ALTERNATIVE FUELS

Smyril Line Signed Contracts for Environmentally Friendly RoRo Cargo Ships

PUBLISHED FEB 10, 2024 5:39 PM BY THE MARITIME EXECUTIVE

 

[By: Smyril Line]

Smyril Line is pleased to announce that a contract has been made with the CIMC Raffles shipyard in China to build two new cargo ships for the company. These are two identical RoRo ships, measuring 190 meters in length and having 3,300 lane meters for trailers. The new cargo ships will join Smyril Line's current network, and they are planned to start sailing in 2026. The ships are designed for optimal year-round seaworthiness in the North Atlantic with great emphasize on our crew comforts and wellbeing on board.

The ships are being designed in close cooperation with Knud E. Hansen, naval architects, who, together with the extensive experience of Smyril Line in the North Atlantic, will ensure that the ships are built for the special route between Europe, the Faroe Islands, and Iceland. The ships will be modern and environmentally friendly, meeting all international emission standards. Compared to the company's existing fleet, they will emit significantly less per transported ton. At the same time, the ships will be equipped with a battery system and the possibility for shore power, which means that port operations can be conducted without emissions. The ships will also be prepared to sail on e-methanol, which is considered to be the best future choice for green energy at Smyril Line.

"Now is the time to set ourselves new and bigger goals towards reducing emissions in the North Atlantic," says Jens Meinhard Rasmussen, CEO of Smyril Line. "The company's main goal is to ensure safe and reliable transportation of both passengers and cargo, and to connect the periphery of the North Atlantic with the rest of the world. With the new ships, we emphasize futureproofing and leading the company towards a greener energy solution and lead the way for Smyril Line towards the goals for decarbonization in our fleet renewal, supporting the green transition of the shipping industry. We will also transport much larger quantities of cargo with less energy consumption than we do now. The energy saving will be at least 60%. This is an important step for us to achieve our goals towards net-zero emissions by 2050, while we can offer our customers an even better service. We have been operating routes in the North Atlantic since 1982. This is not just one of the world's longest ro-ro and ro-pax routes, but probably also the one with the most challenging sailing conditions. We know from experience that sailing on our route places great demands on both ship and crew, and we have therefore designed the ships with this in mind."

The products and services herein described in this press release are not endorsed by The Maritime Executive.

DNV Study Validates Energy Efficiency Gains for LNG Carriers

ABB dual-fuel electric propulsion system - Image credit ABB

PUBLISHED FEB 10, 2024 5:40 PM BY THE MARITIME EXECUTIVE

[By: ABB]

DNV has quantified the gains that owners of liquefied natural gas (LNG) carriers could expect to achieve using the new Dual Fuel, Electric+ (DFE+) solution developed by ABB and MAN Energy Solutions. Comprising MAN’s four-stroke 49/60DF dual fuel engine and ABB’s Dynamic AC power distribution and control system, the solution has been developed to overcome efficiency challenges that are specific to the vessel type.

DNV’s Maritime Advisory assessment concludes that the DFE+ concept is “a competitive and more energy efficient alternative to even the most efficient conventional dual-fuel LNG carrier propulsion designs.” Smaller machinery space requirements could deliver “a conservative estimate” of 5 percent greater cargo capacity. Combined with other steps to optimize performance, the DFE+ concept could contribute to overall energy savings of 6 – 7.5 percent considering the ship’s increased transport work, DNV says.

From January 1, 2023 the International Maritime Organization (IMO) has required shipowners to report vessels into an Energy Efficiency Design Index (EEDI), an Energy Efficiency Existing Ships Index (EEXI) and an operational Carbon Intensity Index (CII). These tools benchmark ships so that owners know what they must do to meet IMO targets for reducing greenhouse gas emissions.

As the newest addition to MAN’s four-stroke portfolio, the MAN 49/60DF engine is optimized for LNG. It is also highly compatible with ABB’s Dynamic AC system, which combines the merits of conventional AC with those of variable frequency to allow the engines to operate on optimal speeds – significantly improving total fuel consumption.

"Owners of LNG carriers face specific challenges in complying with the regulations, given their reliance on propulsion solutions with limited potential for efficiency gains," said Prof. George Dimopoulos, Scientific Advisor, DNV. "The ABB – MAN propulsion concept aims to offer a highly effective way for LNG carriers to meet progressively tightening emissions regulations while also reducing fuel costs."

“With the current global orderbook for LNG carriers including more than 200 vessels, and emission regulations continuing to tighten, owners need new technologies to meet the requirements that apply to this specific class of ships,” said Rune Lysebo, Strategic Market Development, ABB Marine & Ports. “DNV’s testimony on the gains available to LNG Carriers with the new solution developed by ABB and MAN Energy Solutions proves the time is right to explore the next-generation technologies for this vessel type.”

DFE+ could be installed with an energy storage solution to operate as a spinning reserve or come coupled with ABB’s Azipod® electric propulsion. ABB and MAN will also explore integrating fuel cells as the technology matures.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

Hydrogen-Powered Inland Cargo Barge Ready to Sail on the Rhine

H2 barge launched in the summer of 2023 was the first conversion followed by the second vessel completed this week (FPS)

PUBLISHED FEB 9, 2024 8:04 PM BY THE MARITIME EXECUTIVE

 

 

The retrofit has been completed and a new hydrogen-powered cargo barge is now ready to begin operations on the Rhine sailing between Rotterdam in the Netherlands and Duisburg in Germany. Dutch shipowner Future Proof Shipping (FPS), the EU-funded Flagships project, and the Interreg-funded ZEM Ports NS project celebrated that milestone in a project that they believe will serve as a model for the industry.

“This is another proud moment for us, it proves moving cargo with zero emissions and zero impact is not only possible, it’s scalable too,” said Richard Klatten, CEO of Future Proof Shipping. “Successfully launching our second hydrogen-powered inland cargo vessel is just as important an achievement as the first, not just for Future Proof Shipping, ZEM Ports NS, and the Flagships project, but for the future of green shipping.” 

FPS announced its plans for the conversion of the two barges in 2021 and working with partners including Holland Shipyard Group´s Werkendam facility, just outside Rotterdam, overcame key hurdles to bring the ships to service. The first barge was completed in May 2023 with the plan calling for the vessel to operate between Rotterdam and Antwerp. It is chartered to BCTN Network of Inland Terminals on behalf of Nike EMEA. The company has said its plan is to put 10 inland and short-sea vessels into service in the five years.

The H2 Barge 2 is the first of two demonstrators in the EU-funded Flagships project, and the second demonstrator of the ZEM Ports NS project. The vessel, formerly Fenny 1 and FPS Waal, was built as a conventionally powered containership. It is 360 feet (110 meters) in length with a capacity of approximately 200 TEU.

During 2023, H2 Barge 2 was stripped of all combustion engines and fossil fuel tanks by Holland Shipyards Group after reaching the yard in August. Now, the vessel has a completely emission-free propulsion system including PEM fuel cells, hydrogen storage, battery packs, and an electric drive train installed below deck. Six fuel cells from Ballard Power Systems raise the total power installed to 1.2 MW. H2 Barge 2 is expected to reduce 3,000 tonnes of CO2 annually when sailing the Rhine. 

“Inland waterways are important for freight transport in Europe,” said Mirela Atanasiu, Executive Director ad interim of Clean Hydrogen Partnership. “We are thrilled to see a high-power container vessel being converted to zero-emission. The H2 Barge 2 will bring knowledge on how to retrofit vessels from diesel combustion to zero-emission alternatives, by using batteries in combination with green hydrogen in a fuel cell.” 

The second demonstrator vessel in the Flagships project, Zulu 06, will be deployed in Paris in 2024.

“We´ve been working hard for several years to get to this point. Having the first demonstrator on the Rhine is truly a great achievement by Future Proof Shipping and the rest of the partners. The aim of the Flagships project is to take zero-emission waterborne transport to an entirely new level. Now we´re one important step closer to reaching our goal,” says Flagships Project Coordinator and Senior Scientist at VTT, Jyrki Mikkola.

The project was made possible with funding support from the Interreg North Sea Region Programme (Zero Emission Ports North Sea – ZEM Ports NS), Flagships H2020 Project (Clean Hydrogen Partnership), and Netherlands Enterprise Agency (RVO).

 

British Start-up Completes Sea Trial of Onboard Carbon Capture System

While still early days, our pilot project proves that our technology works.

Sounion Trader was the testbed for the first demonstration of the CO2 capture technology (Lomar)

PUBLISHED FEB 9, 2024 6:56 PM BY THE MARITIME EXECUTIVE

 

 

The UK-based climate tech start-up Seabound recently released the results of its trial of shipboard carbon capture technology. The sea trial of the technology began last September as a crucial step in commercializing a cost-effective method of reducing emissions on board vessels.

The pilot was supported by global shipping companies including Lomar Shipping, and its subsidiary Lomarlabs, as well as Hapag-Lloyd, Columbia Shipmanagement, and the UK Government, among others. The onboard carbon capture system (OCCS) was tested in a 3,200 TEU vessel, the Sounion Trader which is owned by Lomar and currently operated by Hapag-Lloyd. The vessel was built in 2003 and is 40,478 dwt. Before the trials began, Seabound received a class society approval for installation and testing of the device from the American Bureau of Shipping (ABS), with the project also approved by Liberia, the vessel’s flag state.

The trials took two months, while the vessel was on a route between Turkey and the Persian Gulf. During the period, the device captured CO2 at 80 percent efficiency and sulfur dioxide at 90 percent efficiency.

 

The company promotes that its system is compact fitting inside a container and easy to retrofit (Lomar)

 

"While still early days, our pilot project proves that our technology works. This breakthrough demonstrates that the shipping industry doesn’t have to wait for new fuels or solutions to reduce its emissions in the future- we can start carbon capture from the existing fleet right now,” said Seabound co-founder and CEO Alisha Fredriksson.

The patent-pending compact carbon capture device by Seabound works by retrofitting it into a ship’s engine exhaust at the funnel. The CO2 chemically reacts with pebbles of quicklime, which then convert into limestone, keeping the CO2 locked in. The limestone pebbles are temporarily stored onboard and are later offloaded. They can be either sold in pure form or turned back into quicklime and CO2, with the quicklime to be reused for a similar carbon capture process and the CO2 sold for utilization or sequestration.

Following the successful pilot project, Seabound has announced that it will design a full-scale onboard carbon capture device that will capture 50 tons of CO2 per day. In addition, the company plans to deliver the first commercial systems to the market in 2025, with the expectation of scaling to three ships that year, and 10 ships by 2026.

Last month, the Liberian Ship Registry submitted the results of this pilot project to the International Maritime Organization (IMO), ahead of the eighty-first session of the Marine Environment Protection Committee (MEPC) scheduled for next month. The project will act as a case study of a successful onboard carbon capture, demonstrating that this new category of marine decarbonization technology is quickly emerging as an option for the industry.  

NO! SEABED WARFARE!

U.S. Navy Picks Three Vendors to Quickly Field AUVs for Seabed Warfare

A prototype of Anduril's large AUV (Anduril)

PUBLISHED FEB 8, 2024 9:11 PM BY THE MARITIME EXECUTIVE

 

 

The U.S. Navy has picked Kongsberg, Oceaneering and Anduril to develop prototypes for long-range, large displacement unmanned subs, hoping to fill an urgent procurement need on a shorter timetable. 

The winners will begin live demonstrations of their solutions - not next year, but next month. These companies already have products in hand, and two of them have decades of experience in the segment. The contracts will allow Navy units around the world the opportunity to borrow or purchase large UAVs for testing, according to Anduril. 

The Navy worked with the Pentagon's Defense Innovation Unit, which can execute contracts much more rapidly and with more flexibility than most defense programs. The unit was created for this purpose: to bring commercially-based solutions to the military fast, and without imposing excessive up-front cost on the vendor. 

Some of the proposed solutions are grounded in tried-and-true systems. Kongsberg has been building its HUGIN line of autonomous underwater vehicles for a long time, and they are an industry standard for commercial and government operators. The extended range HUGIN Endurance variant will be fielded for the DIU trials. “We are excited to bring our many years of AUV experience in support of the U.S. Government and look forward to closely partnering with DIU and the U.S. Navy to support making their LDUUV program a reality,” said Kongsberg Discovery President Martin Fjell in a statement. “HUGIN’s reliability has created a legacy and our continued evolution has enabled us to provide the expertise needed on such a program.”

Australian contractor Anduril is a relative newcomer, and its Dive-LD model has been in testing for the last two years, but it believes that it has a technological edge. Its sub prototype was constructed in large part with 3D printing, so its shape can be adapted to specific payload requirements with greater ease. The company belives in "an agile software-first mindset, advanced manufacturing processes to enable speed and scale, and products built to solve problems."

The Navy has multiple existing programs to develop subsea autonomous drone capability, but some have encountered challenges.

Snakehead, an autonomous sub that was supposed to deploy from submarine drydeck shelters, was canceled after years of in-house R&D effort by the Navy's research establishment. The service cited “Misalignment of Snakehead LDUUV design and procurement efforts with submarine hosting interfaces," which means a "limited availability of host platforms to conduct Snakehead operations.” Not all subs carry drydeck shelters, and the same equipment is also in demand for Navy SEAL insertion and extraction missions. 

Boeing holds the contract for the largest class, the bus-sized XLUUV, but the program is years behind schedule. An initial "test article" has been delivered and is in testing in California. The delay appears to crimp operational plans: the service had planned to put the first five delivered hulls into service as soon as possible, according to GAO, even though they will technically be prototypes.  

 

House Committee Seeks Answers to the Decline of U.S. Sealift Readiness

“screaming national security vulnerability”

Ro/ro ships of the Ready Reserve Fleet, center left (USN file image)

PUBLISHED FEB 7, 2024 8:39 PM BY THE MARITIME EXECUTIVE

 

The chairman of the House Select Committee on the Chinese Communist Party is sounding the alarm on a familiar problem: the acute deficit of government-owned sealift capacity. Drawing a comparison with China's vast shipping resources, Rep. Mike Gallagher (R-WI) called the much-reduced size and limited readiness of the U.S. sealift fleet a “screaming national security vulnerability.”

The advanced age and physical limitations of the government-owned Ready Reserve have been well-publicized for years, but efforts at reversing the trend depend upon budget availability. The slow decline of the sealift fleet would be a problem in the event of a Pacific conflict, Gallagher said, since these ships (and other U.S.-flagged vessels) would have to carry 90 percent of American military equipment and supplies to war. 

"In the middle of a new Cold War, the United States finds itself with neither the sufficient military nor civil resources to meet our sealift objective," said Gallagher in a letter to Transportation Command chief Gen. Jacqueline Van Ovost and Maritime Administrator Ann Phillips. "Although the Navy has put forward plans to acquire foreign commercial vessels to be incorporated into the military sealift fleet, there is little indication that such efforts are being pursued at the scale and pace that the moment requires."

He noted that the commercial U.S.-flag merchant marine is also small relative to historical levels and near-peer competitors. Only about 180 vessels remain in the U.S.-flag fleet, a fraction of what was available a few decades ago. 

In the letter, Gallagher asked Van Ovost and Phillips to define their plans to restore sealift capability - including their plans to acquire U.S. or foreign merchant ships to join the Ready Reserve or Military Sealift Command. (The majority of government sealift ships are preowned foreign vessels, and fleet restoration plans have historically been structured around this model.) He also made sure to ask if they planned to buy any merchant ships from China, the world's largest shipbuilding and shipowning nation. 

Gallagher also asked for an assessment of the practicality of using foreign-flag, foreign-crewed ships to carry America's weaponry in time of conflict - including which countries would be willing to come to the United States' aid.

 

Marine Insurers Continue to Support Trade in the Red Sea & Black Sea

PUBLISHED FEB 10, 2024 5:40 PM BY THE MARITIME EXECUTIVE

 

[By: International Union of Marine Insurance]

At its annual winter meeting in London, the International Union of Marine Insurance (IUMI), confirmed that the global marine insurance market is continuing to support trade in the Red Sea and the Ukraine/Black Sea area. 

Since the cessation of the Ukraine grain corridor in September 2023, some 10 million MT of grain has been successfully lifted from Ukrainian ports using international tonnage insured by marine underwriters. This is despite Russia damaging Ukrainian shore-side facilities and mining local waters. Insurance cover has contributed to much of the Ukrainian grain harvest being exported overseas which, in turn, has helped stabilise international agri-commodity prices. 

In the Red Sea, the insurance market is providing hull and cargo products at affordable prices and vessel owners are able to obtain the cover they require. The attacks are continuing despite military intervention but, fortunately, vessel casualties have not been catastrophic. The impact on Suez Canal transits and global supply chains are significant but this has not affected the ability of the marine insurance market to provide adequate cover – both for Red Sea/Suez Canal transits or for the longer route around the Cape of Good Hope.   

IUMI also reported on restricted movement through the Panama Canal due to low water levels causing a restriction on a vessel’s maximum draught from 50 feet to 44 feet. This has reduced daily transits to around 24 vessels from a norm of 34-36 vessels. Sailings are expected to decrease further to 18 vessels later this month. The result is longer transit times as vessels are re-routed - but voyages have been further compromised by events in the Red Sea. The convergence of these two crises comes in advance of the export surge around the lunar new year shutdowns in Asia. Expected consequences may include a shortage of delivered goods, containers out of position, gridlock at freight handling terminals and congestion at ports.

More positively, it was noted that the growth in global marine insurance premiums experienced in 2022 would likely give momentum to the 2023 results which IUMI will publish at its annual conference in September. The 2024 premium base would be harder to predict, however, due to the supply chain issues already mentioned as well as weaker consumer confidence, high interest rates, and an economic slowdown in some regions; inflationary pressures were easing, however. 

IUMI’s report on the global marine insurance market along with discussion and debate on the pressing issues of the day will be featured at its annual conference to be held in Berlin 15-18 September 2024. This year, IUMI celebrates its 150th anniversary which is reflected in the conference common theme “Building on 150 years of enabling global commerce.”

The products and services herein described in this press release are not endorsed by The Maritime Executive.

As War Risk Spikes in Red Sea, IUMI Says Cover Remains Affordable

Missile strikes are a real concern for U.S. and UK-linked vessels in the Red Sea, like the Zografia, whose hull penetration is visible at center right (Suez Canal Authority)

PUBLISHED FEB 7, 2024 10:44 PM BY THE MARITIME EXECUTIVE

 

After reports of surging war risk insurance rates for transits in the Red Sea, the International Union of Marine Insurers (IUMI) is emphasizing that the global marine insurance market still supports trade in the Red Sea, and at an "affordable price."

War risk cover for transits of the Red Sea has increased from about 0.01 percent of vessel value in early December to as much as 1.0 percent in recent weeks, adding hundreds of thousands of dollars onto the cost of a single voyage. The prices have been driven ever upward by persistent Houthi missile attacks on merchant shipping in the region. Several vessels have been hit and have sustained serious damage, like the bulker Zografia and the tanker Marlin Luanda, and many others have experienced near-miss incidents. Despite a series of U.S. and UK strikes on Houthi launch sites, bunkers, radars and other emplacements, the attacks have continued on a regular basis. 

The insurance hikes are largest for the vessels that are highest on the Houthi priority target list - that is, ships with links to the U.S., UK or Israel. Brokers report that vessels with ownership ties to these three nations are paying up to 50 percent more for their war risk cover in the area. And some underwriters are simply refusing to write policies for these vessels, according to Reuters. 

During its annual conference, IUMI was at pains to emphasize that cover remains available. 

"In the Red Sea, the insurance market is providing hull and cargo products at affordable prices and vessel owners are able to obtain the cover they require," IUMI said Wednesday in a statement. "The impact on Suez Canal transits and global supply chains are significant but this has not affected the ability of the marine insurance market to provide adequate cover – both for Red Sea/Suez Canal transits or for the longer route around the Cape of Good Hope."

Virgin Voyages is Taking the Long Way Cruising from Australia to Greece

Resilient Lady is taking "the long way" to reposition from Australia to the Mediterranean (Virgin Voyages)

PUBLISHED FEB 9, 2024 3:45 PM BY THE MARITIME EXECUTIVE

 

Virgin Voyages, the cruise brand started by Sir Richard Branson’s Virgin Group, reports it will be the latest cruise line to “take the long way,” to reposition its cruise ship Resilient Lady (108,000 gross tons) from Australia back to Europe. The repositioning had been planned to sail through Asia, India, the Middle East, and the Red Sea at the end of the line’s first Australia summer season, but now is heading to Africa.

“Like many other cruise brands, we have been watching the current conflict in the Middle East closely, connecting regularly with global security experts to consider the impacts to the repositioning voyages planned for Resilient Lady in 2024,” said a spokesperson for Virgin Voyages. “We remain concerned about potential escalations in this part of the world over the next 12 months and the risk that this presents for safe passage through the region. As a result, we have been left with no choice but to make changes to Resilient Lady's repositioning voyage.”

The cruise that had been planned to make stops including Bali, Singapore, India, Dubai, and the Mediterranean via the Red Sea, will instead become what the cruise line is calling a “once-in-a-lifetime sailing around the coast of Africa.” Other cruise lines including AIDA, MSC Cruises, and Silversea Cruises, decided to forego revenue trips deadheading their ships for the long voyage around Africa. Carnival Corporation reported it decided to reroute itineraries for 12 ships across seven brands, which were scheduled to transit the Red Sea through May 2024.

The Resilient Lady is finishing up her first-ever season in Australia having arrived in Sydney on December 4 and then continuing to Melbourne which became the base for its cruises to Australia, New Zealand, and Tasmania. The cruise line scheduled a total of 17 cruises during the Australian summer and reports it will return for a second season starting in December 2024.

Departing Australia as originally scheduled on March 27, the cruise ship will now call in Mauritius, South Africa, Namibia, Cape Verde, Santa Cruz de Tenerife, Morocco, Spain, and Malta, arriving as scheduled on May 9 in Piraeus, Greece. The trip is being offered in three segments with extended sea time to make up for the extra mileage. Virgin Voyages is offering booked passengers guaranteed spots at no additional cost or the option of canceling due to the changes.

“We know that based on our conversations with passengers and travel partners, they understand the complex geopolitical challenges that have arisen making this change necessary,” said the line’s spokesperson. 

It comes as the latest in a series of changes as global events challenged the start-up of the cruise line. The company was forced to delay its first revenue cruise for more than a year due to the pandemic and delayed delivery of its later ships. Today, the company has three of its four ordered cruise ships, with the last one Brilliant Lady still delayed as the company considers its deployment. 

“With the very likely continuation of this escalated regional conflict top-of-mind, and in an effort to minimize further disruptions to our passengers’ future vacation plans, Virgin Voyages is now conducting a full review of other geographically similar repositioning voyages and linked sailings,” the company reports. 

LPG Carrier Towed to Safe Anchorage After Losing Propeller

LPG carrier lost it propeller off Australia and was towed to an anchorage (Hiyoshi Shipping Co.)

PUBLISHED FEB 9, 2024 5:24 PM BY THE MARITIME EXECUTIVE

 

Australian officials report they are monitoring the situation closely but that both the crew and the environment are not in any current danger from a disabled LPG carrier near Melbourne. The ship has been moved into a sheltered anchorage while the owners make arrangements, but it is also becoming a bit of a local tourist attraction.

The drama began last week when the vessel, the Bougainville (4,700 dwt) reported it had lost its propeller and was unable to navigate. The vessel, which is 328 feet (100 meters) in length and loaded with a cargo of LPG, was inbound from Vanuatu.

The Australian Maritime Safety Authority (AMSA) told the local news outlet the Phillip Island & San Remo Advertiser that the vessel which was built in 2014 and is registered in Panama “sheered off” its propeller when it was conducting “pre-arrival main engine testing.” 

AMSA sent an emergency vessel to rescue the LPG tanker which at the time was drifting just a few miles off Seal Rocks. They initially towed the vessel to a safer position near Flinders where it was able to anchor and wait for more favorable weather conditions.

 

 

The Bougainville was towed at mid-week arriving in the more sheltered anchorage at Cowes south of Melbourne. AMSA reports that divers were sent down and confirmed that the vessel had in fact sheered off its propeller, telling the newspaper repairs will be extensive as they will have to withdraw the shaft. According to the spokesperson, the ship’s operators and owner are currently looking for a facility capable of undertaking the work.

The ship was built in Japan and owned by the Hiyoshi Shipping Co. She operates under charter to Geogas and is managed locally in Australia by Oceangas. The reports indicate she is loaded with LPG and if full has a capacity for 5,000 cbm. She is one of several gas carriers used to supply Australia, New Zealand, and the Pacific islands.

 

Forgotten Passing Arrangements Led to Towboat Collision

Courtesy NTSB

PUBLISHED FEB 8, 2024 5:32 PM BY THE MARITIME EXECUTIVE

 

The National Transportation Safety Board has determined that a major barge tow collision was caused by a pilot forgetting the passing arrangements that he had agreed on with another towboat, putting the two on the same side of the river. 

In the early hours of January 9, 2023, the towboat Big D was downbound on the Mississippi and encountered the upbound towboat Carol McManus. Both were pushing full barge tows ahead; Carol McManus had 42 barges and an overall tow length of 1,560 feet, longer than a ULCC. 

The two towboats were on track to meet at a bend in the river. At about 0134, Big D's pilot called the Carol McManus on VHF and proposed a "one whistle" passing arrangement (port-to-port). Big D would "hold tight" to the inside of the bend, on the right descending bank of the river. The Carol McManus' pilot agreed, saying "yeah, that'd be fine."

As they proceeded towards the bend, both towboats took a course along the right descending bank. The Big D's pilot noticed that something was wrong as his tow approached the bend: AIS showed that the Carol McManus was coming towards him, and so did the McManus' lights. 

At 0151, when the two tows were just 1,000 feet apart and closing, Big D's pilot called Carol McManus to alert the towboat that it was "still cutting in on me." The McManus' pilot appeared to misremember their passing arrangement and responded “You said two whistle, right?”

Both pilots took measures to reduce the effects of a collision, backing down and maneuvering to minimize damage. The tows collided head-on at 0152, and multiple barges made contact. Both tows broke up, scattering barges along the river. Other nearby towboats responded and helped to round up the runaways. 

Courtesy NTSB

14 barges were damaged by the collision, with an estimated total repair cost of about $1.4 million. The impact also breached piping systems on a tank barge full of ethanol, releasing about 1,400 gallons of the chemical into the river. 

There were no signs that Carol McManus' pilot was in any way unqualified for the task. He was an experienced towboat master with 50 years of experience on the water, including 30 as master or pilot. He was working a six-and-six schedule, standing watch from 1100-1700 and 2300-0500 every day, and he said that he got five hours of sleep between each watch. He passed all drug and alcohol testing. 

In a post-casualty interview, he told investigators that he "got confused" about the passing arrangements and "forgot" about the agreement with Big D. 

NTSB noted that six-and-six watch rotations can cause fatigue, but the McManus' pilot did not show signs of impairment. Instead, investigators honed in on the details of the passing arrangement conversation, as well as the length of time (20 minutes) between when the two pilots reached an agreement and when the vessels actually met. Repeating the details of the agreement back over the radio - instead of a nonspecific acknowledgement like "that'd be fine" - would have improved the odds of remembering it, NTSB advised. The agency said that it is "critical" to do so - even if COLREGS does not require it. 

"Had the Carol McManus pilot repeated back the proposed arrangement, he would have been more likely to correctly recall the agreement and maneuver his tow to the left descending bank," NTSB concluded. 

 

Carnival Magic Dented and Scraped Hitting Jamaica Pier in Strong Winds

Damage to the hull of the Carnival Magic after making contact with the pier (Triple D Photography/Rock Ambassadors Media on Facebook)

PUBLISHED FEB 7, 2024 4:39 PM BY THE MARITIME EXECUTIVE

 

 

One of Carnival Cruise Line’s large cruise ships, the 130,000 gross ton Carnival Magic, is a little worse for wear after heavy weather yesterday pushed the ship into the dock. The cruise ship remained overnight in Jamaica as an expert team was traveling to meet the ship and inspect the damage.

Pictures show the ship with dents and scrapes along a section of the starboard side where it was pushed against the dock by high winds and a strong surf. The ship’s captain Francesco La Farina confirmed that they had made contact saying “strong winds and swells caused the pier fender to collapse under pressure.”

The cruise ship, which is 1,004 feet in length, had arrived in Ocho Rios, Jamaica early on Tuesday, February 6, with passengers beginning to disembark for a day of tours and sightseeing on the island. The ship is reportedly sold out with more than 3,600 passengers aboard for a special charter rock music cruise. 

 

 

Around 11:00 a.m. local time the weather increased and videos showed the ship rocking back and forth along the pier. Later pictures show scrapes and dents to the hull above the waterline where the cruise ship made contact with the dock. Another picture shows a crack in the concrete on the pier, although it is unclear if it was caused by the cruise ship.

“For safety reasons, the ship had to sail out to sea,” the captain wrote to the passengers. The decision was to move the ship to an alternate pier, but it was occupied by the Costa Pacifica cruise ship, so the Carnival Magic remained offshore. Carnival passengers coming back to the dock were surprised to find their ship out to sea. 

Carnival reports its shore team was making arrangements for passengers stuck onshore, but people were complaining on social media there were hundreds of people with little space and shelter from the rainstorms. Finally, in the evening, Carnival bused the passengers to a new pier to rejoin the cruise ship.

 

 

 

The weather has been playing havoc on the cruise ships as a strong weather front moved across the Western Caribbean. The Carnival Magic had skipped a prior stop in Bimini the Miami Herald reports. Yesterday, three other cruise ships, the Carnival Dream, Norwegian Breakaway, and Regal Princess, were unable to dock in Cozumel, Mexico because of similar high surf and wind conditions.

Carnival Cruise Line reported the Carnival Magic would remain in Jamaica till 5:00 p.m. Wednesday, skipping a planned port call in Grand Cayman. The captain blamed the cancelation of Grand Cayman also on the weather, although the Carnival Magic was still undergoing inspections before it was cleared to depart to return to PortMiami. The ship had sailed from Florida on February 4 on the six-night cruise. The ship departed Jamaica as planned Wednesday afternoon with its AIS showing it is heading to Bimini before its return to Florida. 

 

Spain Begins Investigation into Death of Sailor on Balearia Ferry

The crewmember was discovered unconscious when the Napoles arrived in Algeciras on Monday (Balearia file photo)

PUBLISHED FEB 8, 2024 4:39 PM BY THE MARITIME EXECUTIVE

 

Spanish authorities confirmed that they are looking into the circumstances behind the death of a sailor working aboard Baleària Shipping Company’s ferry Napoles discovered earlier this week. The union requested the investigation while it is also calling for improvements in the occupational risk prevention policies.

The shipping company Baleària issued a brief statement on Tuesday confirming that a 40-year-old sailor working aboard the ferry had been pronounced dead on Monday night, February 5, shortly after the vessel docked in Algeciras. The company expressed its deep regret and condolences saying that it was offering support to the family. The shipping company said it was also activating its internal procedures and risk prevention protocols while also investigating the incident.

“The sailor was found unconscious and not breathing in the garage upon arrival at the port of Algeciras,” the company said in its statement. “The captain of the ship, immediately, and the Algeciras health workers later, performed cardiopulmonary resuscitation protocols, unfortunately without success.”

One news report suggests that the unidentified Spanish crewmember was found between two vehicles. The unconfirmed report said that one of the vehicles might have sifted trapping the crewmember between the two vehicles. They are reporting that offloading of the ferry when it reached Algeciras, was delayed by an investigation.

The Napoles was built in 2002 and rebuilt in 2018-2019 to become one of the first RoRos operated by Baleària using liquified natural gas is registered in Cyprus. The vessel, which is 610 feet (186 meters) in length, has a capacity for up to approximately 480 vehicles. It also carries up to 1,600 passengers operating between Tangier and Algeciras.

The Workers' Commissions (Comisiones Obreras or CCOO) agreed to the investigation and collection of data for the union, which will use it to file a formal complaint. Media reports said this was the second fatal accident in the region in 2024 after four workplace fatalities in 2023 in Algeciras.

The regional secretary of Occupational Health of CCOO, José Gavilán, speaking about the overall situation in 2023 called the deaths “unacceptable” in a media briefing. He said the region had recorded a total of 3,500 workplace accidents in 2023.

“Five deaths and an average of around ten accidents a day represent a devastating situation in the workplace,” Gavilán is quoted as saying during the briefing. He vowed that his agency would take steps to improve workplace safety.