Thursday, March 07, 2024

 

New Video Shows Russian Ship's Desperate Attempt to Fight Off Drone Boats

Crewmembers on the deck of the Kunikov attempt to fend off a drone boat with small arms (Telegram / Fighter Bomber)
Crewmembers on the deck of the Kunikov attempt to fend off a drone boat with small arms (Telegram / Fighter Bomber)

PUBLISHED MAR 6, 2024 9:16 PM BY THE MARITIME EXECUTIVE

 

dA new video released by Russian military correspondents appears to show the crew of the lost landing ship Caesar Kunikov as they attempted to defend their vessel from Ukrainian drones. 

Though unverified, the video and an accompanying written account both align with Ukrainian and Russian reports of the attack. Members of the crew used small arms - not deck guns or close-in weapons systems - to fire on the drones as they approached, and at first their efforts appeared to be successful. However, about halfway through the video, one of the drones appeared to detonate against the hull, throwing the camera operator to the ground. A second detonation occurred just before the end of the video clip.

The written account of the battle suggests that the crew managed to destroy four drone boats in the opening moments of the encounter. The next five hit the port side and the stern, one after the other; one drone nosed into a blast hole created by a previous drone before going off. The Kunikov began to list to port, and the crew abandoned ship about 40 minutes after the attack began. 

The correspondent reported that a 10th drone loitered nearby to watch as the Kunikov sank, then tried to attack the tug that responded to the casualty. (Ukraine has released what appears to be video footage from this 10th drone, included in the montage below.)

New bystander footage shows attack on a Russian patrol ship

Separately, Russian sources have circulated what appears to be a video filmed aboard a merchant ship during the attack on the patrol vessel Sergei Kotov, which was sunk by drones on Monday night. 

The Kotov was pursued by multiple Magura V5 drones in the Kerch Strait, hundreds of miles from Ukrainian-controlled territory. The vessel was hit on the port, starboard and stern, killing seven and sending the ship below, according to Ukraine's military intelligence agency. 

The new video appears to show the early minutes of the pursuit. In the footage, Kotov still had power and was attempting to flee the pack of kamikaze drones - one of which can be clearly seen. The new video depiction aligns with the GUR's footage, which showed the first drone pursuing the Kotov from astern. 

"There are no safe havens for Russian terrorists in the Black Sea and nor will there be," Ukrainian President Volodymyr Zelensky said in a televised address Tuesday. 

Ukraine's GUR says that it is now testing a larger version of the Magura that can reach any part of the Black Sea and deliver a one-ton payload.

 

Chevron Places a Bet on Uruguay's Offshore O&G Frontier

File image
iStock

PUBLISHED MAR 7, 2024 2:42 AM BY THE MARITIME EXECUTIVE

 

While it feuds with ExxonMobil over partnership rights off Guyana, Chevron has completed a deal to buy into Uruguay's nascent offshore sector. The oil industry sees strong potential in geological formations off the coast of Uruguay, and Chevron has placed a substantial bet on its future.

Chevron has reached a deal to take a 60 percent operating stake in Challenger Energy's OFF-1 license, about 50 nautical miles off Uruguay. Chevron is paying $12.5 million up front, plus the full cost of a seismic campaign to evaluate the lease area. If the partners decide to drill an exploration well, Chevron will cover half of Challenger's share of the cost. 

"We firmly believe that AREA OFF-1 holds enormous potential, and this farm-out is strong validation of the high-quality technical work CEG has done to-date," said Challenger CEO Eytan Uliel in a statement. 

The deal fulfils Challenger's long-term plan to farm out development of OFF-1. The firm still owns 100 percent of the nearby OFF-3 block. 

Petroleum geologists believe that the formations off Uruguay's coast bear similarity to recent discoveries in a frontier area off Namibia, where TotalEnergies found five billion barrels of oil in its Venus discovery in February 2022. Early investors in Uruguay include APA, YPF, Shell, in addition to Challenger, and a multiparty 3D seismic campaign is expected late this year or early in 2025.  

Chevron's other major investment in South America's offshore sector has gone less smoothly, though the American supermajor still expects to prevail. ExxonMobil has filed an arbitration case to prevent Hess from selling a crown jewel - its 30 percent non-operating stake in the prolific Stabroek Block off Guyana - to Chevron. Hess' Guyana holdings are a substantial part of the reason that Chevron has offered to buy the firm for $53 billion, and the case may delay the closing of the deal. 

 

EBDG and Wärtsilä Team Up on Methanol-Fueled Power Barge

CHAMP
Illustration courtesy EBDG

PUBLISHED MAR 5, 2024 11:25 PM BY THE MARITIME EXECUTIVE

 

 

Seattle-based naval architecture firm Elliott Bay Design Group (EBDG) has reached an agreement with Wärtsilä to develop a barge-mounted cold ironing system that runs on methanol. The announcement confirms an arrangement the firms reached late last year. 

EBDG's Clean Harbor Alternative Mobile Power (CHAMP) system is designed to provide auxiliary power in port, without grid infrastructure. The CHAMP barge runs with a clean-burning methanol-powered engine, and can provide offboard electricity where conventional shore power is not available. This allows the vessel to shut down its auxiliary engines and reduce in-port emissions. 

For the port and surrounding community, this is an advantage from an air quality standpoint, but also alleviates pressure on the local electrical grid. Merchant ships can draw megawatt-scale loads, and delivering that much power often requires costly grid improvements. 

“We are pleased to partner with Wärtsilä in bringing this innovative patent-pending solution to the market. The CHAMP barge project represents a significant stride toward tackling the most daunting challenges in curbing port emissions,” says Mike Complita, Principal in Charge at EBDG.

CHAMP will use a Wärtsilä 32 engine adapted to run on methanol, along with Wärtsilä exhaust treatment and fuel-handling systems. It will be able to provide 6-16 MW of power, and will be able to meet ships wherever they are in the harbor - whether alongside the pier or at anchor. EBDG envisions a second role for the barge as a recharging station for battery-electric harbor vessels, like tugs and small workboats. 

For the operator, a floating power supply offers compliance advantages: it falls under U.S. Coast Guard regulations, and does not need the permitting process required for shoreside facilities. It is also designed to be compact - just 225 feet long - in order to fit well into the harbor operations of America's busiest ports

 

Princess Cruises Installs Food Waste Biodigesters on New Sun Princess

Power Knot Ocean
Sun Princess at sea

PUBLISHED MAR 5, 2024 3:54 PM BY THE MARITIME EXECUTIVE

 

[By: Power Knot Ocean]

Power Knot Ocean, the market leader for onsite organic waste management solutions in the marine environment, announced today the successful deployment of 26 of its machines aboard Princess Cruises’ latest luxury cruise ship, the Sun Princess. The integration of Power Knot’s LFC biodigesters and WEP effluent pumps on board Sun Princess marks a significant stride toward sustainable waste management practices within the cruise industry.

Sun Princess, Princess Cruises’ newest flagship, weighing 175,500 tons and accommodating 4,300 guests, is set to make its debut in early 2024. Embarking on voyages to the Mediterranean, Europe, and the Caribbean, the ship promises an unparalleled cruise experience with its state-of-the-art amenities, a diverse range of culinary offerings, and opulent staterooms and suites.

The LFC biodigester is a food waste biodigester that uses natural aerobic digestion to break down food waste into water, mitigating the need for traditional disposal methods and contributing to a substantial reduction in both cost and environmental impact. The biodigester units are strategically placed in key areas of the ship such as a galley or garbage room where food waste is processed or handled to improve operations. With nine different sizes available, accommodating the digestion of 10 kg (20 lb) to 6000 kg (13200 lb) of food waste per day, the LFC biodigester provides a versatile and effective approach to waste reduction.

Alongside each LFC biodigester is a WEP effluent pump. These are used to move the effluent to a convenient location so that it can easily be sent to the ship’s on board treatment facility.

“The installation of our LFC biodigesters and WEP effluent pumps on the Sun Princess exemplifies our dedication to sustainable waste management solutions. By seamlessly integrating our advanced technology into the ship’s operations, we are contributing to a cleaner, greener future for the cruise industry,” said Iain Milnes, President of Power Knot.

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

 

U.S. Coast Guard Plans to Buy Edison Chouest's Icebreaker Aiviq

Aiviq (Edison Chouest file image)
Aiviq (Edison Chouest file image)

PUBLISHED MAR 5, 2024 8:14 PM BY THE MARITIME EXECUTIVE

 

The U.S Coast Guard is finally moving to acquire the icebreaking offshore vessel Aiviq from Edison Chouest in order to fill a growing capability gap. 

Chouest and several members of Congress asked the Coast Guard to purchase the Aiviq in 2015-16, but the Coast Guard previously declined, arguing that the vessel “was not suitable for military service without substantial refit.” In what now appears to be a change of plans, the Coast Guard has issued a public notice that it will enter into a sole-source contract to buy Chouest's icebreaker. 

In a previous request for information notice issued in 2022, the Coast Guard outlined the kind of icebreaker it intended to buy. These included a commercial vessel constructed at a U.S. shipyard, capable of operating in or around the Arctic, and able to break at least three feet of ice ahead at a continuous speed of three knots. Other terms include underway operation for a minimum of 60 days without resupply, at least 15 years of original design service life remaining, an on-board medical treatment facility and the ability to land Coast Guard helicopters.d

These specifications fit Aiviq, owned by Offshore Service Vessels LLC, a unit of Edison Chouset Offshore (ECO). “Offshore Service Vessels, LLC is the only company that can meet USCG needs based on the requirements set forth in the Request for information,” the Coast Guard said in its notice

Aiviq was built in 2012 by North American Shipbuilding Company in Larose, Louisiana and LaShip in Houma, Louisiana at a cost of $200 million. The vessel was initially chartered by Royal Dutch Shell to support oil exploration and drilling in the Chukchi Sea off Alaska. After a main propulsion failure (and subsequent grounding of Aiviq's drill-rig tow) in 2012, Shell's exploration program was suspended and Aiviq entered layup. The vessel has been more active in recent years, operating on charter to Australia's Antarctic research program. 

Conservative estimates indicate the Coast Guard could acquire the Aiviq at a cost of $150 million before committing an equally substantial amount for a complete overhaul.

The Coast Guard has limited options for replenishing its icebreaking fleet. The heavy icebreaker USCGC Polar Star is years past its design lifespan, and it undergoes a substantial shipyard refit every year in order to stay in operation. It is almost exclusively assigned to the annual resupply mission for McMurdo Station in Antarctica. The medium icebreaker USCGC Healy, based out of Seattle, is the sole vessel available for Arctic missions when Polar Star is in the Southern Hemisphere. 

The Coast Guard is working on procuring a new series of heavy icebreakers, but the program has encountered delays

 

Good Samaritan Vessel Rescues Racing Yacht in Mid-Atlantic

Lhor One at rescue
Image courtesy USCG

PUBLISHED MAR 5, 2024 8:02 PM BY THE MARITIME EXECUTIVE

 

On Monday, the U.S. Coast Guard worked with a good samaritan vessel to arrange the rescue of two sailors in the middle of the Atlantic.

At about 1800 hours on Sunday, the Coast Guard's Fifth District command center received an EPIRB alert from Lhor One, a 40-foot sailboat built for ocean racing. The boat was in the middle of a transit from Guadeloupe to France, and began taking on water some 1,500 nautical miles east of Bermuda - about midway between Africa and the United States. 

Though remote, this region is well within the reach of the Coast Guard's HC-130 long range SAR aircraft, and an aircrew was dispatched to the position. Given the long distance from land-based assets, the Coast Guard also put out a request for assistance from merchant ships in the vicinity.

The HC-130 aircrew arrived at about 0445 hours on Monday morning and established radio contact with the Lhor One. The two crewmembers reported that they were taking on water from a hole caused by a "lightning strike." 

The container feeder Frio Ionian accepted an AMVER request and diverted to the scene, arriving midmorning on Monday. The crew safely brought aboard the two sailors - aged 20 and 24 - without further incident. No injuries were reported.

“This rescue was quite a distance from land and the successful rescue of two mariners was only possible because of the crew of the Frio Ionian’s participation in the AMVER program,” said Petty Officer 1st Class Starr Franklin, a watchstander with the Fifth District command center. “To put the distance from shore in perspective, the mariners were roughly the same as if you drove from Portsmouth, Virginia to Odessa, Texas, near the Texas-New Mexico border.”  

The sailboat Sogestran Seafrigo (Lhor One) is a Class 40 racing sailboat. The vessel and her crew had just won the RORC Caribbean 600 Race in their class, and they were on a return voyage to France. 

 

NTSB: High Speed Contributed to Escort Tug's Collision With Ship's Prop

Damage to the Mark E. Kuebler (NTSB)
Damage to the Mark E. Kuebler (NTSB)

PUBLISHED MAR 5, 2024 8:24 PM BY THE MARITIME EXECUTIVE

 

High speed was a significant factor in a serious casualty involving an escort tug in the Corpus Christi Ship Channel last year, according to the National Transportation Safety Board (NTSB). The tug was already operating near its maximum speed at the start of the evolution, and did not have enough extra power to get away when things started to go wrong. 

“We have recently seen incidents across industry, and the common factor is operators trying to perform advanced maneuvers at high speeds, which gives a higher risk factor with no reward,” operator G&H Towing told NTSB after the casualty. 

On January 22, 2023, the ASD tug Mark E. Kuebler and four other harbor tugs were dispatched to assist the Saudi tanker Nisalah, which was inbound on the Corpus Christi Ship Channel. The vessel had pilots aboard for a transit to South Texas Gateway Terminal in Ingleside, where she was scheduled to load a cargo of crude. The vessel was in ballast condition. 

The Mark E. Kuebler was assigned to take the starboard quarter position during the escort evolution. The mate had the conn, and he decided to approach the tanker with the tug moving stern-first, which would give the tow line the most favorable lead to the chock on the tanker's starboard quarter. The mate's plan was to make up tow with the tug's bow winch to the chock, then complete the transit to the terminal while moving astern. This arrangement would position the tug alongside the tanker's parallel midbody and away from the flare of the stern during the rest of the transit. 

All six vessels were moving through the channel at a speed of about 10 knots. As the Kuebler's mate maneuvered off the tanker's starboard quarter and began to spin the tug through 180 degrees, the tugboat was drawn back towards the Nisalah's stern by hydrodynamic suction forces. The mate increased power but could not prevent the Kuebler from being pulled towards Nisalah's prop. Seconds later, the pilots on Nisalah's bridge heard a noise as Nisalah's propeller cut into the Kuebler's hull. From start to end, this sequence of events took about 60 seconds. 

The master of the Kuebler relieved the mate and took over the helm, and initially he thought that the damage was limited to the tug's mast. He radioed the pilots and said that all was fine and the escort job could continue. However, he soon radioed back and reported a bilge alarm. The crew checked the tug's machinery compartment, and they found significant flooding in the Z-drive compartment. 

As the tug faced a real risk of sinking due to the flooding, the captain of the Kuebler decided to intentionally ground the vessel on a bank outside of the ship channel. Nisalah continued on to the oil terminal as planned. 

The contact with Nisalah's propeller ruptured Kuebler's hull, puncturing the aft peak tank and the Z-drive compartment. Both spaces filled to the waterline, damaging equipment. 

The damage to the Kuebler cost about $3 million to repair, plus another $1 million in salvage costs to retrieve the vessel from the bank. The Nisalah's propeller was warped by the impact, and the bill for the tanker's repairs ran to nearly $4 million. 

The primary cause of the casualty was high speed, according to NTSB. When the tug was drawn towards the tanker's stern by hydrodynamic forces, it did not have enough reserve power to pull away - because it was already moving about as fast as it could. If all six vessels had been moving at a statelier pace, NTSB said, the casualty might not have happened. 

"Owners and operators of Z-drive tugboats that perform harbor-assist operations should set speed limits for advanced maneuvers such as stern-first approaches," advised NTSB. "Tugboat operators should communicate these limits to ship masters or pilots."

Operator G&H Towing agreed, and it has implemented a seven-knot speed limit for stern-first landing for its escort tug fleet. 

 

Virgin Voyages Accused of “Blowing Smoke” in Tasmania

Resilient Lady cruise ship
Resilient Lady was smoke free in Sydney as she started her Australian season (Virgin Voyages)

PUBLISHED FEB 29, 2024 4:57 PM BY THE MARITIME EXECUTIVE

 

Cruise line Virgin Voyages is apologizing for the negative perceptions created as residents posted pictures of “smoking pouring from the funnels” of its cruise ship Resilient Lady during its visits to the port of Hobart, Tasmania. Residents wrote online calling it “disgusting” and “sad” citing what they believed was pollution as well as blocking harbor views. The complaints grew so loud the local authorities stepped in to investigate.

The Director of the Environment Protection Authority, Wes Ford, took to the media reporting on ABC News Australia that his office was investigating multiple complaints of excessive smoking coming from the cruise ship while maneuvering in port. The distinctive looking Resilient Lady (110,000 gross tons) with its unusual shape and silver and red livery draws a lot of attention. It is completing Virgin Voyages’ first season of cruises in the Australian market.

The EPA told the local media when the ships are more visible, they of course get more complaints. Industry executives have long contended that cruise ships are the target of complaints because they are not only large and attract attention, but they often dock in the heart of the city versus the more distant commercial ports used by cargo and containerships. 

 

 

The EPA tried to explain to the residents that what they were seeing was likely a mixture of exhaust and steam as the cruise ship was running its exhaust scrubbers. However, to the residents, smoke is smoke and they complained and asked why the ship was permitted to pollute the environment.

Virgin Voyages was very responsive to its request the EPA said acknowledging the visual effect created a negative perception. The EPA stressed the ship had cleared an inspection and is in compliance with all regulations.

 

 

Virgin Voyages, the EPA director reported, agreed to switch the cruise ship from heavy fuel oil and its scrubbers to marine gas oil while navigating and in the port.

It is a problem many cruise ships have experienced as the observers do not distinguish or understand the white smoke from the scrubber operations. The EPA director tried to explain the scrubbers take “the bad stuff” out of the emissions but admitted it “looks worse than it really is” for the environment. He said Virgin Voyages’ agreement to switch fuels was a “very positive result,” for Hobart. 

 

Report: Volkswagen Sued by MOL for the Loss of Felicity Ace Car Carrier

car carrier casualty
Fire aboard the car carrier Felicity Ace is being blamed on the EVs it was transporting (Portuguese Navy photo)

PUBLISHED MAR 5, 2024 6:34 PM BY THE MARITIME EXECUTIVE

 

 

The ongoing debate over the safety of transporting electric vehicles is gaining new attention with reports that the owners and insurance company for the car carrier Felicity Ace are suing Volkswagen Group blaming the auto company for the 2022 fire that destroyed the vessel. According to a report from Bloomberg, the German auto group has been named by the plaintiffs in two suits filed in the German courts over the loss of the vessel.

The 17,700 dwt car carrier built in 2005 departed from Emden, Germany to Davisville, Rhode Island, loaded with approximately 4,000 vehicles. Off the Azores on February 16, 2022, the captain ordered the crew of 22 to abandon ship as a fire believed to have started on the car decks spread throughout the vessel. Within days it appeared the fire had spread from end to end of the 656-foot vessel and despite efforts to tow the ship, it was lost after drifting in the Atlantic for two weeks.

The first of the suits was brought nearly a year ago in the court in Stuttgart, Germany, where Porsche is headquartered while the second suit was filed in Braunschweig targeting the parent company Volkswagen Group, which owns Porsche. Of the 3,965 cars aboard, the largest portion was believed to be Porsche, Audi, and VW, but reports said there were also cars from Bentley and Lamborghini aboard.

The lawsuits are reported to involve Mitsui O.S.K. Lines which operated the Felicity Ace. Insurer Allianz, which has been outspoken on the dangers of EV fires, is also reported to be a plaintiff in the suits.

“The plaintiffs claim that the fire originated from the lithium-ion battery of a Porsche model and allege VW failed to inform them of the danger and necessary precautions needed to transport such vehicles,” according to Bloomberg. They report that both cases have not progressed in the courts while there have been settlement talks.

Reports at the time of the casualty speculated that the overall value of the loss could be $438 million according to the Russell Group. They estimated that cars represented a $400 million loss with Volkswagen having the largest portion of the cars aboard the ship. Russell estimated Volkswagen’s loss would total at least $155 million.

Volkswagen confirmed to buyers after the vessel was lost that its highly sought-after ID.4 electric SUVs were among the cars lost telling buyers that they would be revising production plans to prioritize replacements. The group was also reported to have had 1,100 Porsches and 189 Bentleys aboard the Felicity Ace.

Allianz has issued several reports citing the fire danger from EVs and highlighting fires as one of the primary causes of maritime claims the company experienced. They have called for increased fire safety standards and precautions in transporting the vehicles, which have also been blamed for other causalities. Pictures surfaced during the 2023 salvage operation for another car carrier, the Fremantle Highway, showing electric vehicles still smoldering weeks after the fire was extinguished aboard the ship. The nature of the batteries makes the fire more difficult to fight and increases the danger of a runaway situation aboard the vessels.
 

 

Three Dead, Four Injured in Houthi Missile Attack on a Bulker

bulker attacked off Yemen
UKMTO reports the vessel was south southwest of Aden entering the Red Sea and strait bound for Saudi Arabia (CENTCOM)

PUBLISHED MAR 6, 2024 9:27 PM BY THE MARITIME EXECUTIVE

 

 

A Barbados-flagged, Greek-managed bulker was attacked by Yemen's Houthi rebels on Wednesday, causing the first crew casualties since the group began attacking commercial shipping nearly five months ago. Several crewmembers are reported to have been killed in the attack and others badly injured after the vessel, the True Confidence, caught fire. Coalition forces responded to provide assistance and assess the full extent of the situation.  

The British Embassy posted a message saying, “At least two innocent sailors died. This was the sad and predictable result of the Houthis' reckless missile launches on international shipping. They must stop. Our deepest condolences are with the families of those who died and those who were injured.”

Later in the day, U.S. Central Command said that three crewmembers have died and four were injured, of which three are in critical condition. The now-abandoned ship sustained significant damage.

The 50,500 dwt bulker was traveling from China with a stop in Singapore bound for Jeddah, Saudi Arabia when it was attacked on Wednesday morning approximately 50 nautical miles southwest of Aden, Yemen. There were reports of a loud explosion with unconfirmed statements that the vessel was engulfed in a fire and drifting after the crew took to the lifeboats. The picture released by CENTCOM appears to show the fire in the vessel's accommodation area and bridge.

 

 

The vessel’s manager is reporting that there were 20 crewmembers, including Indians, Vietnamese, and Philippine nationals as well as three security guards on the ship. They are saying contact was lost with the crew while both Reuters and Associated Press quoting unnamed U.S. officials saying causalities are likely. Earlier reports said at least three crewmembers were believed missing while four were reported to have suffered severe burns. While other crews have suffered minor injuries, these are the first casualties and severe injuries since the attacks began in November 2023.

In a statement taking credit for the attack, a Houthi spokesperson said, “The targeting operation came after the ship's crew rejected warning messages from the Yemeni naval forces.” Yahya Saree wrote on X that ships “must respond to calls from the Yemeni naval forces, and all crews of the targeted ships must quickly leave after the first attack.”

The United Kingdom Maritime Trade Organizations confirmed it had reports that the True Confidence was being hailed for at least 30 minutes by the so-called “Yemeni navy.” 

The Houthis are claiming the vessel was owned by U.S. interest, identifying Oaktree Capital Management, but the vessel’s managers are refuting any connections to the U.S. The Equasis database shows the ship which was built in 2011 with its previous owner from 2021 until February 2024 registered as OCM Maritime, but now it is reported owned by True Confidence Shipping.

Many bulkers have been reported to be joining the growing number of vessels diverted away from the Red Sea region. The owners are saying this vessel was transporting steel products and trucks to Saudi Arabia.

IMO Secretary-General Arsenio Dominguez issued a statement later in the day expressing the condolences of the IMO. "Innocent seafarers should never become collateral victims," he said. "I once again call for collective action to fortify the safety of those who serve at sea. We all need to do more to protect seafarers."

U.S. Central Command reported several hours earlier that the USS Carney identified one anti-ship ballistic missile and three one-way attack unmanned aerial systems launched by the Houthi toward the destroyer. The U.S. forces downed the attacks with no injuries or damage to the ship. Later in the day, CENTCOM forces also destroyed three anti-ship missiles and three unmanned surface vessels (USV).

In its end of day update, CENTCOM said that the attack on the True Confidence was the fifth anti-ship ballistic missile fired by Houthis in the last two days. Two of these ASBMs hit two merchant ships - M/V MSC Sky II and M/V True Confidence - and one ASBM was shot down by USS Carney.


Report: MSC Boxship Catches Fire After Houthi Missile Strike

Houthi missiles

PUBLISHED MAR 4, 2024 11:57 AM BY THE MARITIME EXECUTIVE

 

[Updated] Yemen's Houthi rebels have hit another merchant ship and sparked a fire with a missile strike in the Gulf of Aden, according to two UK security consultancies. 

Ambrey and Vanguard Tech both report that the sub-Panamax boxship MSC Sky II has been hit by a missile and has caught fire.

The master of MSC Sky II reports that the attack involved two missiles: the first went into the water off the vessel's port quarter, and the second reportedly struck the ship's accommodations block. No injuries were reported, but the impact started a fire, and the crew were engaged in firefighting as of Monday afternoon. 

In an update late in the day, U.S. Central Command reported that the MSC Sky did not request assistance and continued on its voyage. 

MSC is owned and operated by the Aponte family out of its headquarters in Switzerland. However, one of the firm's top shareholders was born in what is now the state of Israel. Some analysts suggest that Yemen's Houthi rebels have identified this connection and are targeting MSC vessels because of the affiliation: the Houthis assert that their campaign against shipping in the Red Sea is aimed at disrupting Israeli commerce and applying political pressure to halt Israel's operation in Gaza. 

MSC vessels have been targeted multiple times since the beginning of Houthi hostilities last fall. Houthi militants attacked MSC Palatium III with a ballistic missile in mid-December; MSC United VIII was attacked in the Red Sea about 10 days later; and MSC Silver II was targeted last month. None of these previous attacks were successful, though the Houthis have caused considerable harm to other owners' vessels. 

MSC had previously indicated that it would suspend Red Sea operations due to the security risk.