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, December 28, 2023
Largest Electric, Battery-Powered Containerships Commissioned in China
COSCO commissioned China's first electric, battery-powered containerships (COSCO)
Two battery-powered containerships which are being billed as the largest electric vessels yet constructed were officially named and placed into service in China today. Developed for COSCO Shipping, the two vessels are part of an effort to build an electrified network for shipping along China’s Yangtze River.
The ships can transport up to 700 TEU while operating fully on battery power. They use a swappable battery technology where the batteries are housed in containers that can be switched out when the power is depleted. The ships are currently outfitted with 24 batteries each in a 20-foot container and have the capacity to carry up to 36 units. The total battery capacity exceeds 50,000 kilowatt hours.
The vessels are reported to have a sufficient amount of battery power aboard to complete an entire voyage without having to recharge. They will be operated by Shanghai Pan Asia Shipping, a subsidiary of COSCO, on the Yangtze from Shanghai to Wuhan, a distance of over 600 nautical miles. The modular design of the batteries permits the vessels to swap out the depleted batteries for fully charged units so that their operations are not limited by charging time, low load capacity, or a short cruising range.
The two ships will run along the Yangtze and connect Shanghai's ocean seaport (COSCO)
The vessels are reported to be 10,000 tons with a length of approximately 394 feet (120 meters) and a width of 77 feet (23.6 meters). Named COSCO Shipping Green Water 01 and 02, the ships are being billed as having the largest dwt, length, box capacity, and batteries of all the electric containerships built to date. They are also unique in their design with a certified capability to move between the river and ocean supporting a feeder network from inland manufacturing to the seaport in Shanghai.
In addition to using battery power, the Chinese are highlighting a broad range of advanced technology deployed on each vessel. They are reported to be built on an intelligent integrated platform with smart navigation and energy management integrated into the operations.
COSCO launched the effort to build the two ships in March 2022. The first steel was cut in December of that year, and by May 2023 both ships were under construction. They were floated in July 2023.
The ships will be used to demonstrate the potential for electric propulsion and battery power. They are part of a program that seeks to develop the Yangtze River Mainline Green Intelligent Ship network by 2030
Video: Crowley's All-Electric Tug is Out on Sea Trials
America's first all-electric tug is out on sea trials, according to shipowner Crowley.
The electrically-powered eWolf was designed by Crowley's engineering team for a ship-assist application, and was built by Master Boat Builders of Coden, Alabama. With twin drives from Schottel, it will have a bollard pull of about 70 short tonnes.
The eWolf has six megawatt-hours of energy storage, enough for the vessel to operate for a full day. For backup and longer transits, it has two generators on board. When compared with the tug it is replacing, it will eliminate the combustion of 30,000 gallons of diesel per year.
The tug will be based at the Port of San Diego’s Tenth Avenue Marine Terminal, where Crowley is building a dedicated charging station. The station will have twin battery banks, which will charge up from solar panels during the day and the utility grid during the nighttime, when the public demand for power is lower. When the tug pulls alongside to recharge, the batteries on the pier will transfer their accumulated power to the batteries on the tug.
Crowley partnered with the San Diego County Air Pollution Control District, the California Air Resources Board, the Port of San Diego, the U.S. EPA and the U.S Maritime Administration to get the project across the finish line.
“Crowley is on a mission to become the most sustainable and innovative maritime and logistics company in the Americas,” said Tom Crowley, the firm's chairman and CEO, in a statement at the tug's keel laying. “Working together with our customers, suppliers, policymakers and others across our value chain, we can meet the climate crisis head on.”
China Slams Philippines' Continued Use of Supply Convoys
China Coast Guard cutter applies water cannon to a Philippine supply boat near Second Thomas Shoal, Dec. 10 (PCG)
The Chinese government is displeased with the Philippines' insistence on conducting patrol and resupply operations within the Philippine exclusive economic zone, People's Liberation Army spokesman Wu Qian said Thursday. It is also unhappy with the French Navy's plans to hold a joint drill with Philippines and India in the same region.
The Philippine Coast Guard's resupply runs to Second Thomas Shoal typically involve tense standoffs with Chinese paramilitary forces and the China Coast Guard. Beijing has repeatedly ordered Manila to withdraw from a garrison on the reef, but Philippine forces have held out thanks to the risky convoy operations.
In previous confrontations, the larger and more numerous Chinese vessels have used aggressive maneuvering, water cannons, acoustic devices (LRAD) and laser target illuminators to deter Philippine supply boats. Near-collisions and light contact have occurred.
China claims ownership of the Spratly Islands and surrounding waters, including areas within the Philippine exclusive economic zone, like Second Thomas Shoal. In 2016, the Permanent Court of Arbitration in the Hague dismissed Chinese assertions of sovereignty over Philippine waters, but China has ignored the ruling. The PLA has accused Manila of "provoking" confrontation with China by operating Philippine convoys within the Philippine EEZ.
Asked about the recent confrontations at a press conference Thursday, PLA Senior Colonel Wu Qian blamed Manila for Chinese paramilitary operations in Philippine waters.
"The Philippines insisted on sending a ship to intrude into the waters adjacent to China's Ren'ai Jiao [Second Thomas Shoal], and also rammed the Chinese coast guard ship in a provocative manner, causing a collision, which is very dangerous and unprofessional," said Qian. "The China Coast Guard has taken necessary measures to regulate it in accordance with the law, which is completely reasonable and lawful."
He claimed that reports that the China Coast Guard had used LRAD and laser systems were "completely out of nowhere," and that the convoys - which have recently begun carrying members of the press - were all for show.
"In my opinion, what kind of humanitarian transportation [convoy] is this, this is completely 'touching porcelain', it is a show," he said. ("Touching porcelain" is a Chinese idiom referring to a common street-level scam: a con artist carries a porcelain vase into traffic and pretends to get hit by a car, dropping the vase and then extorting the driver for cash "compensation.")
Qian also framed the interactions in the Philippine EEZ as a matter for Manila and Beijing to resolve on their own, without any aid from the Philippines' allies. Multiple nations have recently joined or announced plans to join Philippine forces for naval patrols, including most recently France and India.
"The China-Philippines maritime dispute is an issue between the two countries, and no third party has any right to interfere," Qian said.
Damage Photos: Tanker Attacked by Iran Arrives in India
Chem Pluto was escorted to Mumbai by the Indian Coast Guard (ICG)
The Indian Navy released photos showing the damage to the chemical tanker Chem Pluto which was stuck on Saturday by an attack that the United States said was launched with a one-way attack drone from Iran. The vessel was approximately 200 miles off the coast of India in the Arabian Sea at the time it was hit and reported a fire which the crew was able to extinguish.
The pictures show a hole at the stern of the vessel near deck level. There is also interior damage although the shipping company reported that none of the 21 crewmembers was injured in the attack.
The 21,320 dwt vessel arrived in the outer anchorage off Mumbai, India on the afternoon of Monday, December 25 about two days after it was struck. The tanker was accompanied by the Indian Coast Guard vessel Vikram after having been contacted by the Indian Navy vessel Mormugao to assess the damage and required support.
After an initial inspection by a specialist team from the Naval Explosive Ordinance Disposal unit, the Indian Navy reported that signs point to a drone attack. However, they are undertaking an analysis of the area where the vessel was struck and collecting debris from the ship. After completing a further forensic and technical analysis, they hope to establish the vector of the attack and if it was a missile or a drone as well as the type and amount of explosive used.
The vessel is expected to also undergo additional checks and then offload its oil cargo in a ship-to-ship transfer.
U.S. officials quickly reported that it was a drone attack launched by Iran, but in a weekly news conference today, a spokesperson for Iran’s Foreign Ministry denied Iran’s involvement in the attack.
“These repetitive claims are rejected as baseless,” said Nasser Kana’ani in reports by Iranian state media. He said the U.S.’s allegations “are endless,” while reiterating Iran’s support for the Houthis in Yemen. He however contended that the resistance in Yemen “has its own tools … and acts with its own decisions and capabilities.”
In providing its update on the ongoing investigation, India’s Defense Ministry also outlined several steps the country is taking to protect merchant shipping. They reported that the Coast Guard has enhanced patrolling in the Arabian Sea. In addition, the Indian Navy has deployed three warships, Mormugao, Kochi, and Kolkata, into the area. They are also using a long-range patrol aircraft for surveillance in the region.
The concern is that the vessel was in an area that was thought to be safe from attacks.
This is beyond the distance of any previously reported incidents launched from Iran.
US allies reluctant on Red Sea task force
Updated Thu, December 28, 2023 FILE PHOTO: The Galaxy Leader cargo ship is escorted by Houthi boats in the Red Sea
By Phil Stewart, David Latona and Angelo Amante
WASHINGTON/MADRID/ROME (Reuters) -U.S. President Joe Biden hoped to present a firm international response to Yemen's Houthi attacks on Red Sea shipping by launching a new maritime force, but a week after its launch many allies don't want to be associated with it, publicly, or at all.
Two of America's European allies who were listed as contributors to Operation Prosperity Guardian - Italy and Spain - issued statements appearing to distance themselves from the maritime force.
The Pentagon says the force is a defensive coalition of more than 20 nations to ensure billions of dollars' worth of commerce can flow freely through a vital shipping chokepoint in Red Sea waters off Yemen.
But nearly half of those countries have so far not come forward to acknowledge their contributions or allowed the U.S. to do so. Those contributions can range from dispatching warships to merely sending a staff officer.
The reluctance of some U.S. allies to link themselves to the effort partly reflects the fissures created by the conflict in Gaza, which has seen Biden maintain firm support for Israel even as international criticism rises over its offensive, which Gaza's health ministry says has killed more than 21,000 Palestinians.
"European governments are very worried that part of their potential electorate will turn against them," said David Hernandez, a professor of international relations at the Complutense University of Madrid, noting that the European public is increasingly critical of Israel and wary of being drawn into a conflict.
The Iran-backed Houthis have attacked or seized a dozen ships with missiles and drones since Nov. 19, trying to inflict an international cost over Israel's campaign, which followed the Oct. 7 rampage in southern Israel by Hamas militants that killed 1,200 people and took 240 hostage.
The navies of the United States, Britain and France have each shot down Houthi-launched drones or missiles.
A person familiar with Biden administration thinking said the U.S. believes escalating Houthi attacks call for an international response separate from the conflict raging in Gaza.
The Rea Sea is the entry point for ships using the Suez Canal, which handles about 12% of worldwide trade and is vital for the movement of goods between Asia and Europe. Houthi attacks have seen some ships rerouted around Africa's Cape of Good Hope, substantially increasing sailing time and costs.
Denmark's giant container firm Maersk said on Saturday it would resume shipping operations in the Red Sea and the Gulf of Aden. But Germany's Hapag Lloyd said on Wednesday it still believes the Red Sea is too dangerous and will continue to send ships around the Cape of Good Hope.
DISCORD OVER GAZA
While the U.S. says 20 countries have signed up for its maritime task force, it has announced the names of only 12.
"We'll allow other countries, defer to them to talk about their participation," U.S. Major General Patrick Ryder told reporters last week.
The EU has signaled its support of the maritime task force with a joint statement condemning the Houthi attacks.
Although Britain, Greece and others have publicly embraced the U.S. operation, several mentioned in the U.S. announcement were quick to say they are not directly involved.
Italy's defense ministry said that it would send a ship to the Red Sea following requests from Italian ship owners and not as part of the U.S. operation. France said it supports efforts to secure freedom of navigation in the Red Sea but that its ships would remain under French command.
Spain has said it will not join Operation Prosperity Guardian and opposes using an existing EU anti-piracy mission, Atalanta, to protect Red Sea shipping. But on Wednesday, Prime Minister Pedro Sanchez said he was willing to consider the creation of a different mission to tackle the problem.
Saudi Arabia and United Arab Emirates earlier proclaimed no interest in the venture.
Public anger over Israel's Gaza offensive helps explain some of the reluctance of political leaders. A recent Yougov poll found that strong majorities of Western Europeans - particularly Spain and Italy - think Israel should stop military action in Gaza.
There is also the risk that participating countries become subject to Houthi retaliation. The person familiar with the U.S. administration's thinking says that it is this risk - rather disagreements over Gaza - driving some countries to steer clear of the effort.
That appears to be the case for India, which is unlikely to join the U.S. operation, according to a senior Indian military official. An Indian government official said the government worries that aligning itself with the U.S. could make it more of a target.
One European diplomatic source downplayed concerns about cohesion in the coalition and said the effort was still taking shape and not in jeopardy of falling apart. The source added that Washington's allies understood the challenges confronting Biden at home with regard to the Israel-Gaza war.
INTERNATIONAL SUPPORT NEEDED
In reality, many European and Gulf countries already participate in one of several U.S.-led military groups in the Middle East, including the 39-nation Combined Maritime Forces (CMF).
The EU's Atalanta operation already cooperates in a "reciprocal relationship" with CMF, according to a spokesperson for the group.
That means that some countries not formally joining the Red Sea maritime task force could still coordinate patrols with the U.S. Navy.
For example, while Italy - a member of Atalanta - has not said it will join Operation Prosperity Guardian, an Italian government source told Reuters that the U.S.-led coalition is satisfied with Italy's contribution.
The source added that the decision to send a naval frigate as part of existing operations was a way to speed the deployment and did not require a new parliamentary authorization.
The U.S. effort to draw international support for its Red Sea security push comes as the United States faces pressure on multiple fronts from Iran's military proxies in the region.
Beyond the Houthis in Yemen, Iran-backed militia have been attacking U.S. troops in Syria and Iraq.
So far, the United States has carried out limited retaliatory air strikes against the militia in Iraq and Syria, but it has refrained from doing so in Yemen.
Michael Mulroy, a former deputy assistant secretary of defense for the Middle East under the Trump administration, said the Pentagon's goal with the new maritime coalition appeared to be to make any future Houthi attacks an international issue in order to divorce it from the Israel-Hamas war.
"Once the military vessels in Operation Prosperity Guardian start protecting commercial shipping and come under a direct attack, (the Houthis) will be attacking the coalition, not just the U.S.," Mulroy said.
(Reporting by Phil Stewart, Trevor Hunnicutt and Andrea Shalal in Washington, Jonathan Saul in London, Aislinn Laing, Belen Carreno and Charlie Devereux in Madrid; Angelo Amante in Italy; Krishn Kaushik in DelhiEditing by Don Durfee and Michael Perry)
Report: Ships Make Novel Use of AIS to Ward Off Attacks by Houthis
Ships transiting the Red Sea are sending out messages to ward off attacks (YKMTO map of the danger zone)
With the security situation remaining very volatile in the Red Sea and around the Bab al-Mandab Strait, ships and their owners/operators are looking for any means to improve security. Many ships have chosen to reroute away from the danger while it also appears some are trying to use a novel means of communication to speak indirectly to the Houthis to ward off potential attacks.
Since launching the attacks, the Houthi rebels in Yemen have vowed to target any ships owned by Israeli interests or trading with Israel. U.S. officials have said that over 100 drones and missiles have been launched against merchant shipping in the region and an analysis of the individual attacks in many cases has found either a clear linkage to Israeli interest or suspected associations. The Houthis appear to be using the Internet and searching databases to identify at least some of their targets.
Initially after the seizure of the car carrier Galaxy Leader, and with reports of small boats attempting to hail or board ships, the owner/operators responded by increasing onboard security. There were several reports of armed guards firing warning shots at small boats when they came too close.
Normally the vessel’s Automatic Identification System is used to post information about the ship’s destination, direction, and speed. Occasionally it is used to warn of dangers. It is common to see a ship listed as “not under command,” when it is experiencing a mechanical problem to warn ships not to approach. A vessel between contracts often posts a message “awaiting orders” to say it is anchored or drifting aimlessly.
Now, however, ships have started using their AIS to communicate indirectly with the rebels. When the primary fear was boardings, ships began displaying messages saying “armed guard onboard.” Several tankers transiting the Red Sea today are showing that message as their destination.
TankerTrackers.com highlights in its posting on X (formerly Twitter) that it identified a new message attempting to say we are not involved in your fight. The tracking and analytics company detected several vessels using a new tactic, posting a message they called “interesting.”
The Kriti State, a 76,500 dwt crude oil tanker registered in Liberia and sailing from Novorossiysk, Russia, was the first vessel TankerTrackers.com detected using a message to say it was not associated with Israel. TankerTrackers.com posted an image to X showing the tanker displaying the message “VSL No Cntact Israel.” The tanker is owned and managed out of Greece.
It might have been a one-off, but an hour later TankerTrackers.com posted another image on X showing a similar message from the Xin He Lu 1, a containership registered in Liberia. At last check, the 46,350 dwt vessel still has that message on its AIS display. The 46,350 dwt/3429 TEU containership owned and managed out of China is also outbound from Novorossiysk, Russia, but a decade ago appears to have operated under charter to the Israeli shipping company Zim. TankerTrackers.com reports it also spotted a third vessel displaying the same message earlier today.
It is not clear if the message is reaching the intended target and if this is a coincidence or a planned effort to try and ward off attacks. After a shooting gallery two days ago when the U.S. Centcom reported the USS Laboon took down over a 10-hour period 12 one-way attack drones, three anti-ship ballistic missiles, and two land attack cruise missiles, all fired by the Houthis in the Southern Red Sea, today has been quiet. Neither Centcom nor the UK Maritime Trade Organizations issued any warnings today beyond the standing safety precautions for the region.
Crew Evacuated from Turkish Cargo Ship After Fire Off French Coast
Turkish-owned cargo ship adrift in an Atlantic storm after a fire disabled the vessel (Prefet Maritime)
The French Prefect Maritime de l’Atlantique is reporting that a Turkish-owned cargo ship was evacuated after a fire during a strong storm in the Bay of Biscay. The crew is safe and the vessel is now under tow heading to the French port of Brest after a tense situation on board.
The reports of the fire aboard the Guana, an 18,965 dwt cargo ship registered in Panama, were sent to the French authorities around 1:15 a.m. local time on December 27. The ship which was sailing from Immingham, UK to Iskenderun, Turkey with a cargo of iron fittings, said it was an engine room fire but by 2:35 a.m. reported the fire had been brought under control and all 20 of the crewmembers were safe.
During the day, the French Maritime Prefect for the Atlantic had posted a warning for a severe gale in the northern parts of the Bay of Biscay and along the Atlantic coastline. They were forecasting Force 8 (above 40 mph) wind gusts and very strong seas. At the time of the report of the fire, they said the seas were at state five (waves running at 8 to 13 feet) and winds above 30 mph.
With its engine out of service, the Guana reported it was unable to maneuver and later the captain said they were unable to make repairs. At 1:52 p.m. he notified the emergency services of their intent to evacuate part or all of the crew from the ship. The crew said they did not feel safe onboard given the weather conditions.
After being evacuated, the Guana is under tow to France (Prefet Maritime)
The Spanish hospital ship Esperanza del Mar (4,900 GT) was in the area and responded. With the assistance of a helicopter from the French Navy, they were able to airlift six crewmembers to the hospital ship. The remaining 12 crewmembers were flown to the French Navy’s air base in Lanveoc-Poulmic.
The French Atlantic Maritime Prefect decided to intervene sending the rescue tug Abeille Bourbon while its Falcon 50 airplane observed the situation. As of this morning, the tug was successful in attaching a towline and is currently moving at approximately 6.5 knots toward Brest. The authorities expect the tow will reach the port overnight tonight.
Guam's Piti Channel is going to be narrower for a while, the Coast Guard announced last week, because of a ship that went adrift in a hurricane and fetched up on its shores.
On May 24, when Typhoon Mawar swept past Guam, local first responders had their hands full with shoreside impacts. The storm also tore loose a quasi-derelict ship, the vessel Voyager, which had been moored at Apra after the owner abandoned the crew.
After the storm, Coast Guard Sector Guam stepped in and tapped the Oil Spill Liability Trust Fund to remove the wreck's fuel and lube oil. A contractor successfully pumped out about 50,000 gallons of fuel oil and water mixture, and no pollutant releases were reported.
Images courtesy USCG
The environmental threat of pollution has been neutralized, but the vessel itself remains aground on the side of the channel. The 110-foot vessel is large enough to reduce the width of the waterway, potentially impacting some users, and the Coast Guard has engaged with port stakeholders to talk through the options. For now, the service has made the decision not to sink or move the vessel due to "salvage complexities, legal aspects, and regulatory requirements."
“We’ve sort of reached the end of what we’re allowed to do as the Coast Guard in mitigating the pollution hazard and the other pollutants on the vessel," explained Capt. Nicholas Simmons, commander of Coast Guard Sector Guam, speaking to local KUAM. "Our job at this point is to work with the Government of Guam and the Port Authority - those who use the harbor for their livelihood - and then other federal and local partners to understand what’s possible for removing the vessel long term.”
Simmons acknowledged that the presence of the derelict ship could have an effect on charter boat operators and the broader community of port users, and that waterway safety and commerce are both important considerations.
Like many derelict wrecks, the Voyager was an unwanted fixture for years before it ended up as a marine casualty. It arrived for repairs in July 2021 and was soon flagged by port state control. Inspectors found serious deficiencies and concerns about crew well-being aboard the vessel, and though the owner drew up plans for repairs, no action or follow-through occurred. The crew was repatriated in November 2021 and the Gual Shipyard became the vessel's caretaker. The Port of Guam sued to have it removed - but Typhoon Mawar swept it away instead.
Mitsubishi, Mitsui and Nihon Launch Study to Develop LCO2 Carriers
Mitsubishi Shipbuilding and Nihon are developing Japan's design for a large ocean-going CO2 carrier (MHI/Nihon)
A collaboration involving Japan’s leading shipbuilders along with industrial giants Mitsui and Mitsubishi is looking to advance the development of large ocean-going liquified CO2 carriers as part of the global initiatives for carbon capture and storage. The goal is to lay the groundwork for Japan’s entry into the emerging new segment of the shipping industry.
The new collaboration is being formed between Mitsubishi and Mitsui and building on a similar collaboration launched in May 2023 by Mitsubishi Shipbuilding and Nihon Shipyard, a joint venture established for ship design between Imabari Shipbuilding and Japan Marine United Corporation. Mitsubishi and Mitsui report that they are now advancing business development for the early launch of the carbon capture and storage (CCS) business.
As part of the emergence of the CCS business, the companies expect that there will be increasing demand for vessels able to transport the captured CO2 and deliver it in liquid form either to locations where it can be stored under the sea floor or applications that reuse CO2. Japan’s decarbonization strategy calls for a large component of capture and storage to reach the global goal of net zero emissions.
Utilizing the technologies and construction know-how of Mitsubishi Shipbuilding and Nihon Shipyard, the collaboration will work to establish the construction and production infrastructures of LCO2 carriers and examine consistency with onshore facilities. The companies note that it will be important to standardize the specifications and design of LCO2 carriers across multiple projects as well as develop a realistic production supply chain so that the LCO2 vessels can be constructed.
The four companies look to work together to develop this consistency needed to provide Japan with an early entry into the sector. Working with Mitsui & Co. and Mitsubishi Corporation, they plan to develop standardization of ship specification and design to realize large-scale international transportation from 2028 onwards.
The efforts will draw from experience with other forms of gas carriers as well as research that is already underway. In May 2023, Mitsubishi Shipbuilding and Nihon Shipyard Co. formed a joint venture for the development of an ocean-going LCO2 carrier. In addition, the Japan Organization for Metals and Energy Security (JOGMEC) launched a feasibility study as a public project.
Mitsubishi Shipyard completed the construction of the world’s first dedicated LCO2 carrier and delivered the vessel in November 2023. It is a demonstration ship built as part of a project to advance the expertise sponsored by Japan’s New Energy and Industrial Technology Development Organization (NEDO). The ship, which has a capacity of 1,450 cbm of LCO2, is being used for testing to contribute to the development of the market and shipbuilding skills.
Japan looks to compete against both Chinese shipbuilders and South Korean yards which are also pursuing the market. China has the first dedicated commercial LCO2 carriers, smaller vessels designed with two cylindrical cargo tanks with a total capacity of 7,500 cbm of liquid CO2, under construction. A total of four of these vessels are on order to operate with the Northern Lights project in the North Sea. Japan’s “K” Line (Kawasaki Kisen Kaisha) has been contracted to operate those ships. The first two ships will be delivered in 2024.
Giant 20 MW-Ready Wind Turbine Vessel Heads Out on Sea Trials
Boqiang 3060's leg-encircling crane (center, foreground) towers over all others at Yantai CIMC Raffles in the morning smog (Video still via state media)
China's CIMC Raffles is now testing out the high-spec wind turbine installation vessel Bo Qiang 3060, one of the largest and most capable vessels of its kind. The name references a government goal to achieve peak carbon emissions by 2030 and carbon neutrality by 2060 (30-60).
The 3060 is designed to solve a uniquely Chinese problem: installing turbines in the 16 MW-plus class. Wind turbines of this size only exist in China, and they require outsize WTIVs for installation.
The 3060's jackup legs can work in water depths of up to 230 feet, the economical maximum for bottom-fixed turbine foundations. It is designed to transport three full sets of 16 MW turbines at a time, and can carry all the components of an entire tower. According to state media, it should have a wide enough operating window that it will be able to work about 200 days out of the year in China's main offshore wind regions.
Perhaps most importantly, the Bo Qiang 3060 is upgrade-ready to install turbines of up to 20 MW. This mega-size class does not yet exist, but it is the next frontier for Chinese turbine builders. The components will be heavy and tall enough to require a new generation of WTIVs.
Boquiang 3060 at full loadout with three sets of turbine components (file image courtesy CIMC Raffles)
China is the world's dominant force in offshore wind, with 30 gigawatts installed - the same as all of Europe - and enough momentum to double that number within the next two years. Its three leading turbine manufacturers are all building 16-megawatt models - bigger than all Western competitors - and have an estimated 20 percent price advantage. Experts on the Chinese grid suggest that the pricing (when factoring in unwritten subsidies and favorable loan terms) is already commercially competitive with carbon-based power sources on the Chinese market. The industry also has powerful political tailwinds behind it, driven by provincial targets for green power generation.
German chemical giant BASF, which has worked with turbine builder Mingyang on projects in China's domestic market, believes that the technology and quality found in the ring-fenced Chinese offshore wind sector is superior.
“The Chinese are technically better than us, and they are also more cost-effective than us,” BASF chairman Martin Brudermüller told Frankfurter Allgemein earlier this year. “They have simply become good with their products.”
Construction of Royal Navy’s five Type 26 frigates in Scotland is facing the risk of further delays due to a planned strike early next year over pay and working conditions.
The Type 26 frigate program is grappling with delivery delays and cost overruns, and it has been the subject of criticism, including from the Parliament’s Defense Committee. Next year, the program will sail into further turbulence after electricians, laborers and cable hands employed by CBL Cable Contractors at the BAE Systems Govan and Scotstoun shipyards on the Clyde voted for industrial action.
Unite the Union announced that the contractors, who are working on the Type 26 warships, have called the strike over multiple days starting on January 10 and ending March 27, 2024. They are pushing to be paid the BAE Systems yard rate, or an additional £1 per hour on top of the current rate of pay.
The contractors are also demanding travel-related payments because the Clyde shipyards fall under the scope of the Joint Industry Board Agreement, which sets the standards for employment, grading and apprentice training in the electrical contracting industry. This covers travel time and the expense of driving to travel to work.
In November, the CBL Cable workers indicated their anger over the pay dispute by backing strike action by 100 percent on an 88 percent turnout.
The strike is bound to impact the construction of five Type 26 frigates being built by BAE Systems at a cost of $5.3 billion. The company was awarded the contract by the UK Ministry of Defense in November 2022.
“The CBL Cable workers are fully entitled to equal treatment at the Govan and Scotstoun yards. The company should stop paying lip service to the national agreement and immediately start paying the rate,” said Sharon Graham, Unite general secretary.
The UK-pioneered Type 26 frigate, which is an advanced warship with the primary purpose of anti-submarine warfare, to protect the country’s continuous at-sea nuclear deterrent and Carrier Strike Group. A total of eight Type 26 warships are being built and are designed to eventually replace the navy’s aging fleet of 12 remaining Type 23 anti-submarine frigates.
The frigates will be equipped with a range of advanced capabilities, including the Sea Ceptor missile defense system, a 5-inch medium caliber gun, a flexible mission bay, Artisan 997 Medium Range Radar and towed array sonar. They will also be armed with the future cruise/anti-ship weapon capability.
The project is facing delays and cost overruns. The House of Commons Defense Committee stated in July that the delay comes at a cost of $300 million, putting further pressure on an already-stretched naval budget. The class is now expected to reach its initial operational capability by October 2028 instead of October 2027.
The first City-class ship, HMS Glasgow, is currently undergoing completion in a dry dock at the Scotstoun shipyard and is due in service later this decade. Construction of the ships is supporting 1,700 BAE Systems jobs in Scotland and about 2,300 jobs across the wider UK maritime supply chain until 2035.
Images courtesy USCG
Boquiang 3060 at full loadout with three sets of turbine components (file image courtesy CIMC Raffles) 