Tuesday, April 09, 2024

Forecasters Expect "Hyperactive" Hurricane Season

Based on unusually hot water temperatures in the Atlantic, Colorado State University's Tropical Weather & Climate Research lab is predicting an "extremely active" hurricane season in 2024.

The group forecasts 23 named storms, 11 hurricanes, 5 major hurricanes and accumulated cyclone energy of 210. These values are all about 40 percent higher than the average year, and higher than any that CSU has issued in an April forecast before.

The root cause is "record warm" sea surface temperatures in the Atlantic. The heat is expected to last through the season, and combined with low wind shear from a La Nina cycle, it creates a favorable environment for storm formation and intensification, the researchers said. These conditions stack the odds in favor of a hurricane making landfall in the United States or in a Caribbean nation.

Based on 40 years of data, CSU's forecast models all predict a "hyperactive season." The odds of landfall in the U.S. are in the range of 62 percent (19 percentage points above average), with the highest odds on the Gulf Coast. The odds of a hurricane tracking through the Caribbean stand in the range of 66 percent.

CSU cautioned that its April forecast is released early in the season, and is issued for rough guidance rather than precision. However, the team said that they have unusually high confidence in their outlook this year because the underlying evidence is so strong.

Commercial forecast provider AccuWeather issued a similar prediction in March, warning that the 2024 Atlantic hurricane season could be "one of the most active in history." Past hurricane seasons with similar Atlantic surface temperatures were "blockbusters," in AccuWeather's words.

One Dead in Fire Aboard Russian Icebreaker

Katerina Velikaya before launch (Zvezda Shipyard)

In the early hours of Monday morning, Russia’s ice-class supply ship Katerina Velikaya caught fire at Dalzavod shipyard in Vladivostok, where it is under construction. According to a report by the Far Eastern Transport Prosecutor’s Office, one person died and three others were hospitalized with serious injuries.

By the time the firefighters were arriving, the smoke had filled the holds of the vessel and could be seen billowing from the stern. The region’s emergency fire services also reported that the propulsion equipment room was damaged by the inferno. The cause of the fire is currently under investigation.

The fire incident has dealt a major blow to the delivery of the special icebreaker, which was already long overdue. Katerina Velikaya is the first of four multifunctional ice-class supply vessels ordered by the Russian oil producer Rosneft at Zvezda Shipbuilding complex in Bolshoy Kamen. The vessel was ordered in September 2015, laid down in September 2017 in presence of the Russian President Vladimir Putin and launched in December 2020. Initially, the ice-breaker was scheduled to enter service in 2019.

The 106-meter ice-breaker had been towed to Vladivostok for outfitting, mooring trials and preparation for sea trials.

The vessel class is designed to break ice up to 1.5 meters thick, and has a crew capacity of 49. Rosneft plans to use this series of ice-breakers for supply of offshore drilling platforms, provision of icebreaking assistance, towing vessels and transporting containers on the main deck.

Ukrainian Spy Agency Claims it Lit a Fire on a Russian Corvette

According to the GUR, the agency's operatives ignited this incendiary device on the Serpukhov (GUR)

Ukraine's military intelligence directorate, the GUR, has claimed responsibility for a serious fire aboard a Russian warship at the port of Kaliningrad, 800 miles away from the main conflict in the Black Sea.

In a social media statement, the GUR claimed that a fire broke out aboard the Buyan-M class corvette Serpukhov at Kaliningrad, the Russian exclave and naval base wedged between Poland and Lithuania. Russian sources have not confirmed the attack.

GUR provided what appeared to be a schematic of the vessel's internal spaces, and a brief video of an incendiary device going off. The agency said that the Serpukhov sustained substantial damage from the fire. "Its means of communication and automation were completely destroyed," the GUR claimed.

Serpukhov is the eighth vessel in the Buyan class and the fifth of the upgraded Buyan-M variant. These ships are designed for coastal operations and are heavily armed for their size, carrying up to eight Kalibr or Oniks antiship missiles and up to eight surface-to-air missiles.

The GUR's claim could not be confirmed, but it would be consistent with the group's recent emphasis on deep strikes behind the Russian lines. The agency's drones have hit Russian oil refineries up to 750 miles away from Ukraine's borders, and have taken approximately 14 percent of Russia's refining capacity offline. The latest strike - a claimed attack on a product pipeline - allegedly disabled all product tanker loadings at the occupied port of Azov.

The GUR has also mounted a successful campaign against the Russian Black Sea Fleet, damaging or destroying a claimed one-third of its force and confining the rest to the relative safety of Novorossiysk.

Serpukhov's sister ship Velykyi Ustyug was likely damaged by a Ukrainian drone early in the invasion. In June 2022 the Ustyug was photographed in tow to a shipyard, showing signs of fragmentation damage along her port side.

East Coast Container Rates Are Getting Cheaper Despite Baltimore Shutdown

Salvors unload undamaged boxes from the bow of the container ship Dali (USACE)

As predicted by many shipping analysts, the shutdown of the Port of Baltimore has not significantly affected container rates to the U.S. East Coast, and other nearby seaports have had adequate handling capacity to pick up the slack. Far from a pandemic-like price spike, the rates on core Asia-USEC routes have actually declined since Baltimore's inner harbor shut down, according to freight intelligence firm Xeneta.

On March 26, the boxship Dali struck a pier on the Francis Scott Key Bridge, collapsing the through-truss span and killing six road workers. The wreckage closed the harbor to deep-draft traffic, including container ships. All terminals are shut to water-side commerce, with the exception of Tradepoint Atlantic, a ro/ro and breakbulk port located seaward of the bridge.

After the collapse, multiple public officials warned of national economic disruption from the shutdown of the harbor. While the local effects are serious - thousands of Baltimore longshoremen are out of work - and shippers with diverted containers have to pay more for trucking, there appears to be no systemic effect on freight transport to and from the East Coast, based on Xeneta's data.

"Spot rates have not reacted but that doesn’t mean shippers with cargo heading to Baltimore are not affected – on the contrary they are seeing containers arriving at ports they were not expecting," said Xeneta chief analyst Peter Sand. “The majority of containers will now be handled at New York / New Jersey because many of the ships originally bound for Baltimore would have been stopping there anyway, which is perhaps why we haven’t seen an upwards impact on rates."

Spot rates from the Far East to the U.S. Northeast are down by about one percent since the bridge collapsed, according to Xeneta, and are running at $5,400 per forty-foot box. (This is approximately half of the late-pandemic peak.) From Europe to the U.S. Northeast, spot rates are down eight percent.

The changes in container rates are unrelated to any changes in pricing for ro/ro shippers. The Port of Baltimore is the busiest hub for shipping autos and rolling equipment in the United States, and these ro/ro cargoes have no direct connection to containerized freight.

The U.S. Army Corps of Engineers is working on reopening Baltimore's shipping channel, with support from commercial contractors and the U.S. Navy Supervisor of Diving and Salvage. USACE's objective is to clear a 35-foot-deep channel for ro/ro traffic by the end of the month, and fully clear the 50-foot channel for deep sea shipping by the end of May. The reconstruction of the bridge will take far longer, and a political debate is well underway on how to fund it.

2024 is Set to be a Year of Supply Chain Disruption on U.S. East Coast

[By: Xeneta]

The collapse of the Francis Scott Key Bridge in Baltimore has caused supply chain disruption on the US East Coast but, so far, it has not seen an increase in ocean freight container shipping rates.

Data released today, Monday, by Xeneta, the ocean freight rate benchmarking and intelligence platform, reveals average spot rates from the Far East into the US North East Coast (including Baltimore) have fallen slightly (-1%) since the bridge collapse on 26 March to stand at USD 5421 per FEU (40ft shipping container).

When including other US East Coast ports such as New York / New Jersey, rates from the Far East have decreased by 3% in the same period.

Average spot rates from North Europe to the US North East Coast have fallen by a larger 8% in the same period to stand at USD 2357 per FEU. When including other US East Coast ports, rates have decreased by 4%.

Peter Sand, Xeneta Chief Analyst, said: “Spot rates have not reacted but that doesn’t mean shippers with cargo heading to Baltimore are not affected – on the contrary they are seeing containers arriving at ports they were not expecting.

“The majority of containers will now be handled at New York / New Jersey because many of the ships originally bound for Baltimore would have been stopping there anyway, which is perhaps why we haven’t seen an upwards impact on rates.

“Ocean freight container shipping rates may not have increased following the bridge collapse, but this incident is yet another problem for shippers to handle on top of all the other disruptions impacting supply chains at the moment, including the ongoing diversions in the Red Sea region and drought in the Panama Canal.”

On Friday, 5 April, the Port of Baltimore issued an update stating it expects to open a 280-feet wide and 35-feet deep federal navigation channel by the end of April, followed by a reopening of the permanent 700-feet wide and 50-feet deep channel by the end of May, restoring port access to normal capacity.

While shippers will welcome a timeline for the reopening of maritime lanes into Baltimore, Sand believes importers into the US East Coast could be set for further disruptions in 2024 due to labor negotiations.

The International Longshoremen’s Association’s six-year contract with the United States Maritime Alliance, which represents port terminal operators and ocean carriers on the East Coast, expires on 31 September – and no new agreement has yet been reached.

Sand said: “The threat of labor strikes on the East Coast has the potential to cause far more disruption to ocean freight shipping than the collapse of the Francis Scott Key Bridge.

“The clock is ticking and if no agreement is reached then the implications will be significant and widespread disruption at US East Coast ports. This would almost certainly see rates increase for ocean freight container services and could see some shippers choosing to head back to the US West Coats or Mexico for imports.”

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

Norwegian Sets Long-Term Strategy Ordering Eight Ships from Fincantieri

cruise ship construction — Norwegian set its long-term strategy ordering eight additional ships for its three brands (Fincantieri)

Norwegian Cruise Line Holdings announced the largest cruise ship order in the history of the company mapping the long-term strategy for each of its three cruise brands with shipbuilder Fincantieri. The order comes as the cruise industry has successfully overcome the pandemic soaring to record booking levels and a newfound pricing power.

The new order calls for a total of eight cruise ships with 25,000 berths to be introduced in the decade between 2026 and 2036. It represents nearly 40 percent of the corporation’s current capacity of 66,5000 berths and when combined with four large cruise ships already under order and construction at Fincantieri due between 2025 and 2028 that combined will have 16,000 berths, it represents more than 60 percent of current capacity. The corporation is highlighting that the new ships will leverage its operating efficiency with larger passenger capacities.

"This strategic new-ship order across all three of our award-winning brands provides for the steady introduction of cutting-edge vessels into our fleet and solidifies our long-term growth,” said Harry Sommer, president and chief executive officer of Norwegian Cruise Line Holdings. “It also allows us to significantly leverage our operating scale, strengthen our commitment to innovation, and enhance our ability to offer our guests new products and experiences, all while providing opportunities to enhance the efficiency of our fleet.”

The deal includes four of the largest cruise ships yet built for the company, which will be approximately 200,000 gross tons each for the Norwegian Cruise Line brand. Fincantieri highlights it is a letter of intent subject to financing but it calls for each ship with a capacity of nearly 5,000 passengers due for delivery in 2030, 2032, 2034, and 2036. The move reverses NCL’s recent strategy of building the smaller Norwegian Prima (143,500 gross tons with 3,099 berths) and five sisters including larger Prima plus versions still under construction. The third ship, Norwegian Aqua (156,300 gross tons with 3,500 berths) enters service in 2025 and the last two vessels with be approximately 177,000 gross tons.

The order also replaces a space reservation for two cruise ships for Oceania Cruises with an order for two 86,000-gross-ton ships, each with a capacity of 1,450 passengers in 2027 and 2029. Oceania already has the Allura (67,000 gross tons and 1,200 passengers) under construction at Fincantieri for delivery in 2025. The order also includes two 77,000-gross-ton ships, each with a capacity of 850 passengers, due in 2026 and 2029 for Regent Seven Seas Cruises. This brand had taken delivery on its last new build in late 2023, a 55,500 gross ton cruise ship with accommodations for 746 passengers. This four-ship order has been financed and Fincantieri reports it is in effect with Norwegian calling the financing terms very attractive.

The orders come as the industry has just begun to resume its future construction plans after pausing all orders since late 2019, before the pandemic. Carnival Corporation has so far announced orders for two large cruise ships (182,000 gross tons) to be built in Germany for Carnival Cruise Line. Competitor Royal Caribbean International has two more of its largest cruise ships on order since before the pandemic, and MSC Cruises confirmed previous options for more of its 215,000 gross ton cruise ships. Norwegian said it believes competitors are in discussions with the four major yards and it wanted to secure slots before the others.

Despite the surge in orders, the overall expansion of the cruise industry remains constrained with the new ships expected to take at least two years to build. Analyst Patrick Scholes of Truist Securities commented to customers yesterday on Norwegian’s order, “Even with this sizable announcement, industry-wide new supply for 2026-2027 is very minimal compared to the 10-year pre-Covid average of approximately five percent per year,” describing the capacity growth.

Following another industry trend, Norwegian also reported it will add a pier at its private port in the Bahamas. The company plans to spend $150 million to add a two-ship dock at Great Stirrup Cay following Royal Caribbean Group and Disney Cruise Line which also have piers at their Bahamas port. It expands the use of the port reducing the impacts of bad weather which prevents the cruise ships from anchoring and landing passengers. Norwegian’s pier is due in late 2025 and the company says it would increase monetarization at the island by increasing passenger throughput by over 50 percent in its first year of operation.

NCLH declined to comment if any of the ships would be replacements for some of its older tonnage. The ships reflect the industry’s continued move to larger cruise ships with increased capacity. The company said details regarding the ships’ amenities, staterooms, dining, recreational, efficiency, sustainability, and other features will be announced in the coming months.

B.C. Government Issues Cleanup Order for Controversial Scrapyard

DWR — Courtesy NGO Shipbreaking Platform

Authorities in British Columbia have imposed a pollution abatement order on a local ship recycling company, Deep Water Recovery (DWR), handing a win to local residents who opposed the firm's operations. DWR is now required to stop discharge of hazardous material and toxic effluent that pose health, safety and environmental risks.

In issuing the Pollution Abatement Order, B.C.’s Ministry of Environment and Climate Change Strategy said that repeated tests on samples collected from the site since 2022 have shown high concentrations of a retinue of pollutants. These include cadmium, copper, iron, zinc, and septic system discharge among many others. The agency concluded that it had reasonable grounds to conclude that "a substance is causing pollution on or about lands" occupied by DWR.

The order follows extended protests by Union Bay residents under the banner of Concerned Citizens of Baynes Sound (CCOBS). The residents have been demanding the shutdown of the shipbreaking site, where DWR is dismantling former National Oceanic and Atmospheric Administration (NOAA) oceanographic research and survey vessels Miller Freeman and Surveyor. (NOAA has no ongoing connection with these retired vessels.) The community group - supported by NGO Shipbreaking Platform - argued that the operation risked releasing dangerous pollutants into the marine environment.

The order demands that DWR must immediately cease releasing toxic wastes to the environment and bring on board an independent qualified professional to undertake a detailed review of the site and ongoing activities that could be contributing to the discharge of contaminants.

B.C’s Ministry of Environment warned that failure to comply with the order could see DWR face penalties of up to C$300,000 in fines, imprisonment for not more than six months, or both.

Established in B.C. in 2016, DWR is involved in the salvage, dismantling, and recycling of marine vessels, barges, and railroad assets such as locomotives. In 2019, the company purchased a multi-zoned property in Union Bay, including a 15-acre industrial marine site and a 27-acre water tenure specifically for vessel recycling.

Galveston LNG Bunker Terminal Moves Ahead

Galveston LNG Bunker Port has filed applications with the United States Army Corps of Engineers (USACE) to build its small-scale LNG terminal on Shoal Point in Texas City, Texas. If approved, the project would be the first purpose-built LNG bunker terminal in the area, and the port's second LNG fueling service.

The planned terminal includes two liquefaction trains capable of putting out 600,000 gallons of LNG per day, two 3-million-gallon storage tanks, a bunker vessel loading berth, and associated marine and loading facilities.

In addition to the USACE application, partners Seapath Group and Pilot LNG have also asked the Texas Railroad Commission (TRRC) and the United States Coast Guard (USCG) for permission to build.

"This facility is a critical investment into the resilience of the United States' maritime infrastructure," said Joshua Lubarsky, President of JV partner Seapath Group.

LNG is one of the most popular options for dual-fuel vessel orders. According to data from DNV, there were about 470 LNG-powered vessels in operation globally as of the end of 2023, with over 500 more on order. A record 240 LNG-fueled ship orders were placed in 2021, 222 more in 2022 and another 130 in 2023. The LNG-powered fleet should exceed 1,000 vessels by 2027, DNV reports.

The growth has been particularly pronounced in the container ship, car carrier, and cruise ship sectors, and Galveston is a major cruise port.

The new terminal expands on previous efforts to establish Galveston as a hub for LNG fueling. In 2021, the Port of Galveston and Stabilis Solutions agreed to launch the use of LNG as a marine fuel at the port. Stabilis provides the fuel, and Seaside LNG provides the bunkering barge. Customers include Carnival Jubilee, which became the first ship on the Gulf Coast to receive ship-to-ship LNG bunkering in December 2023.

"The Galveston Wharves views LNG fueling of marine vessels as an important step in our commitment to environmental stewardship," said Rodger Rees, Port Director and CEO, in 2021. "With the number of LNG-fueled vessels in the global fleet growing rapidly, having LNG fueling services in the port is an important step in our commercial growth."

Mental Health Issues in Seafarers

Seafarer on deck of anchor handling ship — iStock / Igor Kardasov

Mental health issues in seafarers have always been a concern, but the impact of COVID-19 heightened these issues even more and brought the issue into the open. Crew members faced a multitude of additional stressors while at sea during COVID, including concerns about family at home (especially if they were from high COVID prevalence countries), prolonged length of contracts (up to 400,000 seafarers beyond 8 months at one point), multiple extended contracts, travel restrictions getting home, inability to be present to mourn deceased relatives, forbidden or greatly limited shore leave and financial stressors. These were added to the everyday stressors potentially experienced by all crew such as strained interpersonal relationships in closed quarters with long contracts, threats of violence, sleep disturbances, boredom, low job satisfaction. performance of same job for prolonged periods – especially if high risk positions, and lack of communication with friends and family back home.

Isolation is a key factor in driving mental health issues, as crew members often feel cut off from their support systems. Certain crew may be hindered by cultural and language barriers in seeking help. Additionally, certain cultures have a very high threshold for help-seeking behaviors and this may serve as a barrier to early identification, thereby increasing suicide risk. Studies have shown up to 20% of crew have contemplated suicide.

The issues of high stress, isolation and cultural variations in response to mental health problems must be managed pro-actively at the ship and corporate levels with pro-active program development and interventions. Officers may be as severely affected as crew, limiting their potential for assistance and necessitating shared onboard and shoreside solutions.

In addition to suicide and the direct manifestations of mental health issues, crew may become more prone to mistakes and accidents putting the ship, themselves, and fellow crew at risk.

A very important consideration is that underlying mental health issues such as depression, anxiety, and substance abuse are exacerbated by the conditions at sea. The motivation for going to see must be examined and considered. If it is to escape issues at home, it is rarely, if ever, effective. Isolation from normal social support systems can unmask underlying mental illness. It is not uncommon to see the first manifestations of schizophrenia in a newly hired crew member during the first few months of their first contract and first time away from home. Understanding and managing culturally specific mental health issues is crucial in providing effective support to seafarers.

Mental health screening must be a part of all PEME and REME programs.

AP Companies offers comprehensive PEME services, and we strongly advocate for the inclusion of mental health assessments in the required PEME/REME package. Prioritizing mental health evaluations not only promotes the wellbeing of the crew onboard but also mitigates potential financial and security risks, ultimately leading to cost savings.

The impact of other medical conditions must be considered. The effect of medications used to treat underlying medical problems, the inability to access appropriate medical care and lack of access to chronic medications may all have mental health implications.

The experiencing and communication of psychological stress as somatic symptoms, known as somatization, is a common occurrence among crew members, often leading to physical symptoms that prompt them to seek medical care - psychiatric conditions generating physical symptoms. Complaints of chest pains, headaches, back pain, insomnia, weakness, and tremors are leading cause of returning home crew members seeking medical care and are often due to somatization resulting in complex case management challenges. The somatic complaint must be fully evaluated medically before concluding it is secondary to psychological issues and then addressing those issues.

Utilization of medical resources is a secondary measure that can be employed and can produce a justifiable ROI for mental health services.

COVID-19 also introduced new emotional and behavioral concerns for seafarers, with feelings of isolation, loneliness, and stigma becoming more prevalent. Recovery from the virus may also leave individuals at a greater risk of depression, anxiety, PTSD, cognitive issues and substance abuse, along with other conditions collectively known as “Long COVID”. These post infectious complaints must be taken seriously.

To address these mental health challenges, assistance must be offered to seafarers both on board and through various support programs. Designated mental health liaisons, additional training for captains and crew members, and culturally sensitive support programs need to be implemented to provide the necessary help. Videos, telephonic or online direct interventions and required YouTube videos are all strategies that can be deployed. Organizations such as ISWAN (International Seafarers’ Welfare and Assistance Network) also offer specific training programs and resources directed towards increased social interaction, connectivity, and mental health assistance. Mitigating mental health issues for all crew by increasing positive social interaction and connectivity amongst crew, enhancing the ability to communicate with friends and family at home and developing robust crew wellness programs addressing sleep hygiene, exercise, hydration, and diet, as well as assuring the availability of medications must be part of corporate strategies.

AP Companies' Telemedical services include the availability of psychologists and psychiatrists for both crew members and officers. This provision ensures that the crew has continual access to essential support in their native language while also enabling captains to receive guidance on identifying mental health issues within the crew and effectively managing them onboard.

Accessing mental health assistance through medical case management assistance companies such as AP Companies is a valuable and much needed resource.

In conclusion, the mental health issues faced by seafarers are complex and pervasive, requiring proactive intervention and support from ship and corporate leaders. By addressing stressors, isolation, underlying mental health issues, somatization, and emotional concerns related to COVID-19, the well-being of seafarers can be better safeguarded. It is crucial to prioritize mental health awareness and assistance to ensure the safety and mental well-being of seafarers during these challenging times.

Dr. Arthur L. Diskin is a graduate of the University of Miami School of Medicine with specialty training in Emergency Medicine and an interest in critical care. He is certified by the American Board of Emergency Medicine and is a Fellow of the American College of Emergency Physicians. He has held leadership roles such as the Past President of the Florida College of Emergency Physicians and is the former Chief of the Department of Emergency Medicine at Jackson Memorial Hospital in Miami, Florida, and Mount Sinai Medical Center in Miami Beach, Florida.

Dr.Diskin has also as an examiner for the American Board of Emergency Medicine as an examiner and is a past Chair of the Section on Cruise Ship and Maritime Medicine within the American College of Emergency Physicians.

His medical experience includes a notable tenure as the VP and Global Chief Medical Officer for Royal Caribbean Cruise Lines from 2008-16. In this position, Dr. Diskin played a pivotal role in recruiting and overseeing ship physicians and nurses, designing and operating the medical centers, developing infectious disease and disaster management policies, and ensuring the highest standards of medical care for guests and crew members.

Before this, he served as Medical Director for Carnival Cruise Lines from 1990-2008. During his time there, he honed his expertise in maritime health care, further solidifying his reputation in the field.

Dr. Diskin is also known for his consulting services in the maritime industry, offering case management, risk assessment, outbreak analysis, and more. He extends his knowledge to risk and claims management for both shoreside healthcare, particularly in the field of emergency medicine, and the maritime sector.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

Third Indian Shipyard Wins U.S. Navy Approval for Ship Repairs

Cochin Shipyard at peak activity (file image courtesy CSL) — Cochin Shipyard at peak activity (file image courtesy Cochin Shipyard)

Against a backdrop of deepening U.S.-India defense relations, a third Indian shipyard has struck a deal with the U.S. Navy for repair of its vessels. On April 6, the state-run Cochin Shipyard Limited (CSL) announced that it had signed a Master Shipyard Repair Agreement (MSRA) with the U.S. Navy, which qualifies the yard to repair vessels under the U.S. Navy’s Military Sealift Command.

“The MSRA is a non-financial agreement and is effective from April 5, 2024. CSL has been qualified for entering into the MSRA after a detailed evaluation process and capability assessment by the U.S Navy,” the shipyard said in a regulatory filing.

Last year, two other Indian shipyards - L&T Kattupalli and Mazagon Dock Shipbuilders - signed a similar vessel repair agreement with the U.S. Navy. These agreements signal U.S. commitment to follow up on its pledge of using Indian repair facilities, reducing the maintenance turnaround time and costs for U.S. naval assets deployed in the Indo-Pacific region. The use of Indian yards also relieves pressure on the U.S. shipbuilding industrial base, which cannot keep up with the Navy’s needs.

Last year during Prime Minister Narendra Modi’s visit to Washington, the Indian government invited the U.S. to evaluate more yards for repair deals. In a joint statement after talks between President Joe Biden and Modi, the two leaders acknowledged India’s emergence as a hub for maintenance and repair.

“Partnerships with Indian shipyards will allow the U.S. Navy to expedite repairs for forward-deployed naval assets. As envisaged in the Defense Industrial Roadmap, both countries agree to work together for the creation of logistic, repair and maintenance infrastructure for aircrafts and vessels in India,” added the statement.

Besides the U.S, the UK has bolstered its defense ties with India with two Royal Fleet auxiliary ships arriving last month at the L&T Kattupalli shipyard for maintenance. This is the first time the Royal Navy vessels sought maintenance in India, indicating progress in the UK-India 2030 Roadmap, which reflects the two nations’ commitment to a secure Indian Ocean.

RWE Wants to Expand Supply of Fiber Cables for Floating Offshore Wind

Braided covering machines on FibreMax's assembly line (FibreMax)

The German utility company RWE is working with Netherlands-based offshore mooring company FibreMax to develop synthetic mooring systems for floating wind production. The firms will work together on supply chain options and look for ways to reduce costs on ultra-deepwater and local floating offshore wind installations.

FibreMax believes that its products are the “strongest cables in the world.” According to the company, FibreMax mooring tendons offers much better strength, longer operational life and lower levels of maintenance compared to traditional steel moorings. The mooring system’s integrity is key to financial and operational viability of floating offshore wind.

“It is important to further develop and grow the supply chain for floating wind, in order to leverage its full potential. Working with forward-thinking and innovative companies like FibreMax helps unlock this potential,” said Chris Willow, Head of Floating Wind Development, RWE Offshore Wind.

Three years ago, FibreMax delivered prototypes of what it believes to be the strongest aramid cables in the world. The continuous-wound lines were tested to withstand a load of 1,700 tonnes. They were developed with offshore wind mooring and lifting applications in mind; at 85 percent lighter than an equivalent steel cable, fiber has advantages for tethered floating structures.

FibreFlex has a vision for a unique floating production factory for its cables, which could be towed to each installation site in order to enable localization (local labor employment) without building a shoreside facility.

RWE wants to become a market leader in the emerging floating offshore wind market, which has substantially higher costs and new technical challenges when compared to bottom-fixed wind power. The company aims to have 1 GW of floating wind deployed or under construction by 2030 and at least 4 GW by 2035.

RWE has secured a commercial-scale floating offshore wind lease off the California coast, and is also preparing for floating wind auctions in France, Norway, Spain and the UK.

Three Castaways Rescued From Remote Pacific Island

Help sign — A Coast Guard HC-130J aircrew checks on three survivors on Pikelot Atoll, April 8 (USCG)

After being stranded on a remote atoll in Micronesia for more than a week, three fishermen are now safe, thanks to the joint efforts of the U.S. Coast Guard and the U.S. Navy.

On April 6, the Coast Guard's Guam station received a distress call from a relative of the missing men. The caller said that her three uncles had not returned from Pikelot Atoll, about 100 nautical miles northwest of Polowat Atoll in the Federated States of Micronesia. The three fishermen, all in their 40s, had reportedly set out from Polowat on March 31 in a 20-foot skiff.

At first the Coast Guard had some difficulty finding any search assets to visit Pikelot, which is about 350 nm south of Guam in the Caroline Islands. They kept trying, and they managed to get a U.S. Navy P-8 aircrew from Kadena Air Force Base in Japan, as well as the fast response cutter USCGC Oliver Henry, which was already in Micronesia. The initial search area covered over 78,000 square nautical miles.

Luckily, the U.S. Navy P-8 Poseidon aircraft identified the three mariners on April 7 on Pikelot Atoll. The men had helpfully spelled out "help" in palm fronds on the beach, aiding in the search. The P-8 aircrew dropped survival supplies for them, and a Coast Guard HC-130J out of Honolulu visited the next day to drop a radio and establish communication. The men said that they had food and water, but their boat was damaged, and they asked for help in getting home.

USCGC Oliver Henry met up with the three mariners on Pikelot Atoll on the evening of April 9 and returned them the 100-nm distance to Polowat.

"This recent operation near Pikelot Atoll hits home the kind of difference we can make. It's about more than just performing a duty; it's about the real human connections we forge and the lives we touch. Every day, I'm reminded of the impact we have and the bonds we build," said Lt. Ray Cerrato, commanding officer of USCGC Oliver Henry.

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