It’s possible that I shall make an ass of myself. But in that case one can always get out of it with a little dialectic. I have, of course, so worded my proposition as to be right either way (K.Marx, Letter to F.Engels on the Indian Mutiny)
Thursday, June 01, 2023
Teekay Tanker Carries Out Back-to-Back Rescues in Central Med
Earlier this month, a Teekay tanker conducted two back-to-back migrant rescues in the Mediterranean, then transited to an Italian port - a sequence which NGO rescue vessels are not permitted to follow.
On May 8, the tanker Copper Spirit was under way westbound in the Mediterranean, bound for Italy. The ship received instructions from the Italian MRCC to divert and assist a boat in distress.
In the dark of night, Copper Spirit arrived on scene, and the crew rescued all 35 people aboard the craft.
Copper Spirit then received instruction to proceed north and rescue a second vessel in distress. She successfully rescued the occupants, then headed northwards to Catania with 107 survivors on board. She arrived a few miles off the port on May 9 and departed without incident, bound for the refinery at Milazzo.
"Although it is part of international law, saving lives at sea is also a moral obligation and a strong personal belief of all seafarers across the globe," said Teekay in a statement. "We are truly glad to have contributed to the safety of 107 individuals. After all, it is our duty."
Legal challenges for back-to-back rescues
NGO rescue vessels may face fines or detention in Italy for performing the same series of actions. Italian law prohibits migrant rescue ships from making two or more rescues in the same voyage.
A new decree law on rescue-vessel operation was created by the right-wing government of Prime Minister Giorgia Meloni earlier this year. It requires rescue vessels to head to port immediately after each evolution, foregoing additional rescues even if the ship is in the vicinity of people in distress. If a rescue vessel is found to be in violation of this law, the master may be subject to a fine of more than $50,000, and the ship can be detained for up to two months.
In the past, NGO SAR vessels remained in the transit zone for several days in order to carry out multiple rescue operations. As a practical matter, this has changed. "As soon as we finish the first rescue, we are given a port for disembarkation and told to sail to it at maximum speed without stopping again," explained Alessandro Porro, president of rescue organization SOS Méditerranée, in an interview in March.
The law has been condemned by the UN, which has expressed concern that it will hinder the provision of life-saving assistance by SAR organizations in the central Mediterranean, resulting in more deaths at sea.
Charity vessel rescues almost 600 migrants off Italy
Charity Doctors without Borders (MSF) rescue almost 600 people off the coast of Sicily.
The Geo Barents had been conducting training activities when it was called in to undertake the rescue [Getty]
A vessel operated by the charity Doctors without Borders (MSF) rescued nearly 600 migrants sailing on an overcrowded boat which was in distress off the island of Sicily on Saturday, the group said on Twitter.
"After three hours of operation, the 599 survivors, including women and children, are now safely aboard... and being cared for by the medical team," MSF tweeted, saying its vessel the Geo Barents had been conducting training activities when it was called in to undertake the rescue. The migrants will be disembarked in the southern port of Bari, as assigned by the Italian authorities, MSF said, adding it would take around 40 hours to reach the port.
Charities have criticised the Italian administration of Giorgia Meloni, which takes a tough stance against illegal immigration, saying it often assigns ports too far away from the areas where rescues take place.
More than 47,000 migrant landings have been recorded in Italy so far this year, up from around 18,000 in the same period of 2022, interior ministry data show.
Political theorist Michael Hardt, co-author with Antonio Negri of a series of influential volumes, including Empire and the recent Assembly, talks with Tellus ...
Crowley is investing in a UK-based startup, Tugdock, which is developing what is billed as the world's first road-transportable floating dry dock. The company plan to explore the potential use of the platforms especially to support the developing floating offshore wind applications in California and elsewhere in the U.S. It is the latest development of the U.S. maritime logistics company which has been moving to expand its role in the wind industry.
Found in 2017, Tugdock uses a patented marine buoyancy bag technology and a modular form that allows for the transport and assembly of floating dry docks that are delivered by road and assembled in port. The technology allows them to offer dimensions far wider than most of the world’s existing dry docks, which they note were not designed for the news of the floating wind industry. They report the submersible platforms can operate in as little as 5 meters (approximately 16 feet) draft, enabling a more efficient construction and the air lift bag design provides a large lifting capacity. Once assembled, the platform can then be towed to deeper water for the launching of the turbines. It can be provided either as a purpose-built permanent or temporary pre-assembly solution.
"The cost and time constraints associated with port infrastructure developments and submersible barge suitability are major bottlenecks holding back the growth of the floating offshore wind sector," said Lucas Lowe-Houghton, Director of Strategy and Growth at Tugdock "Our TSP technology helps overcome these issues, providing a ready-to-go solution that does not require planning or environmental permissions.”
According to the companies, the technology for the portable, submersible platform, was developed to be launched in ports that lack sufficient water depth. It can help ports that lack the assembly space required to build and loadout the massive floating substructures required to support offshore wind turbines. They highlight the potential opportunities in locations, such as the U.S. West Coast, where depth and conventional dry docks may be ill-suited for the logistics required.
The Tugdock product line comes in a range of deck sizes from 12m x 12m up to 120m x 120m with a total lift capacity of up to 35,000 tonnes. The company reports the system can lift vessels and other floating structures clear of the water at a fraction of the cost of standard dry docks.
"This important investment and collaboration with Tugdock strategically complement our vision and market-leading logistics capabilities to support wind energy development from beginning to end," said Bob Karl, senior vice president and general manager, of Crowley Wind Services.
Crowley Wind Services is developing and planning wind terminals in California, Louisiana, and Massachusetts. At the California Port of Humboldt Bay, Crowley is progressing on an agreement to build and operate a terminal for manufacturing, installation, and operation of offshore wind floating platforms. They are planning for the use of large heavy cargo vessels and to provide crewing and marshaling services for the Pacific waters recently approved for leases for wind energy.
Humboldt and other West Coast installations they note will rely upon floating offshore wind turbines due to the water depths and topography of the continental shelf. Globally they highlight that about 80 percent of the world's offshore wind power potential lies in waters deeper than 60 meters, according to the Global Wind Energy Council, which means that development will be contingent on the development of floating wind applications.
BOEM Finds No Environmental Impacts for Gulf of Mexico Wind Leasing
BOEM cleared the next step as it moves toward the Gulf of Mexico's fitst wind lease auction
The Bureau of Ocean Energy Management (BOEM) issued a finding today that it believes there would be no significant impacts to environmental resources in the Gulf of Mexico if its proceeds with the proposed offshore wind leasing efforts in the Gulf. The bureau in October 2022 defined two initial target areas off Texas and Louisiana that would become the first wind lease sites in the area as it works to expand the country’s renewable energy supply.
The U.S. has developed a well-defined process of steps toward the leasing of offshore sites. BOEM in the latest development in the process, and preparing for the eventual auctions, today issued a final environmental assessment (EA). The process reviewed the potential impacts of offshore wind leasing on the U.S. Outer Continental Shelf in the Gulf of Mexico and used the analysis to determine potential issues with the selected sites.
“The completion of our environmental review is an important step forward to advance clean energy development in a responsible manner while promoting economic vitality and well-paying jobs in the Gulf of Mexico region,” said BOEM Director Liz Klein. “We will continue to work closely with our task force members, ocean users, and others to ensure that any development in the region is done responsibly and in a way that avoids, reduces, or mitigates potential impacts to ocean users and the marine environment.”
The findings for today’s announcement were based on the work of the Gulf of Mexico Intergovernmental Renewable Energy Task Force, a collaboration between, Federal, state, tribal, and local government agencies. It sought to use available science and indigenous knowledge to minimize conflicts between ocean uses. BOEM reports will continue to meet with the task force as the process moves forward.
The initial call area which comprises 30 million areas was announced in November 2021 and a year later BOEM announced the first two Wind Energy Areas offshore Texas and Louisiana that total about 682,000 acres. According to the bureau, the sites were selected as they represent offshore areas that appear to be the most suitable for wind energy development.
The environmental analysis was prepared for the entire 30-million-acre Call Area to allow greater flexibility for the possible identification of additional WEAs and to provide NEPA coverage in the event that non-competitive and research leases were proposed in the call area. The analysis considered potential environmental consequences of site characterization activities (i.e., biological, archeological, geological, and geophysical surveys and core samples) and site assessment activities (i.e., installation of meteorological buoys) associated with the possibility of issuing wind energy leases in the Gulf of Mexico.
BOEM announced on February 22, 2023, its proposal for the first offshore wind lease sale in the Gulf of Mexico. If BOEM decides to proceed with the sale, the bureau will publish a Final Sale Notice at least 30 days ahead of the sale. It is widely anticipated that they will proceed with the sale in the coming months.
For any proposed offshore wind projects, BOEM will also develop Environmental Impact Statements to analyze the specific environmental consequences of the projects before deciding whether to approve them. The environmental statements would be prepared in consultation with appropriate government agencies and informed by input provided by key stakeholders, tribes, ocean users, and the public.
Why We Need Better Anchoring Systems for Floating Offshore Wind
Without more investment in anchor technology to streamline installation, the potential of floating wind to help the energy transition will be greatly reduced.
Hywind Tampen wind farm, Norway. Karoline Rivero Bernacki/Equinor, CC BY-NC-ND
Growing demand for cleaner energy sources means offshore wind farms are being built all over the world. More than 5,000 turbines must be installed each year until 2050 to limit global warming to 1.5?.
But in certain regions, like California, it is difficult to build wind turbines directly on the seafloor due to the steep drop-off of the continental shelf.
Even in areas with shallow coastal waters, such as the North Sea, congestion from shipping lanes, fishing activities, marine protected areas, tourism and existing energy infrastructure all impede new turbine construction.
So it’s hardly surprising that many of these new turbines will have to be located in deeper waters further out to sea.
Floating wind turbines are emerging as a promising solution. But turbines are also getting bigger at a rapid rate – allowing electricity to be produced at a lower cost.
The blades of Hywind Scotland, the world’s first commercial floating wind farm, tower 175 metres above the sea surface – the same height as the London skyscraper known as The Gherkin.
This represents a huge technical challenge. Located in deep waters, these large floating structures must withstand the relentless push and pull of the ocean while maintaining stability to ensure ongoing energy generation.
So, how do these colossal structures remain in place?
The four types of floating wind farm platform. Acteon, CC BY-NC-ND
The floating wind turbine
The mast of a floating wind turbine is connected to a platform, which is designed to provide stability. Several different types of floating platform exist, each with the dimensions of a football pitch.
Beneath the water, mooring lines keep the turbine stable and prevent it from drifting away. Mooring lines can be either very large steel chains or synthetic ropes. Each of the three steel chains used for Hywind Scotland, for example, are approximately 900 metres long and weigh 400 tonnes.
The mooring lines are attached to the seabed with a ground anchor. Most people will be familiar with anchoring a boat or securing the guy ropes of a tent with pegs.
In both cases, the anchor (or peg) is embedded into the ground, making it harder for the anchor to become dislodged as the weight and strength of the ground has to be overcome to pull the anchor out. The anchors used for floating wind turbines are based on the same principle, but at a far greater scale.
Three main types of anchor are used to fix the floating platform to the seabed, each with unique characteristics.
Drag anchors are similar to traditional boat anchors, but can have a 6 metre wingspan and weigh up to 50 tonnes. They are dragged into the seabed by an installation vessel and embed themselves into the ground until the required holding resistance is achieved.
Pile anchors are like very large (up to 60 metres in length) but hollow nails. These anchors are hammered into the ground using an extremely heavy hammer. If the turbine is being installed above very hard soils or a rocky seabed, then a hole can be drilled to facilitate the pile installation.
Suction pile anchors are also hollow cylindrical tubes, but a sealed top cap creates suction pressure when water is pumped from inside of the pile. This forces the pile into the seabed without the need for hammering (an effect similar to the use of a plunger to unclog a drain). This is the type of anchor used to secure Hywind Scotland.
The mooring chain for a floating wind turbine at Polarbase, Hammerfest, Norway. Øyvind Gravås and Even Kleppa/Equinor, CC BY-NC-ND
Choosing the right anchor
Floating wind farms are being planned for areas such as the Celtic Sea and coastal waters west of France. However, the presence of hard rock seabeds in both areas means drag anchors will be difficult to use.
Even in dense sand, a drag anchor may only partly enter the seabed, creating inadequate support for the largest turbines. Drilled piles are the best way to anchor floating turbines to hard rock, so in this case, a driven pile might be the only option.
But driving these piles into the ground generates significant underwater noise that can be harmful for marine species. Research has also found that the movement behaviour of Atlantic cod subtly changed in response to pile driving in the North Sea.
Even small changes in movement behavior could affect individual growth and reproduction rates, potentially influencing the growth rate of entire populations.
Several techniques have now been devised to reduce noise. This includes air bubble curtains to limit the ecological impact of floating wind farms. But these techniques may result in additional costs that could make pile anchors too expensive.
The world needs a lot more wind turbines, and technology now allows installation further out to sea. But, as identified in our recent review paper, these environmental and technical challenges for anchoring the structures in place must be addressed.
Without more investment in anchor technology to streamline installation, improve anchor performance and limit damage to the natural world, the potential of floating wind to help the energy transition will be greatly reduced.
Benjamin Cerfontaine is a Lecturer in Geotechnical Engineering, University of Southampton.
Susan Gourvenec is the Royal Academy of Engineering Chair in Emerging Technologies - Intelligent & Resilient Ocean Engineering, University of Southampton.
This article appears courtesy of The Conversation and can be found in its original form here.
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
Wind Turbine Components Arrive as Offshore Work Starts for Vineyard 1
Wind turbine components arrived at the staging facility this week as offshore foundation work is set to begin around May 29 (Vineyard)
In another sign that the U.S.’s ambitions to catch up and start its offshore wind power industry are finally showing progress, the first turbine components for the Vineyard Wind project off Massachusetts arrived at the terminal in New Bedford while offshore work is scheduled to start in days. Company and government officials were on hand to mark the clear sign of progress for what is expected to be the first commercial-scale offshore wind farm in the United States.
The heavy lift vessel UHL Felicity arrived in New Bedford on May 24 carrying the components, the first load for the wind farm which will consist of 62 wind turbines. The project is using General Electric Haliade-X turbines, each capable of generating 13 megawatts of electricity, with a total output of 800 MW. The wind farm is to be located 15 miles south of Martha’s Vineyard and is scheduled to begin producing power before the end of 2023.
The tower sections for the turbines will be arriving in three sections. Once onshore in New Bedford, they will be staged at the terminal and partially assembled. They will be shipped out to the site on specialized barges with installation scheduled to begin this summer.
“After a long road, the first day of component arrival is finally here,” said Vineyard Wind CEO Klaus Moeller. “This is a great milestone for New Bedford, Vineyard Wind, and the country. We’ve been working together with Mayor Mitchell for years to achieve this and are now finally seeing the result. I am proud to introduce this technology to the US and to see the many jobs that this industry will create in action on the site to today.”
Work is accelerating at the site as company officials note that the project which is years in the planning is finally moving into construction and becoming a reality. Vineyard 1 is being developed in a joint venture between Copenhagen Infrastructure Partners (CIP) and AVANGRID. The company also reported that DEME's installation vessel the Orion is due to start the installation of the first six monopile foundations and accompanying transition pieces on May 29. After the initial foundation work, the Orion will shift to the substation installation and then return to the additional monopiles. Work is due to be completed by December.
“The arrival of turbine components for the Vineyard Wind project represents the clearest manifestation yet of what we’ve been working on for more than a decade, namely, to position New Bedford as the leading offshore wind port on the East Coast,” said New Bedford Mayor Jon Mitchell. The mayor noted that it was fitting to see the industry developing in New Bedford, which in the 19th century was also a hub in the energy industry as the leading whaling port in the United States.
While the companies were marking the delivery of the first components into the United States, in Denmark they were also marking the send-off of other key elements for Vineyard 1. The 3,200-ton substation for the wind farm was completed and departed from Semco Maritime’s facility along with a 2,000 tons jacket foundation with four piles, which form the permanent anchorage to the seabed. These components were loaded aboard a heavy lift vessel and are being shipped to Massachusetts. Vineyard will oversee the installation and Semco Maritime and Bladt Industries will oversee the offshore commissioning during the summer.
How Clean Tech Can Put Shipping on Course for Paris Targets
The sails of the Oceanbird would retract to allow passage under bridges and avoid creating drag when the wind is weak (Image: Oceanbird)
There is growing consensus that shipping must rapidly decarbonize to keep global warming below the critical threshold of 1.5C, and that switching to green fuels is the best way to achieve this.
Though zero-carbon fuels, such as methanol and ammonia, are on the horizon, they aren’t yet commercially viable or scalable. Decarbonizing shipping will require US$1-1.9 trillion of investment for new infrastructure to generate hydrogen, which can be used to produce ammonia, and is itself widely considered the best of the three future fuels.
While they wait for the arrival of sustainable fuels, what are shipping companies doing in the short-term to cut their emissions and ensure their vessels can carry more goods further, using less fuel?
Many are looking to innovative technologies, including software to increase efficiency and optimize routes, and metal sails to reduce reliance on polluting fossil fuels.
These short-term measures are partly driven by new regulations introduced by the European Union (EU) and the International Maritime Organization (IMO), the UN body responsible for shipping.
Tristan Smith, an expert in shipping and energy at University College London’s Energy Institute, said such measures “are critical for the shipping sector because the transition away from fossil fuels is not on track to happen fast enough to bring absolute emissions down in line with 1.5C-aligned decarbonization.”
“International shipping needs to reduce its emissions intensity by about 40% by 2030, [compared to a] 2018 baseline. Very little emissions intensity reduction in that timescale will come from a switch to other fuels because their supply chains are not mature,” Smith added.
“[Short-term solutions] can significantly reduce the cost of operating on more expensive ammonia, and reduce the pressure on the ramp-up of supply of ammonia in what is already a very challenging timescale,” he said. Most ammonia today is generated in a highly energy-intensive process, which releases large amounts of carbon dioxide and methane. The technology to produce renewable ammonia at scale and store it is not yet available.
New regulations
After many years of dragging its feet, the IMO has finally started introducing regulations to curb shipping emissions.
From the start of this year, shipping companies must monitor and report their vessels’ annual carbon emissions. All ships over 400 gross tonnage must meet a minimum energy efficiency standard. Ships must also prove they are reducing their carbon intensity – a metric that combines greenhouse gas emissions with cargo carried and distance traveled.
According to Smith, the carbon intensity requirement “could be particularly effective at incentivizing a broad range of options for reducing CO2 emissions intensity because it acts on the actual emissions in operation.” However, he said the system “has weak stringency that means compliance can be achieved with minimal changes to current practice, and it has little enforcement mechanism.”
Meanwhile the EU, as part of efforts to reach its 2030 goal of reducing emissions by at least 55%, is introducing an array of new climate, energy and transport laws, including the incorporation of maritime emissions in the bloc’s emissions trading scheme (ETS).
From the start of 2024, all ships transporting goods to and from the EU – regardless of the flag they fly – will be taxed on their emissions.
The inclusion of shipping in the ETS will raise a large pool of funds that the EU can use to accelerate innovation and develop low-carbon fuels and renewable energy infrastructure.
Wind propulsion
The new regulations are driving market demand for carbon-slashing solutions that are currently available, unlike green fuels, said Diane Gilpin, chief executive of the Smart Green Shipping Alliance, a UK-based systems design company.
One such solution is wind-assisted technology. Smart Green Shipping has designed a retrofit for ships looking to decarbonize: automated retractable steel and aluminum sails which allow operators to use wind power instead of fossil fuels for part of their voyage.
“We have to start reducing emissions now,” said Gilpin, noting the warning from UN climate science body the IPCC (Intergovernmental Panel on Climate Change), that to keep the 1.5C goal alive, global emissions will need to peak by 2025, halve by 2030 and reach net zero by 2050. Shipping is not on that trajectory, unless it starts thinking about near-term solutions,” she said.
A pilot project carried out by Smart Green Shipping found that a cargo ship could save 20% in fuel every year when fitted with the sails, on a transatlantic voyage from the US to the UK.
Smart Green Shipping has developed route-planning software that optimizes the use of wind. Gilpin says the sails automatically retract when the wind is too weak and would create drag, or too strong, posing a safety risk.
“The market is really keen on wind, but no one wants to be the first mover,” said Gilpin. “We aim to give the market confidence.” After securing funding from the UK government and private investors, Smart Green Shipping plans to start retrofitting its technology onto ships for commercial demonstration next year, after testing it on land first.
“Wind is seen as a useful, no regrets solution,” said Gilpin. “Because if you put wind on now, you reduce your fossil fuel risk exposure and in future you reduce your demand for an alternative fuel, which will be more expensive and less energy dense.”
Carbon reporting
In anticipation of the new regulations, Berlin-based start-up Zero44 has developed software that provides ship operators with daily reports on their carbon emissions and forecasts of future emissions.
“The ETS is a very immediate challenge for anyone who’s trading in the European Union,” said Zero44’s chief executive Friederike Hesse. “If shipping companies don’t start managing their emissions very consciously, they will have a problem as [the ETS] will have a huge cost effect immediately. They understand that and they’re reacting to it now.”
Under the ETS, the annual operating costs of an average bulk carrier that emits 16,000 tonnes of CO2 per year and trades only between European ports would increase by 1.3 million euros (US$1.4 million) in 2026, according to Hesse.
“The compliance burden is also very high,” she said, explaining that ship operators will need to generate certificates which show how much tax they owe based on their emissions output. “There are lots of accounting and transparency issues,” she said, adding that Zero44 is planning on launching software later this year that will help their customers stay on top of all the ETS requirements.
Zero44 helps shipping companies understand their cost exposure, how the regulations will affect their commercial bottom line, and show them the financial and environmental consequences of their operational decisions, said Hesse. She added that, in the future, the company plans to provide recommendations for their clients to help optimize their voyages and environmental performance.
“A large contribution to efficiency improvement can be achieved if the known and existing solutions, short-term technologies and operational improvements are rolled out more extensively across the fleet during this decade,” said Smith. “Shorter-term solutions that maximize efficiency this decade in line with 1.5C will mean the sector needs roughly 40% less fuel to enable the same amount of trade.”
Isabelle Gerretsen is a freelance journalist based in London who covers climate and environmental issues for a wide range of news outlets including Climate Home News, the BBC and CNN International.
This article appears courtesy of China Dialogue Ocean and may be found in its original form here.
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
Taking Sustainable Shipping to the Next Level With Data
As decarbonization moves higher up the global agenda, navigating the green transition and achieving more sustainable operations is a key priority for the maritime industry. According to the IMO, shipping is responsible for around 2.5% of global greenhouse gas emissions, and if no climate impact mitigation is undertaken, emissions could increase by as much as 130% of 2008 levels by 2050.
Responding to this urgency, the International Maritime Organization has implemented regulations like the Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII), and shipping is also set to be added to the EU’s Emissions Trading System (ETS) next year. These regulations are ushering in a fundamental shift in the way shipping does business.
Under the pressure of these new regulations, a key priority for shipowners, operators and charterers will be optimizing their day-to-day operations to comply with the regulations and achieve more sustainable outcomes. However, there is also a financial incentive, as data and digital solutions can be used to drive operational efficiencies that benefit both profit and planet.
A new digital reality
With the pace of the industry’s digital transformation picking up over the last few years, we have now reached an inflection point; there’s no going back. Data is powering smarter, more transparent and more informed decision making for ship owners, operators, and charterers. By tapping into the vast data troves that already exist within their organizations, decision-makers can gain valuable insights on how they can achieve more efficient, profitable and sustainable voyages through enhanced weather routing, improving reporting and practicing better bunker procurement.
The main challenge, however, is overcoming the siloed nature of the maritime industry and lack of standardized data and analysis platforms across the value chain. This holds companies back from reaching optimal shipping operations and hinders collaboration as owners, charterers, bunker providers, and wider stakeholders have limited visibility and are unable to align on vessel activities and goals.
A path is needed to allow the industry to harness digital technologies and data. It requires a fresh mindset and new skills that will, fundamentally, be underpinned by data and transparency. Breaking down silos to create a single source of truth gives all stakeholders access to the same impartial data insights that allow them to align behind mutual environmental and commercial goals, while balancing a complex range of strategic, evolving priorities.
A connected arena for collaboration
Data enables unparalleled transparency, empowering businesses and enabling them to identify areas within their operations which could be improved or optimized. Data from across a shipping company can be analyzed by its employees to deliver recommendations on how a voyage can be optimized, when and where to bunker, or which vessel is best to charter depending on specific business need. The ability to make these more informed decisions based on real-time data can unlock immediate wins, drive efficiencies, reduce fuel consumption, cost and emissions.
Providing visibility and access to the same data points also elevates the conversation between onboard crews and onshore staff. Masters are empowered with the information needed to improve voyage plans and even optimize en-route, as they can instantly see how evolving weather conditions, for example, may affect their voyage. Data, underpinned by the right software, can not only align stakeholders on strategic commercial, compliance and environmental goals but can also improve operations in the immediate term to reduce delays, port congestion or alter vessel routing.
Working hand in hand, shipping’s digital transformation is enabling greater collaboration like never before, allowing us to collectively drive the green transition. By using data insights to underpin decision-making, strategic and short-term goals can be transparently and measurably met in situations where humans would find it nearly impossible to achieve the same results.
Data platforms provide a connecting point for previously siloed parties, consolidating processes across the maritime value chain into one source of intelligence. This enables companies to drive efficiencies that ensure the most sustainable and profitable outcomes can be achieved, benefiting profit and planet.
Pelle Sommansson is Chief Product & AI Officer at ZeroNorth.
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
Video: Heavy Weather Buffets Carnival Cruise Ship, Damages Interiors
Last weekend, a Carnival cruise ship got caught in foul weather off the coast of South Carolina, causing minor flooding and damage to interior spaces.
Carnival Sunshine set out on a six-night cruise to the Bahamas on May 21. On her return journey to Charleston on Friday night, the cruise ship encountered a powerful coastal low with winds estimated at up to 80 miles per hour. Videos taken by passengers appear to show heavy waves and whitecaps, accompanied by slamming from wave action. AIS data provided by Pole Star suggests that the crew pulled back to a speed of five knots and put the bow into the wind.
According to online seafarers' community Crew Center, the crew's quarters on Deck 0-4 were flooded and the crew bar was destroyed. Crewmembers with berths on that deck had to relocate to the ship's theater in order to find a place to sleep.
The vessel returned safely to port on Saturday evening, about nine hours behind schedule. Various minor damage was reported by passengers and crewmembers, primarily related to leaks. The slight interior damage was not enough to derail the schedule: the vessel conducted a turnaround Saturday night, embarked her next set of passengers and got under way for her next voyage.
No injuries were reported, but some passengers complained about an alleged lack of communication from the crew overnight. In a brief statement, Carnival said that "Carnival Sunshine's return to Charleston was impacted by the weather and rough seas on Saturday. Guests on board the ship were safe."
Carnival Sunshine (ex name Carnival Destiny) is a 1996-built cruise with room for up to 3,000 passengers. She was the first passenger vessel ever to exceed the 100,000 gross ton mark. The ship was renamed in 2013 following a deep refit.
Oil Siphoning Operation Begins for Wreck of the Princess Empress
On Monday, the “siphoning” of the last residual oil aboard the wreck of the sunken tanker Princess Empress got under way off the coast of Oriental Mindoro in the Philippines.
At about 0900 hours, the dive support vessel Fire Opal arrived in Calapan. The vessel was chartered by Malayan Towage and Salvage, under contract to the Princess Empress' P&I club. After formalities were taken care of, the ship transited to the wreck site to start pumping the remaining oil from the sunken motor tanker.
According to incident commander Commodore Geronimo Tuvilla of the Philippine Coast Guard, the operation will take 20 to 30 days, depending on the weather conditions and progress on the wreck. An estimated 100,000 liters of fuel oil remains on board.
"Once the oil removal is completed, we hope that the process will pave the way for the rehabilitation of affected areas and finally transition to normalcy for affected Mindoreños," said Tuvilla.
The Princess Empress went down off Oriental Mindoro on February 28 with about 800,000 liters of fuel oil on board, and the Philippine Coast Guard believes that at least three out of her five cargo tanks leaked their contents into the sea. The resulting pollution wreaked havoc on the coastal villages of the province, which are reliant on fishing and tourism for income.
The Philippines' Maritime Industry Authority (MARINA) maintains that the Princess Empress did not have a valid operating permit for domestic trading at the time of the casualty, raising questions about the authenticity of the paperwork that the crew presented to the Philippine Coast Guard prior to departure on the accident voyage. In addition, the Philippines' justice department alleges that the product tanker was not a newbuild - as operator RDC Reield Marine Services claimed - but was rather a rebuilt "scrap ship" that had been purchased and converted. The owners maintain that the vessel was indeed a newbuild.
As decarbonization moves higher up the global agenda, navigating the green transition and achieving more sustainable operations is a key priority for the maritime industry. According to the IMO, shipping is responsible for around 2.5% of global greenhouse gas emissions, and if no climate impact mitigation is undertaken, emissions could increase by as much as 
