This has been true in good times, when overstretched yards have been unable to meet deadlines, and also now in bad times, when
shipowners’ financing is highly problematic.
Fall in newbuildings
‘Bumper year’
However, based on data provided as historical
orderbooks (see table 1, far right), TradeWinds
has compared the orderbook for 2014’s scheduled deliveries with the 2016 orderbook by ignoring the vessel count and by dividing the suggested values by total gross tons (gt).
Some analysts, like those at DVB Bank, have
been expecting a slippage rate in the OSV orderbook of about 50% from this year onward, so it is
questionable how many of the remaining 407
ships, scheduled to come out in 2016, will end
up in the hands of their original clients or on the
water.
This rough estimate resulted in a decline of
about 15% in two years for newbuildings — from
$2,747 per gt in 2014 to $2,344 per gt in 2016,
these values are again only figures for AHTs,
AHTS vessels and PSVs.
In terms of value and not vessel number, among
the top shipowners to take delivery this year are
Vroon Offshore Services with six ships, Tidewater with four, Edison Chouest Offshore with
three and Bourbon Offshore with one (see table
2, far right).
VesselsValue lists the world’s largest OSV owner,
Tidewater, with 17 orders associated with 2016
deliveries.
According to its latest earnings filings, Tidewater
lists capital “commitments” on just six ships but
it points out in footnotes that seven orders are
Miles Cole, head of offshore for VesselsValue,
tells TradeWinds that 2016 is a “bumper year”
for scheduled OSV deliveries but he agrees that
some of the remaining 407 are likely to be delayed or some may be laid up immediately upon
delivery.
“There will of course be slippage for the vessels
that are due to be delivered later this year, and
we can only wait and see when these vessels
turn up on the water,” said Cole.
“In terms of value, of course, every sector is a
delicate balance between supply and demand.
“With the winter months looming ahead for the
offshore industry, during which production typically falls, an additional 407 vessels would increase the number of idle OSV vessels, push down
34
rates and in turn lead to a further decrease in
OSV market values.”
SOURCE
INLAND SHIPPING (BINNENVAART)
DIESELELEKTRISCH VAREN TUSSEN HENGELO EN ROTTERDAM
voor rekening van de ondernemers zelf.
Naast de bij de bouw in 2009 reeds geïnstalleerde 1.250 kW sterke Mitsubishi hoofdmotor, is op
de schroefas een elektromotor van 350 kW geïnstalleerd. Het betreft een holle-as permanentmagneetmotor van de Finse firma Visedo. Daarnaast staan na de ombouw op het voorschip
twee generatorsets met Volvo Penta D13dieselmotoren, één generatorset van 280 kW en
één van 350 kW.
Binnenvaartschip Borelli voert dieselektrische containerlijndienst. © The Blue World
Jan Spoelstra
dinsdag 9 augustus 2016
 Twee generatorsets
 18 % besparing
Dieselelektrische voortstuwing is niet langer alleen een efficiënte en schone technologie voor
grote cruiseschepen, offshore schepen of baggerschepen die toch al een groot hotelbedrijf of
andere apparatuur van stroom moeten voorzien.
Sinds enkele weken biedt het ook een uitkomst
voor een binnenvaartschip dat met zo’n honderd
containers heen en weer pendelt over Nederlandse binnenwateren.
Het betreft de Borelli (110 x 11,45 m), die sinds
kort dieselelektrisch op zijn containerlijndienst
tussen Hengelo en Rotterdam vaart, nadat ze dit
voorjaar in Sliedrecht door Visscher Scheepsreparatie, Koedood Scheepsmotoren en eL-Tec
Elektrotechnologie een uitgebreide refit onderging. Deze innovatie is voor een deel tot stand
gekomen door een subsidie van de provincie
Overijssel en het EICB (Expertise en Innovatie
Centrum Binnenvaart), maar het grootste deel
van de ruim € 500.000 kostende ombouw kwam
De Borelli heeft een dieselelektrische aandrijving met twee
generators. Wellicht gaat het hybride binnenvaartschip in
de toekomst ook weer op de Rijn varen.
‘Wanneer we rustig over het niet-stromende water van het Twentekanaal varen, draait alleen de
280 kW-generatorset’, legt mede-eigenaar van
het schip Patrick Hut uit. ‘Daarmee voorzien we
de elektrische voortstuwing, het hotelbedrijf aan
boord, de boegschroef en de koelcontainers aan
boord van stroom.’
Flink manoeuvreren
Het is indrukwekkend dat de Borelli met een motor op basis van een gemiddelde vrachtwagenmotor ruim 100 TEU (100 twintigvoetscontai35
ners) kan verplaatsen. ‘Wanneer we echter flink
moeten manoeuvreren en de boegschroef moeten gebruiken om een rivier op te draaien, schakelen we de 350 kW-genset bij voor de boegschroef’, aldus Hut. ‘Stroomafwaarts richting
Rotterdam varen we weer op de kleine genset
en over de rivieren naar Hengelo toe varen we
op de 350 kW-genset stroomopwaarts.’
De Borelli bespaart zo brandstof, omdat het
schip altijd op één motor vaart die op zijn meest
efficiënte toerental draait. Wanneer je de
hoofdmotor afwisselend bij verschillende en te
lage toerentallen laat draaien, is dat niet efficient.
Volgens Remko Leinenga, manager maritiem bij
el-Tec elektrotechnologie uit Hattem, is bij het
uitleggen van de elektrotechnische installatie en
de vermogens van de generatorsets heel nauwkeurig gekeken naar het diverse vaarprofiel tussen Hengelo en Rotterdam. Daarom heeft het
schip nu ook een elektrische, 440 kW sterke
boegschroef. ‘In de Rotterdamse haven moet het
schip veel wachten, maar het is wel vereist om
de boegschroef stand-by te houden. Vroeger liet
je dan een grote dieselmotor die de boegschroef
aandrijft stationair draaien, nu haalt deze zijn
stroom van een kleine generator. Wanneer het
schip afgemeerd ligt, haalt ze stroom voor het
hotelbedrijf uit een accupakket.’
Valt na drie weken varen al iets te zeggen over
de beoogde 18 % brandstofbesparing? ‘We zijn
verbaasd over het lage vermogen dat we nodig
hebben’, vertelt Hut. ‘Tot nu toe hebben we echter nog maar één keer gebunkerd, dus ik kan nog
geen harde cijfers noemen. Ook waren de rivieren nogal onrustig met de grote hoeveelheden
regen die in juni en juli zijn gevallen. Een goede
vergelijking met de oude situatie valt nog niet te
maken.’
Het schip vaart nu tussen Hengelo en Rotterdam
met maximaal 1.500 ton lading verdeeld over
100 TEU (twee lagen) tot maximaal 150 TEU (drie
lagen). Het Twentekanaal zorgt voor de nodige
restricties in mate van belading. Het schip is echter ooit ontworpen om met vijf lagen containers
en 3.000 ton lading de Rijn op en af te varen. Dat
is volgens Hut ook de reden waarom de grote
hoofdmotor binnenboord is gebleven. ‘Het valt
niet uit te sluiten dat we dat in de toekomst
weer gaan doen.’
Hut besluit met een laatste configuratie waarin
het schip kan varen. ‘Als we met 3.000 ton de
Rijn op varen, staat de hoofdmotor ingeschakeld, drijft diesel-direct de schroef aan en fungeert de elektromotor als dynamo voor alle elektrische installaties aan boord.’
SOURCE
Opvallend laag vermogen
36
SHIPPING, PORTS, FINANCE, OTHER GENERAL NEWS
IT’S HIGH SUMMER FOR CRUISE BUSINESS
There is no surplus of yard capacity to push asset
values down. In cruise, there are only a handful
of active yards that can build vessels to the standard required, and any owner wanting to take
delivery of a new cruiseship will have to wait until after 2020.
The AIDAPRIMA on her maiden call to Rotterdam, 19/4/’16.
The only way shipping executives are going to
get even close to a booming market this year is
through a cruise
August 4th, 2016
by Adam Corbett in London
Shipowners and operators who want to experience a successful shipping sector might consider taking on a long, lazy cruise vacation this
summer.
Any executive holidaying on a ship like the stateof-the-art Aidaprima — sipping cocktails in its
patio bar where customers can while away the
hours enjoying the same view as the master —
could not help but think there is a lot to be envious of in this business.
The dry bulk and containership sectors continue
to be mired in recession, and now even tankers
are teetering on the brink of a downturn for the
foreseeable future.
But cruise is where it’s all happening.
In terms of capital expenditure, it is the most active market. Cruiseship ordering is up 172% this
year compared to 2015. In the main merchantshipping markets, investment is down 63%, according to figures from broker Clarksons.
And it is also in cruise where there is cash to apply the environmental technology of tomorrow
— from air lubrication systems, LNG-powered
propulsion to waste-heat recovery systems.
New contracting in the sector is generally planned, structured and strategic — and aimed at a
market where there is a potential avalanche of
new business to be tapped from the 280 million
‘affluent’ Chinese population expected to emerge by 2020.
Niche areas such as Polar cruising are also emerging.
In the unlikely event that demand slips, fresh business can always be drummed up through marketing and consumer-oriented innovation.
Compare that to merchant shipping, where
ownership is fragmented and recent investment
is opportunistic, simply taking advantage of a
glut of yard capacity and discounting.
The Chinese factor in cargo transport has largely
peaked, leaving owners and operators with no
influence on demand, which is largely dictated
by global economic factors.
The cruise business is certainly giving merchant
ship operators a lot to reflect on. Let’s hope it
does not spoil their summer holidays.
SOURCE
37
ALPHALINER: BOXSHIP ORDERBOOK RATIO DROPS LIKE IT’S 1999
4 aug 2016
dered, compared to the 2.3 million TEU ordered
during the whole of 2015.
The decline was in part attributed to the IMO
NOx Tier III requirements, which apply to all vessels with a keel-laying date on or after 1 January
2016. This deadline has promted many owners
to rush and place orders last year, just before
the new regulations took effect.
Image Courtesy: MSC
The containership orderbook, measured as a
percentage of the existing fleet, has fallen to its
lowest level since 1999, and is expected to slide
further in the near term, according to Alphaliner.
Namely, the current orderbook-to-fleet ratio
plunged to 17.1% from the peak of 64% recorded at the end of 2007, when the booming container shipping market triggered an ordering binge.
The orderbook ratio has been in steady decline
since 2008, although the placement of orders for
18,000+ TEU ships by Danish shipping giant
Maersk sparked off several minor waves
of competing orders by rival carriers, Alphaliner
said.
While low in relation to the overall container fleet, the ratio is largely imbalanced, depending on vessel category.
It reaches 56% for ships over 10,000 TEU, against
only 4.5% for ships below that size.
SOURCE
In the first seven months of 2016, only 202,000
TEU of new containership capacity were or-
CRUISE SHIPS A BEACON FOR GERMANY’S KFW IN DIRE SHIPPING MARKET
38
EUROPE (INCL. TURKEY & RUSSIA)
NEDERLAND (THE NETHERLANDS)
NIEUWENHUIJSEN BRANCHEWINNAAR IN CATEGORIE SCHEEPSBOUW VAN DE
BUSINESS SUCCES AWARD 2016
03.08.2016
Nieuwenhuijsen Scheepsbouw is door het Business
Succes
Award-instituut
verkozen
tot branchewinnaar van de categorie “Scheepsbouw 2016” op basis van bevindingen als “meest
innovatieve onderneming, beste in bouw en beste in zakelijke dienstverlening.” In totaal zijn er
10 verschillende branchewinnaars genomineerd
die in januari 2017 strijden om de hoofdprijs: de
Nationale
Business
Succes
Award
2016. Nieuwenhuijsen uit haar dank aan alle relaties en roept u alvast op, wanneer het moment
daar is, om eventueel te stemmen.
is aan het team en, ten tweede, het ontwikkelde
Operational Excellence. Hierin staat de gehele
verslaglegging van alle uren en materialen vermeld, die dagelijks de onderneming up-to-date
houden.
In veel bladen, zoals De Telegraaf, Elsevier, Algemeen Dagblad, Financieel Dagblad, Nu.nl en
Quote is aandacht besteed aan de landelijke bekendmaking van de prestatie. Zondag 31 juli jl.
is op RTL 7 een uitzending geweest over de verkiezing. U bekijkt hieronder het uitgebreidere interview met Nieuwenhuijsen.
VIDEO
Nieuwenhuijsen stelt dat het succes te danken
VAKBONDEN: SCHEEPSBOUWER ROYAL IHC BEREIDT NIEUWE REORGANISATIES VOOR
Tjabel Daling
Scheepsbouwer Royal IHC bereidt nieuwe reorganisaties voor. De orderintake over 2016 verloopt zo teleurstellend dat het bedrijf tal van
nieuwe maatregelen heeft aangekondigd, waaronder nieuwe reorganisaties bij diverse bedrijfsonderdelen. Daarbij lijken zeker meer dan honderd arbeidsplaatsen te zullen verdwijnen, stellen de vakbonden.
Royal IHC gaat alle externe adviseurs wegsturen,
openstaande vacatures niet vervullen, en de
overheadkosten terugdringen. Dat laatste duidt
erop dat ook kantoorpersoneel en managers
mogelijk voor hun baan moeten vrezen.
reorganiseren. Duizend flexbanen werden geschrapt, plus 487 vaste banen, al is die laatste
reorganisatie nog niet helemaal voltooid. ‘Ik
verwacht dat IHC nog meer handjes gaat vervangen en het accent zal leggen op het doorvoeren
van kostenbesparingen’, zegt bestuurder Marry
van der Stel van FNV Metaal. ‘Het wordt een
roerige tijd.’
Maandag maakte de op een na grootste Nederlandse scheepsbouwer bekend dat topman Bram
Roelse per 1 september terug zal treden. Roelse
was pas in april 2014 begonnen als ceo. Het
heeft er alle schijn van dat zijn vertrek niet vrijwillig is.
Ingrijpen aan kosten- en uitgavenkant
Vorig jaar moest het concern ook al ingrijpend
39
Door de crisis in de olie- en offshoresector viel
de nettowinst vorig jaar terug van €123 mln
(2014) naar €29 mln. In een interne mededeling
aan het personeel kondigde Royal IHC kondigde
begin juli zelf aan dat ingegrepen moet worden
aan de kosten- en uitgavenkant om te voorkomen dat 2016 met verlies wordt afgesloten.
De reformatorische vakbond RMU, FNV Metaal
en CNV Vakmensen verklaren desgevraagd tegenover het FD dat er nieuwe reorganisaties op
stapel staan bij Sas Offshore, bij machinefabriek
Fabrication in Kinderdijk en bij IHC Hytop in
Sliedrecht. Het laatste bedrijf levert hydraulische
aandrijfsystemen voor de sectoren bagger, offshore, scheepsbouw, petrochemie en de industrie. Voorts vreest RMU dat de productie van
Beavers, standaard-baggerschepen, naar het
buitenland gaat verdwijnen.
Zeer matige orderintake
Op 4 juli heeft Royal IHC het personeel uitgelegd
hoe ernstig de situatie is. De orderintake blijft
stevig achter bij de verwachtingen. Tot begin juli
waren er voor €225 mln aan nieuwe orders binnengekomen, terwijl het concern uit Sliedrecht
van €650 mln was uitgegaan.
De scheepsbouwer stelde in een brief aan het
personeel dat de gedaalde olieprijs het concern
nog steeds parten speelt. Oliemultinationals investeren daarom niet in nieuwe bagger- en offshore-schepen. ‘Aan de baggerkant merken we
dat het langer duurt voordat klanten een order
plaatsen. Ook is er sprake van stevige concurrentie’, aldus Royal IHC.
Vakantiedagen
Verplaatsing naar buitenland
Ook zijn de vakbonden bevreesd dat (andere)
bedrijfsonderdelen naar het buitenland worden
verplaatst of werkzaamheden worden uitbesteed. Royal IHC wil niet reageren op de zorgen
van de vakbonden. Volgende week en de week
daarop hebben bonden en concern overleg over
de situatie.
Bij SAS Offshore, gevestigd in Alphen aan den
Rijn, staan volgens de vakbonden enkele tientallen banen op het spel. SAS Offshore was tot voor
kort onderdeel van het Braziliaanse technologiebedrijf Brastec, maar is begin 2015 in handen
gekomen van Royal IHC.
Volgens bestuurder Chris Baggerman van vakbond RMU heeft de scheepsbouwer en leverancier van gespecialiseerd baggermaterieel de eigen medewerkers meegedeeld dat de activiteiten van Fabrication sterk worden afgebouwd.
Hoogstens 15 van de 75 medewerkers zouden
hun baan behouden.
Het maritieme concern uit Sliedrecht gaat het
personeel vragen zoveel mogelijk adv- en vakantiedagen op te nemen. Het aantal ingeleenden
en zzp’ers wordt tot een maximum beperkt,
evenals de uitgaven voor onderzoek en ontwikkeling (r&d). Niet-urgente investeringen worden
stopgezet en per afdeling wordt in kaart gebracht welke uitgaven kunnen worden teruggeschroefd.
Chris Baggerman van vakbond RMU maakt zich
zorgen over de situatie bij Royal IHC. Van sommige nieuwe maatregelen ziet hij de noodzaak
in, maar op sommige punten zijn er ook twijfels.
‘Het vertrek van externe adviseurs en het terugdringen van de overheadkosten zijn belangrijke
stappen voorwaarts. Maar een besparing op het
r&d-budget is het paard achter de wagen spannen. Continue investeringen in onderzoek en
ontwikkeling zijn juist voor een dynamisch bedrijf als IHC een absolute must.’
SOURCE
40
ROYAL IHC ANNOUNCES CHANGE TO BOARD OF DIRECTORS
sory Board is extremely grateful for this and his
enormous contribution to IHC over the past 16
years.
Bram Roelse. Source: Royal IHC
Dave Vander Heyde. Source: Royal IHC
08 August 2016
Royal IHC has announced that on 1 September
2016 Bram Roelse will step down as CEO. On
that date Mr Dave Vander Heyde will be appointed by the Supervisory Board as the company’s
new CEO.
During his time in this role, Mr Roelse has used
his in-depth knowledge and experience
to determine and roll out the IHC2020 strategy
under difficult market conditions. The Supervi-
For the sake of continuity in policy and execution, Mr Dave Vander Heyde will start as CEO on 1
September. He has been CFO at IHC since 2011.
Accustomed to the challenges the company is
facing, his experience will be an invaluable asset
in his new role.
SOURCE
Kruisverwijzing, 1x klikken om te openen.
DUITSLAND (GERMANY)
Nicholas Brautlecht
August 3, 2016


Cruise vessels make up half of No. 3 ship
lender’s book
China banks entering European shipping
with ‘unbeatable terms’
The call of the Caribbean is proving irresistible
for Germany’s KfW IPEX, the development bank
that funds the shipbuilding industry.
After lending 1.1 billion euros ($1.2 billion) to finance pleasure ships last year, including part of
the funding for two new Royal Caribbean Cruises
Ltd. vessels built in Germany, KfW IPEX
is preparing to fund yet more cruise liners, earmarking a total 2.8 billion euros in new shipping
loans this year. More than half of its 16 billioneuro maritime loan book is now devoted to crui41
se ships.
With passenger numbers rising at an annual rate
of 4.5 percent, the global cruise industry is one
of the few bright spots in a shipping market
awash with debris after eight years of crisis in
the container segment. It also offers European
shipbuilders an opportunity to steal a march on
Chinese competitors, who are still several years
behind technologically in this corner of the market, Carsten Wiebers, the global head of KfW
IPEX’s maritime industries business, said in an interview.
“We don’t expect the Chinese to reach a standard in the next five to six years that can rival international cruise ship companies in existing
markets,” said Wiebers, 53, who has led KfW’s
maritime funding for 18 years. “There’s little risk
that the cruise industry will see overcapacity,
which is a very heavy burden for other shipping
segments.”
10 percent over the past seven years, cruise
ships accounted for 30 percent of new shipping
loans last year. Commitments included two new
liners for Miami, Florida-based Royal Caribbean,
which controls about one-quarter of vessel capacity in the North American and European markets. Those contracts are for 12-year terms with
a “considerable portion” syndicated with an international banking consortium, according to
Frankfurt-based KfW, which declined to disclose
further details.
Industry Booming
The industry is booming in Europe, where top
shipyards including Germany’s Meyer Werft
GmbH and Italy’s Fincantieri SpA are working to
capacity to fill orders similar to Royal Caribbean’s $1 billion Ovation of the Seas that has been
cruising around Asia, Australia and Europe since
its delivery in April.
To lure as many as 4,180 passengers on board,
the super-cruiser boasts a capsule on a swivel
arm from which guests can view the ship from
300 feet in the air, while others can try the
world’s first simulated skydiving experience offered at sea.
KLIK OP PLAATJE VOOR GROTERE AFBEELDING
KfW IPEX’s large exposure to the cruise industry
is unique among German shipping lenders,
which have traditionally focused on container
ships and bulk carriers. By the end of March,
Wiebers had increased the cruise share of the
bank’s maritime-loan book to 51 percent from
32 percent in 2009, when the global financial crisis had sent the shipping market into a slump
from which it has yet to recover.
By contrast, at Norddeutsche Landesbank, which
is seeking to diversify while shrinking its 18 billion-euro shipping loan book, cruise ships and ferries have just a 1 percent-share.
“Investment activity has shrunk drastically in all
segments of shipping except the cruise industry,” said Wiebers, who is set to take up a new
role as KfW’s head of aviation and rail financing
next month.
Much of the wider industry’s demise stems from
the fact that ship financiers ignored technological advances, lending clients too much money
too long for vessels that aged rapidly, Wiebers
said. With this in mind, KfW has changed its focus to companies with bigger fleets and corporate structures.
“We practically don’t take any asset risks,” Wiebers said. Almost two-thirds of KfW shipping
loans are covered by export credit insurers like
Euler Hermes Group, he said.
Chinese Competition
At KfW, which boosted its maritime loan book by
42
Still, competition for new business from top-tier
clients like Danish shipping giant A.P. MoellerMaersk A/S is getting stiffer, with Chinese peers
including Industrial & Commercial Bank of China
Ltd. and Bank of China entering the fray, he said.
“The Chinese are financing with terms that are
unbeatable for European banks,” in some cases
offering loan-to-value ratios of 90 percent and
above and repayment periods as long as 18
years to large maritime companies, said Wiebers. European banks typically grant loans with a
maturity of 10 years.
Norwegian tanker operator Frontline Ltd., which
counts billionaire John Fredriksen as its largest
shareholder, secured $328 million from China
EXIM Bank in the first quarter to finance eight
new vessels with the Asian lender, the company
said in May.
With funding opportunities for banks in the wider shipping market still scarce, KfW’s 2016 financing target is ambitious, Wiebers said.
“The industry is undergoing massive structural
changes on the shipping and the financing side,”
said Wiebers. “All clients are very cautious, even
in segments doing well like car carriers.”
SOURCE
FRANKRIJK (FRANCE)
SALE OF STX FRANCE EXPECTED TO RESUME THIS MONTH
Saint-Nazaire and Leroux Naval in Lorient and
has a history of cruiseship construction.
AUGUST 12TH, 2016
SAM CHAMBERS
STX Offshore & Shipbuilding will mount a third
attempt to sell of its French subsidiary as early as
next week.
The South Korean shipbuilder is going through a
huge restructuring and is selling off non-core assets. Previous sale attempts of STX France fell
through in 2014 and 2015. Last year, fellow Korean yard Daewoo Shipbuilding & Marine Engineering (DSME) conducted due diligence on STX
France but did not pursue the sale as its own financial difficulties surfaced. As part of its own
restructuring DSME is itself now looking for a
buyer of its European yard, DSME Mangalia, the
largest shipyard in Romania.
SOURCE
STX France controls Chantiers de l’Atlantique in
43
GRIEKENLAND (GREECE)
VLCC’S
SPANJE (SPAIN)
N.B. tweede schip is in aanbouw bij Navantia, niet bij Barreras (RD)
51% stake in Spanish shipyard Hijos de J Barreras.
It wants to raise money and reduce debt, the
Spanish daily Vozpopuli said.
Pemex bought into the Vigo yard in 2013, paying
EUR 5.1m ($5.65m).
The floatel REFORMA PEMEX on trials at Vigo, 4/8/’16.
Source: shipspotting.com
It is also reportedly looking to offload two floatels it ordered at the yard.
Mexican oil company also reportedly looking to
offload two floatels it ordered at Barreras.
They will be ready for delivery by the end of this
year.
August 8th, 2016
by Gary Dixon
SOURCE
Mexican state oil company Pemex could sell its
VERENIGD KONINKRIJK (UK)
BMT NIGEL GEE TO DESIGN LNG FUELED DOEKSEN DUO
KONGSBERG WINS EPCI CONTRACT FOR NEW FERRY BUILDS
44
IJSLAND (ICELAND)
EIMSKIP TO ORDER NEW FERRY
serve the Vestman Islands from mainland Iceland.
Design is provided by Norwegian company Polarkonsult.
Operator will be Eimskip and shipyard will be
appointed in September 2016.
SOURCE: Ferryvolution Facebook page
Iceland has finalized the design of New Herjolfur
ferry. The ferry will be delivered in 2018 and will
NOORWEGEN (NORWAY)
million), will be executed by Kongsberg Maritime
and its wholly owned subsidiary Kongsberg Maritime Engineering (KME).
Source: fsg-ship.de
Posted on Aug 4, 2016
Norwegian company Kongsberg Maritime has
been awarded an Engineering, Procurement,
Construction and Installation (EPCI) contract
with German shipbuilder Flensburger SchiffbauGesselschaft that includes engineering and maritime technology deliveries to a RoPax ferry for
Irish Continental Group (ICG).
The contract covers supply and integration of
the electrical, telecom and integrated control
systems, project management, interface management and engineering services at all stages.
The engineering and construction phase is estimated to be two years.
The RoPax ferry will have a 194.8 meters length
overall and 31.6 meters beam with a cargo capacity of 2,800 lane meters and an additional dedicated car deck for 300 cars. The ship will be able
to accommodate 1,900 passengers.
SOURCE
The project, worth NOK 120 million (USD 14.16
45
KONGSBERG WINS EPCI CONTRACT FOR NEW FERRY BUILDS
Kongsberg Maritime, together with its wholly
owned subsidiary Kongsberg Maritime Engineering
(KME), will execute the project; KME will provide
all engineering, procurement and project management while Kongsberg Maritime will supply a
‘Full Picture’ system delivery.
Source: fergusonmarine.com
Posted by Eric Haun
Wednesday, August 03, 2016
Kongsberg Maritime informs it has been awarded
engineering, procurement, construction and installation (EPCI) contracts worth more than NOK 160
million with the Glasgow based shipbuilder and
marine fabricator Ferguson Marine Engineering
Limited (FMEL) for two new 100-meter ferries for
Caledonian Maritime Assets Ltd (CMAL).
The ferries will be dual-fuel vessels so they can
operate on liquefied natural gas (LNG) and marine
diesel, and are designed to carry 127 cars or 16
HGVs, or a combination of both and up to 1,000
passengers.
The contracts include supply and integration of the
electrical, telecom and integrated control systems,
project management, interface management and
engineering services at all stages. Cables, installation and installation materials for the above systems
are also included. In addition, a significant technology scope of supply includes switchboards, automation, propulsion control, navigation systems and
radio/satellite communications. The engineering
and construction phase is estimated to be two
years.
Egil Haugsdal, President, Kongsberg Maritime, said,
“We have put more focus on electrical, instrument
and telecom (EIT) packages for merchant vessels.
Our tailor-made solutions, with in-house and procured technology provide tangible efficiencies for
both yards and owners, and are ideally suited to
ferries and RoPax vessels.”
SOURCE
46
RUSLAND (RUSSIA)
told Sputnik.
Denisov said the Zvezda shipyard, located in the
town of Bolshoy Kamen in Far East Russia, is a
prime candidate for Chinese investment.
“If the Chinese side expresses interest in the reconstruction and modernization of production at
the Russian Zvezda shipyard, then we will consider options, whether it would be investments or
the purchase of a stake,” he continued.
AUGUST 9TH, 2016
HOLLY BIRKETT
Russia has invited China to invest in shipbuilding
facilities in the Far East of the country, reports
say.
“We are proposing our Chinese colleagues to
contribute to the development of our shipbuilding in the [Russian] Far East. We are interested
in attracting Chinese partners,” Andrei Denisov,
Russia’s ambassador to China,
Plans to modernise the shipyard were announced in the late 2000s and were revived again in
June, when Russia’s deputy prime minister
Dmitry Rogozin called the expansion project was
one of the most important construction projects
in the country. Modernisation of the yard will
also speed Russia’s Arctic development
plans, Sputnik reports.
SOURCE
ASIA, PACIFIC, AUSTRALIA
CHINA
NEW CHINESE ICEBREAKER WITH MORE POWER
Wednesday, 10 Aug 2016
Shanghai-based Jiangnan Shipyard has confirmed that construction of a new ice breaker for
the Chinese government will start by the end of
this year.
The new vessel will replace the Xuelong, or Dragon Snow, which is currently China’s largest polar icebreaker and which was bought from a
Ukrainian company in 1993. China refitted it into
a polar research vessel at a cost of US$4.6 milli-
on and put it into service in 1994. The Xuelong
has completed 32 expeditions in Antarctica and
is now on its 7th Arctic expedition. With a length
of 122.5m, the new vessel will be smaller than
the Xuelong but with stronger icebreaking power. Xuelong can continuously break ice as thick
as 1.2m at a sailing speed of 1.5 knots. While the
new vessel is designed to break 1.5m-thick ice at
2 to 3 knots sailing speed.
SOURCE
47
COSCOCS SIGNS $18BN NEWBUILDING FINANCE DEAL
These will include VLCCs, VLOCs and 19,000-teu
containerships.
China Exim Bank to support merged state
shipowner's 50-plus vessel programme.
August 8th, 2016
by Gary Dixon
Giant state shipowner CoscoCS has signed a new
CNY 120bn ($18bn) finance deal to fund its big
newbuilding book.
The cooperation with the Import-Export Bank of
China (China Exim Bank) will see more than 50
vessels financed.
The bank also said it will offer a package of financial services including consultancy, merger
and acquisition work and support for overseas
investment.
The aim is to consolidate the newly merged Cosco and China Shipping Group entity as the
world's largest shipowner.
China Exim Bank has provided CNY 706bn of finance to the shipbuilding industry since 1994, it
added.
SOURCE
YANGZIJIANG STAYS PROFITABLE IN DIFFICULT SHIPBUILDING MARKET
Friday, 05 August 2016
me period of last year.
First half revenue also dipped by 35% year-onyear to RMB5.7bn due mainly to decline in contributions from shipbuilding related segment.
“Sentiments on the shipbuilding market remained weak, new orders diminished further, and
global outstanding orderbook decreased to the
lowest level since June 2013,” commented Ren
Yuanlin, executive chairman of Yangzijiang.
By Lee Hong Liang from Singapore
China’s privately-owned Yangzijiang Shipbuilding
has stayed profitable in the first half despite
weaker results, a feat that is no longer easily
achievable by many shipyards in view of the severe slump of the shipbuilding segment.
Net profit in the six months ended 30 June 2016
was registered at RMB863.38m ($130.05m), a
sharp plunge of 50% from RMB1.74bn in the sa-
The prolonged downturn in the shipbuilding
market has led to widespread bankruptcies particularly among privately-owned Chinese yards
which do not enjoy direct state funding.
Amid the sector’s recession, Yangzijiang managed to secure new orders for 10 vessels with a
total contract value of about $600m year-todate. The orders comprised of four 1,800-teu
container vessels and six 400,000 dwt VLOCs.
As at end-June, the shipbuilder sat on an order48
book of $4.7bn comprising of 89 ships, with progressive deliveries up to 2019.
during the second quarter, while the remaining
order has yet to start construction.
New orders side, Yangzijiang had also faced order cancellations by cash-strapped owners.
During the second quarter this year, three shipbuilding orders were terminated, but the production of all these three vessels has not started
yet.
“While we were not immune from the wave of
order cancellation on the market, Yangzijiang’s
reputation, vessel quality and client network have enabled us to arrange for the resale of most
of the vessels whose orders were terminated
earlier, and minimise the impact,” Ren said.
During the first quarter, seven out of eight orders that were cancelled have found new buyers
SOURCE
COSCO WINS ORDER FOR THREE CONTAINERSHIPS
INDIA
INDONESIË (INDONESIA)
POSCO Daewoo CEO Kim Young-sang, left, poses with PT
PAL CEO Firmansyah Arifin after signing a memorandum of
agreement in Jakarta, Indonesia, Wednesday. Under the
$150 million deal, POSCO Daewoo will supply engines and
other parts to PT PAL, Indonesia's state-run shipbuilder, for
the latter's patrol boats and other naval vessels.
/ Courtesy of POSCO Daewoo
By Lee Hyo-sik
2016-08-04
49
POSCO Daewoo has signed a $150 million contract with PT PAL, Indonesia's state-run shipbuilder, to supply engines and other parts for the
latter's patrol boats and other naval vessels.
earned a great deal of trust from our partners
there," Kim said. "We will expand our reach to
other areas of shipbuilding, such as offshore oil
rigs, fishing vessels and cruise ships."
The trading arm of steelmaker POSCO held a ceremony, Wednesday, in Jakarta, where CEO Kim
Young-sang signed a memorandum of
agreement with PT PAL CEO Firmansyah Arifin.
In 2003, the company also signed a contract with
PT PAL to supply engines and other parts for two
landing platform docks (LPD). Between 2006 and
2010, POSCO Daewoo supplied tools and materials to the Indonesian shipbuilder for construction of LPDs, while sharing its knowhow with local partners.
Under the deal, POSCO Daewoo will provide the
Indonesian shipbuilder with various components
necessary for building 10 patrol boats and one
combat support ship over the next few years.
Once completed, the ships will be delivered to
the Indonesian Navy.
"The latest contract shows that we have been
successful in doing business in Indonesia and
The trading firm is also seeking to sign parts
supply contracts with shipbuilders in Brazil and
other South American nations.
SOURCE
JAPAN
ORDER DOWNTURN BITES INTO JAPAN’S BIG SHIPBUILDERS
sign for the country’s shipbuilders.
The Tokyo-headquartered company announced
a loss of ¥12.1bn ($118.8m) in the first quarter
of this fiscal year.
Mitsubishi’s Koyagi dock in Nagasaki
Heavy industry giants show signs of market
strain, slipping into the red as reduced sales
and currency appreciation hit the bottom line
August 4th, 2016
by Adam Corbett in London
Japan’s premier engineering company, Mitsubishi Heavy Industries (MHI), has tumbled into its
first quarterly loss in seven years in a worrying
Financial problems at affiliate Mitsubishi Motors
have been cited as a factor in the loss. As a major shareholder, MHI has to include losses by affiliates in its overall earnings. But the appreciating yen is also hitting its earnings hard, with
MHI recording a ¥14.1bn currency loss over the
period.
Its transport systems sector, which includes ship
sales, also showed reduced revenue and profitability.
Sales reached ¥120.5bn in the first quarter compared to ¥145.7bn in the same period of 2015.
Operating profit in transport fell from ¥22.8bn to
¥1.1bn.
Mitsui Engineering & Shipbuilding (MES), which
50
derives about 50% of its earnings from shipbuilding, recorded a ¥456m net loss in the first quarter of 2016. Its ship and ocean sales fell by 21.5%
versus the same period a year earlier.
Its operating loss in the ship and ocean division
increased from ¥1.4bn in the first quarter of
2015 to ¥4.4bn this time around. Earnings have
been hit by a ¥5.5bn extraordinary loss from the
late delivery of a series of offshore vessels.
Kawasaki Heavy Industries (KHI) saw orders received fall 14.9% in its ship and offshore division.
But it at least managed to turn around a ¥500m
operating loss in the sector in the first quarter of
last year to a ¥600m profit this year. KHI attributed the slump to “a decrease in demand for
[newbuildings]”.
It adds that hope for an improvement in its shipbuilding unit come from the prospect of an order
for a submarine from the Japanese ministry of
defence rather than from merchant shipbuilding.
TradeWinds reported last week how a combination of the appreciating yen and low contracting
are starting to hit Japanese yard prospects in the
market.
There are indications that some of the country’s
smaller and more specialised shipbuilders might
be faring better than their larger industrial conglomerate compatriots.
Namura Zosen, which acquired Sasebo Heavy Industries last year, logged sales of ¥111.4bn in
fiscal 2015 (ending on 31 March 2016). It says it
made a profit of ¥5.7bn from shipbuilding during
the year.
SOURCE
KOREA
AMIDST THE ORDERING DOWNTURN, SOUTH KOREA HAS A NEW SHIPBUILDER
SAM CHAMBERS
While all around it are struggling to get any orders, one South Korean yard is celebrating its
first ever ship order. Samkang M&T, previously a
block manufacturer, has won a debut ship order
for three 6,600 dwt chemical tankers from compatriot Woomin Shipping worth a combined
$47m.
The three ships will deliver from the Goseongheadquartered yard in 2018.
AUGUST 11TH, 2016
51
Woomin has a track record of seeking out niche,
alternative shipyards when it comes to ordering.
In general, South Korean shipbuilders have been
going through a period of unprecedented contraction in the past 18 months on the back of the
shipping downturn. Samkang’s emergence marks
the country’s first new shipbuilder for more than
five years.
SOURCE
VLCC’S
2016.08.10
Hyundai Samho Heavy Industries Co., the world’s
fourth-largest shipbuilder affiliated with the largest shipbuilder Hyundai Heavy Industries Co.,
won a $180 million order from an Athens-based
ship management company to build two very
large crude carriers (VLCC). The order comes
amid a drought of new orders in the overall
shipbuilding industry.
According to multiple sources from the shipbuilding industry on Tuesday, Greek ship owner Almi
Tankers S.A. has recently placed an order to
Hyundai Samho Heavy Industries to build two
317,000-ton VLCCs. The shipbuilder is known to
have received the order at a relatively higher
price than the current market price that hovers
between $86 million and $87 million per VLCC.
Still, the price is considered lower compared to
what shipbuilders had received in the past. Even
until late last year, Korean shipbuilders built
VLCCs at about $95 million per unit, but with the
protracted slump in the shipbuilding industry,
the price of single VLCC has fallen to a record
low level since 2004. In particular, the price of
VLCC has halved in almost eight years from
$162 million marked in September 2008. Last
month, another Korean shipbuilder Daewoo
Shipbuilding & Marine Engineering Co. also won
an order from Singapore-based BW Group to
build two VLCCs at the price between $89 million
and $90 million per ship.
Industry observers forecast that the VLCC price
will remain weak for a while as Chinese shipbuilders continue to dump vessels at a single price in
the low $80 million range.
According to global research firm Clarkson Research Services, the volume of global shipbuilding orders from January to July was 7.25 million compensated gross tonnage (CGT) - only one
third of 22.82 million CGT during the same period last year. By country, Chinese shipbuilders
accounted for 38.3 percent of the overall market
with 2.77 million CGT, followed by Japanese
shipbuilders with 13.6 percent (990,000 CGT),
and Korean shipbuilders with 11.9 percent
(860,000 CGT). The order backlog held by Korean
shipbuilders reached 23.87 million CGT, marking
the lowest in almost 13 years.
SOURCE
52
DSME’S LIQUIDITY SHORTAGE SET TO WORSEN
Creditors have recently pumped KRW4.2trn into
the shipbuilding major, which has been hit by
the slowdown in global ordering as well as a
massive accounting fraud.
Samjong KPMG predicts DSME’s cash shortage
will hit KRW2.34trn this year and KRW3.64trn in
2017. It suggests 2018 will the be the worst on
the back of declining orders and maturing debts.
AUGUST 5TH, 2016
SAM CHAMBERS
The next few years will prove incredibly hard for
Daewoo Shipbuilding & Marine Engineering’s
(DSME) balance sheet, a new due diligence report warns.
Separately, in the on running fraud investigation
that saw more than $4bn pilfered from the yard
in recent years, prosecutors today summoned
the current CFO of the yard, alleging he also
cooked the books. Two former CEOs and a former CFO have been indicted while the former
head of lead creditor Korea Development Bank
(KDB) is also under investigation.
Auditor Samjong KPMG is projecting a 2018 liquidity shortage at the restructuring Korean yard
of KRW4.55trn ($4.08bn).
SOURCE
DSME’S 2015 LOSS ‘$2.8BN BIGGER THAN REPORTED’
HOW MANY SHIPS WILL STILL EMERGE FROM STX O&S?
53
MALEISIË (MALAYSIA)
NEW RADIO HOLLAND OFFICE IN JOHOR, MALAYSIA
11 August 2016
Photo: From left: Agnesmary Selvam, Nourlinaeim Bin Ramlee, Mohd Rashidi Bin Ramli, Mohd Hanafiah Bin Mohamad,
Rajalingam A/L Raman (Branch Manager), Uvarajan S/O
Goval (Assistant Manager), Mohd Ariff Rezuan Bin Roslan
and Vickneswari Periasamy.
On 29th June 2016, Radio Holland Malaysia
opened a new office in Johor, Malaysia to support shipping in the ports of Johor and the vicinity.
Over the years, Radio Holland Malaysia has expanded its business to the Southern Region of
Malaysia known as Gelang Patah, Johor. The official opening ceremony was held in Jen Puteri
Hotel, Johor. With this new office, Radio Holland
Malaysia is always closeby to perform service in
the ports of Johor. Radio Holland already has an
office in Port Klang.
The new office is located near Malaysia’s container terminal, The Port of Tanjung Pelepas (PTP).
PTP is strategically located at the confluence of
the main east-west shipping lanes. One of PTP's
key advantages is that it is approximately 45 minutes from the world's busiest shipping lanes.
Easily accessible from the Straits of Malacca, PTP
is situated on the eastern side of the mouth of
the Pulai River in South-West Johor. PTP is a naturally sheltered deep water port and is near the
Malaysia-Singapore Second Crossing. Nearly
3000 vessels call at PTP yearly.
Paul Smulders, CEO of Radio Holland says: “With
the addition of our new office in Johor to our already extensive network of offices worldwide,
we will be able to bring our support and services
faster to our clients. With yet another new office, the meaning of our Radio Holland slogan –
“Always There. Everywhere” is further reinforced.”
SOURCE
MITI UNVEILS INCENTIVES FOR SHIPBUILDERS
Wednesday, 10 August 2016
Encouraging growth: Malaysia Marine and Heavy Enginee-
54
ring is one of the six large shipyards in the country which
have repairing capabilities of more than 600 tonnes displacement.
PETALING JAYA: Existing and upcoming shipbuilding and ship repair companies in the country
are expected to enjoy huge incentives in the
form of a new tax exemption introduced by the
International Trade and Industry Ministry (Miti).
According to Miti, new companies will be able to
enjoy either pioneer status with a 70% income
tax exemption on their statutory income for a
period of five years, or an investment tax allowance of 60% on the qualifying capital expenditure (capex) incurred within five years from
the date the first qualifying capex is incurred.
For existing shipbuilding and ship repair companies, they will be given an investment tax allowance of 60% on the additional qualifying capex
incurred within a period of five years. All applications will be evaluated by the Malaysian Investment Development Authority.
There are six large shipyards in the country
which have repairing capabilities of more than
600 tonnes displacement, namely, Malaysia Marine and Heavy Engineering Holdings Bhd, Boustead Naval Shipyard, Sabah Shipyard, SapuraKencana Petroleum Bhd, Nam Cheong and
Muhibbah Marine Engineering.
Collectively, there are 100 registered shipyards
in Malaysia, of which 39 are located in Peninsular Malaysia and 61 in Sabah and Sarawak.
In Peninsular Malaysia, the main shipyards are in
Lumut (Perak), Port Klang (Selangor), Kemaman
(Terengganu) and Pasir Gudang (Johor). In Sabah
and Sarawak, Sibu (Sarawak) is the main shipbuilding hub with a total of 40 small to mediumsized companies.
Previously, the incentives for shipbuilding and
ship repair were for projects located in the Eastern Corridor, Sabah, Sarawak, Perlis, Kelantan,
Terengganu, Pahang and the district of Mersing
in Johor. Companies were eligible for Pioneer
Status with an income tax exemption of 100% of
their statutory income for a period of five years,
or an investment tax allowance of 100% on the
qualifying capex incurred within a period of five
years. The incentives ended in 2010.
These new incentives are applicable to all areas
in Malaysia, with the objective of boosting the
growth of the industry in line with the Malaysian
Shipbuilding and Ship Repair Industry Strategic
Plan 2020 and the 11th Malaysia Plan.
“I strongly urge both local and foreign investors
to capitalise on these new incentives. Despite
the sluggish momentum in the offshore oil and
gas industry, which has suppressed demand for
ships and offshore structures, Malaysia has the
pull factor to become the leading nation in the
shipbuilding and ship repair industry.
“The country is the right choice to invest in, as it
has a promising future based on its strategic location, competitive cost, a skilled and talented
workforce, advanced infrastructure and extensive trade agreements regionally and globally.
“We want to encourage the industry players to
further build their capabilities and capacities to
meet the challenges in the competitive global
landscape. Local players, especially, should enhance their value add offering by strengthening
their innovation capacity in developing new products and production methods. This includes
employing local design engineering capability either in-house or outsourcing from the available
design house providers,” said Minister Datuk Seri
Mustapa Mohamed in a statement yesterday.
Miti said the shipbuilding and ship repair industry has been identified as one of the sectors to
support Malaysia’s economic growth and is expected to generate RM6.35bil in gross national
income and provide 55,000 jobs by 2020.
Focus areas include the production of small vessels for recreation, sports and leisure boats, the
production of vessels of 30,000 deadweight tonnes and below for coastal shipping, the fabrication of off-shore structures and the production of
tugs and pusher crafts for export.
Under the sixth entry point project of the Eco55
nomic Transformation Programme, the Government aims to develop in-country design capabilities for offshore support vessels by training up to
160 engineers and technicians in shipbuilding
and ship repair through Boustead Heavy Indu-
stries Corp Bhd and Boustead Naval Shipyard.
SOURCE
SINGAPORE
SEMBCORP MARINE TARGETS LARGE SCALE LNG CARRIER CONSTRUCTION
AMERICA’S
BRAZILIË (BRAZIL)
VARD UPS STAKE IN BRAZIL YARD
wholly-owned subsidiary, Vard Group, and
49.5% by a local partner, PJMR Empreendimentos (PJMR), is the newest shipyard asset in the
Vard portfolio. Following the recent closure of
the Vard Niterói shipyard, the group will concentrate all its Brazilian shipbuilding activities on the
new yard, located in the Suape industrial area, in
the state of Pernambuco.
AUGUST 5TH, 2016
SAM CHAMBERS
Vard Holdings has increased its ownership stake
in its indirect subsidiary in Brazil, Vard Promar,
to 95.15%.
The shipyard, built between 2011 and 2013, has
so far delivered one LPG carrier for Transpetro,
and is in the final stages of construction of a second one. Furthermore, the yard has two more
LPG carriers in the order book, in addition to two
pipelay support vessels (PLSVs) for a joint venture between DOF and Technip.
SOURCE
Vard Promar, previously held 50.5% by Vard’s
56
CHILI (CHILE)
ASENAV CURRENTLY BUILDS FERRIES FOR CHILEAN AND CANADIAN CUSTOMERS
Tuesday, 09 Aug 2016
Chilean shipyard Asenav currently has two ferries under construction and is hoping to win more contracts for this vessel type.
The first order comes from Chilean operator
Cruceros Australis. The new vessel will be delivered by Asenav by the end of October 2017.
With capacity for 210 passengers in 100 passenger cabins, the vessel will be 89m long and
14.6m wide. Its propulsion consists of two 1,400bhp engines. The vessel for Cruceros Australis
follows three passenger ferries this customer has
previously ordered from Asenav.
The yard, which is situated on the Calle-Calle River in Valdivia, also has under construction a
roro passenger ferry for the Ministry of Transportation of Ontario, Canada. The ropax ferry
that Asenav is building for the Ontario Ministry
of Transportation will be 66.7m long, 14.8m
wide
and
carry
399
passengers
and 34 vehicles, or 16 cars and four long trucks.
Its speed will be 13 knots. It will connect Pelee
Island and ports on Lake Erie, and is slated for
delivery in the first months of 2018.
SOURCE
MEXICO
USA
'SEVERAL' YARDS MULLED FOR MATSON ORDER
US containership owner's chief executive confirms it's looking at more than Philly Shipyard;
duo to cost more than $418m.
August 3rd, 2016
by Eric Martin
Matson's chief executive said his company is in
talks with several US yards to place an order for
two ships that he estimates will cost more than
$209m apiece.
His comments, made during the US containership owner's earnings briefing, confirm that
Matson is looking at more than Philly Shipyard
for the long-mooted newbuilding plans. Matson
had been sitting on a pair of options at the yard.
Responding to a question from Wells Fargo Securities analyst Michael Webber, Cox said there
are three or four yards that can build the container ro-ros (conros) that the Hawaii-based owner
is seeking to build.
Though he did not give the names of any yards,
that list would likely include General Dynamics
Nassco in San Diego and VT Halter, the only two
other active US shipyards that build full-size
commercial ships. Matson is expected to order
two vessels to replace ageing ships.
57
In the conference call, Webber asked how Matson was thinking about potential financial stress
in the shipyard sector, since the company's current newbuildings were among the last orders in
a now dwindling wave of US ship construction,
and about the likelihood of placing an order elsewhere.
vered in 2018. The shipowner is paying $209m
for each vessel.
"The financial health of a shipyard is always a
factor in our decisionmaking and in building this
or other ships," Cox responded. "But we feel like
we can reach the right decision and find a yard
or yards."
TradeWInds reported earlier that Matson reported $18m in second-quarter profit, up from
$9.9m a year earlier.
Oslo-listed Philly Shipyard, part of Kjell Inge Rokke's Aker group, is building two 3,600-teu containerships for Matson, with the first to be deli-
Cox said the conros, which will allow Matson to
phase out similar vessels after 2020, will likely
cost more because of design differences with the
boxships.
The $0.42 in earnings per share was in line with
analyst expecations.
SOURCE
58
COLOFON
De Clipper wordt verzorgd door:
Netherlands Maritime Technology
Ralph Dazert
T: +31 (0)88 445 10 23
E: dazert@maritimetechnology.nl
I : www.maritimetechnology.nl
i.s.m.
BRL Shipping Consultants
One Plumstead Road
Woolwich, London SE18 7BZ
T : +44 (0) 20 8316 2005
F : +44 (0) 20 8854 4917
E: brlshpg@btconnect.com
I : www.brldata.com
Deze nieuwsbrief beoogt scheepsbouw- en marine equipment nieuws uit zowel opkomende als
traditionele markten te verzamelen, waar mogelijk ingaand op de achtergronden van het nieuws.
BRL Shipping Consultants levert, middels de Weekly Newbuilding Contracts Report, gestructureerde
informatie van geregistreerde nieuwbouworders én geruchten / contracts pending wereldwijd. De data
van BRL zijn ook online beschikbaar, via www.brldata.com
De copyrights van de hier verzamelde berichten en artikelen blijven berusten bij de oorspronkelijke
auteurs en uitgevers. Sommige van de vermelde websites vereisen (betaalde) registratie.
Auteurs/uitgevers: zie bronvermeldingen. Datumnoteringen: dd/mm/yyyy.
This newsletter aims to collect shipbuilding and marine equipment news from both upcoming and traditional markets, where possible focusing on news backgrounds.
BRL Shipping Consultants, via its’ Weekly Newbuilding Contracts Report, delivers structured information on registered newbuilding orders as well as contracts pending world wide. The BRL data are
also available online, at www.brldata.com
Copyrights of the material collected remain with the original authors and publishers. Some of the websites mentioned require (paid) registration.
Authors/publishers: see source quotes. Date notations: dd//mm/yyyy.
Wenst u meer informatie over marktonderzoek en rapportages door Netherlands Maritime
Technology, of wilt u weten wat wij reeds in ons digitaal archief hebben, neemt u dan contact
op met:
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T: (088) 445 10 00
E: info@maritimetechnology.nl
I: www.maritimetechnology.nl
59

CLIPPER - Netherlands Maritime Technology

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