Tuesday, May 14, 2024

How Classification is Evolving to Support Innovation and Sustainability

iStock image of Singapore and its harbor — iStock / Primeimages

The maritime sector is evolving as artificial intelligence (AI) and digitalization redefine operational standards. This shift offers unprecedented opportunities to enhance efficiency, safety, and sustainability. We find ourselves in an exciting time when smart ships, autonomous operations, and other emerging technologies are set to transform the maritime industry.

For instance, in the coming years, smart ships are set to experience steady growth. A 2024 report revealed that the connected and smart ship market size reached $6.10 billion in 2023 and is anticipated to escalate to $8.5 billion by 2030. By harnessing technologies like the Internet of Things (IoT), AI, and machine learning, smart ships enable real-time data analytics and remote monitoring, helping to optimize fuel consumption and minimize downtime, further lowering operational costs.

As exciting as this change is, we must also consider the need to navigate this transition in a coordinated, consistent, and thoughtful way, seizing the opportunities whilst remaining alert to the new and emerging challenges. This requires creative thinking, new tools, and fresh ways of working and approaching the traditional business - and who better to spearhead this than classification societies?

The role of classification in driving innovation forward

Classification societies are instrumental in fostering innovation and sustainability within the shipping industry. They act as a bridge between shipowners, shipyards, and regulatory bodies, translating standards into pragmatic best practices for ship design and operations.

As digitalization is increasingly integrated into vessels, the maritime sector faces a spectrum of opportunities and challenges. Technologies like AI offer avenues for improving shipping performance, such as cost reduction, risk mitigation, emission reduction, enhanced forecasting, and optimized cargo movements through efficient route planning. However, alongside these benefits come challenges, particularly in addressing cybersecurity threats.

Initially, AI was deployed for streamlined calculations, but it now extends to sophisticated data analysis from sensors and applications, fostering seamless data integration and processing. Traditional vessel surveys have transitioned to hybrid remote-augmented surveys, leveraging AI-driven computer vision for corrosion detection through drones, thereby enhancing safety. Data-driven approaches are used to develop optimized and predictive survey schemes, integrate OCR and Robotics Process Automation for enhanced internal efficiency, and utilize natural language processing for rule access. Additionally, generative AI is used in chatbots to expedite client inquiries and service delivery.

On the other hand, with increased connectivity, shipowners are increasingly vulnerable to escalating cyber threats, necessitating compliance with stringent regulations like IMO Resolution MSC.428(98) and the IACS Unified Requirements. In the second half of 2024, upcoming cybersecurity regulations such as the EU's NIS2 Directive and the Cyber Resilience Act will set out rigorous standards for cyber protection and mandate clear reporting protocols in the event of breaches. Classification rules play a vital role in supporting cybersecurity in maritime operations. These rules govern the design, construction, commissioning, and maintenance of computer-based systems, emphasizing a proactive approach to cyber risk analysis throughout the vessel's lifecycle.

Supporting sustainability through classification

Classification societies must leverage their deep expertise and global reach to accelerate progress in energy transition efforts, decarbonization strategies, and sustainability initiatives.

Recognizing the urgent need for action and a structured response to meet the industry’s sustainability challenges, Bureau Veritas has established the Future Shipping Team (FST). The FST is a global initiative comprised of subject matter experts from across BV’s Maritime and Offshore network, who undertake research & development and work together with stakeholders from across the industry. Focusing on pragmatic, technically viable solutions and utilizing a techno-economic approach, the team explores diverse solutions such as new fuels, technologies, and life-cycle assessments to mitigate greenhouse gas emissions.

Adapting to emerging technologies

Change is a constant when it comes to technological innovation. For this reason, we need to be agile in adapting to these changes. Classification has a vital role in supporting shipping through regulatory and technological changes in an exciting era of rapid innovation. Through mutually beneficial partnerships with stakeholders from across the industry, we can harness the remarkable potential of the latest AI, data science and digital applications to deliver safer, more efficient, and more sustainable vessel performance.

Lastly, it’s crucial to keep abreast of the latest maritime technologies to navigate this dynamic evolution of vessel classification by hearing from fellow industry players. That is why trade events like the Asia Pacific Maritime (APM) are vital, offering a platform to shed light on how vessel classification adapts to emerging trends. I’ve had the honor of returning as a conference speaker in this year’s edition of APM, and exchanged insights with fellow industry leaders on the future of classification and how autonomous vessels and green technologies are gaining traction, and how we can work as an ecosystem to ensure compliance and safety standards while fostering innovation.

Mike Watt is the Director of the Future Shipping Team (South Asia & Pacific) and the Innovation Centre of Alternative Renewable Energy (iCARE), Bureau Veritas Marine & Offshore.

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

First U.S.-Built SOV Christened for Ørsted’s Offshore Wind Operations

Orsted SOV — ECO Edison is the first SOV built inthe U.S. for the offshore wind energy sector (Port of New Orleans)

Marking what is being called another milestone in the emerging U.S. offshore wind energy sector, the first U.S.-built service operations vessel (SOV) has completed construction. Named ECO Edison, the vessel was christened at the Port of New Orleans on Saturday, May 11.

The ECO Edison is the first U.S.-flagged offshore wind SOV and will play an integral part in the operation and maintenance of the South Fork, Revolution Wind, and Sunrise Wind projects. At 262 feet (80 meters) in length, the vessel will provide accommodations for up to 60 wind turbine technicians who will work at sea servicing and maintaining the wind turbines.

Jennifer Scalise, wife of Steve Scalise, Majority Leader of the U.S House of Representatives, did the honors of christening the vessel.

The order for the vessel was placed in 2020 as part of a long-term charter agreement between the Ørsted-Eversource joint venture that was formed to develop the wind farms and shipbuilding Edison Chouest. The vessel is owned by Edison Chouest Offshore operating on a long-term charter. Last year, Eversource announced that it was exiting the offshore wind energy sector and Ørsted assumed the agreement for the vessel and other assets.

Construction began in 2022 with the shipbuilder reported that more than 600 workers invested nearly one million work hours to complete the vessel. Components were supplied from the Edison shipyards in Louisiana, Mississippi, and Florida and suppliers from 34 states.

The vessel is powered by two CAT 3512E engines from Houston-based Caterpillar Marine. In addition to being EPA Tier 4 certified, Caterpillar reports the engines are ready to be dual-fuel methanol converted in the future.

Other features are similar to the SOVs operating in other parts of the world supporting the offshore energy sector. The ECO Edison has a “walk to work” motion-compensated gangway to provide access to the wind turbines. It also has a daughter craft onboard that can be deployed to maneuver crew around the wind farm sites.

Ørsted took full ownership of partnerships with the Port of Providence, the Port of Davisville, and Quonset Point, all in Rhode Island, and with Connecticut's New London State Pier as part of the agreement with Eversource. Ørsted also acquired ownership of the operations and maintenance hub in East Setauket, N.Y., where they previously reported the ECO Edison would be based.

It is one of several vessels being built at shipyards in the U.S. to support the emerging offshore wind energy sector. Last year, President Joe Biden highlighted that there were already 18 shipbuilding projects tied to the sector. The other vessels range from the first Jones Act-compliant installation vessels to a rock installation ship, and crew transfer vessels. They are being built at shipyards ranging from Florida to Louisiana, New York, Massachusetts, Michigan, Rhode Island, Wisconsin, and Pennsylvania.

Somali Pirates Grab Fishing Boat Raising New Warnings to Merchant Ships

PRIMITIVE ACCUMULATION OF CAPITAL

Italian sailors visiting a fishing dhow in the Indian Ocean (EUNAVFOR Atalana)

The Maritime Security Centre - Horn of Africa issued an urgent warning to shipping today in a still unfolding situation. Somali pirates are believed to have taken control today of a fishing boat. In the past, EUNAVFOR Atalanta has warned that attacks on merchant ships appear to take place within 12 days after reports of dhow hijackings.

Today’s report says that a fishing vessel was hijacked approximately 69 nautical miles east of the Somalia coast or approximately 120 nautical miles southeast of Eyl, Somalia. Security consultants Neptune P2P Group quotes the report from MSCHOA detailing that a skiff manned with six to seven pirates carrying Kalashnikov rifles attacked the vessel before seizing it. The ship’s AIS tracker is not currently active.

“The frequency and scale of piracy attacks has significantly risen over the past year,” Neptune P2P writes in its assessment. “It is likely that these incidents will continue to rise in frequency and scale as their operations become more profitable. The PAGs expanding their operations up to 1000nm off the Somali coast.”

Atalanta estimated at the beginning of May that at least two or more pirate action groups (PAGs) could be sailing off the Somali coast, at the area around Socotra and 500NM east off the island in the ASea. Last week they warned that two PAGs or more are active in the area of Socotra Island and 500NM East of Socotra.

This was followed by a report of a suspicious approach to a product tanker last Friday when the vessel’s security guards exchanged gunfire with the pirates. The Spanish frigate Canarias responded and located the pirates. They provided medical treatment and confirmed that the six individuals who had conducted the piracy raid were arrested. They were being taken to the Seychelles, which has a legal agreement that permits the prosecution of pirates captured by warships operating in the area.

According to Neptune P2P, there have been 19 confirmed successful hijackings since November 2023. Atalanta records a total of 31 incidents as of the end of April and before the approach Friday and today’s hijacking.

China May Be Starting Work on Another Artificial Island in S. China Sea

This small pile of crushed coral is out of place on Sabina Reef, and is a suspected sign of reclamation (PCG)

The government of the Philippines is dispatching a coast guard cutter to investigate suspected Chinese island-building activity at Sabina Shoal, a reef located less than 90 nautical miles off the coast of Palawan. China has built multiple artificial islands atop reefs in the Spratly archipego, constructing "unsinkable carriers" with air defenses, strategic runways and long-range radar installations - but Sabina Shoal would be by far the closest to the Philippines' home islands yet.

In a statement, the office of Philippine President Ferdinand Marcos Jr. said that it was sending one cutter to monitor the "supposed illegal activities of China," and accused Chinese forces of creating "an artificial island." As evidence, Philippine Coast Guard spokesman Jay Tarriela said that there were dozens of Chinese research vessels, naval vessels and other ships gathered at Sabina Shoal. He said that there are signs that someone has been dumping crushed coral on the reef at a small scale - potential evidence of reclamation - and that the nearby Chinese flotilla is the likeliest culprit.

Tensions between Beijing and Manila (and its allies) may be higher now than at any point in the last decade. China claims most of the Spratly Islands as its own, even though most of the archipelago is within the Philippine exclusive economic zone. The China Coast Guard has pushed back against Philippine navigational freedom in the Philippine EEZ with force, using water cannons, aggressive maneuvers and occasional shouldering to prevent the Philippine Coast Guard from reaching two particularly sensitive sites.

The latest irritant in the relationship is a purported audio recording of a call between Chinese officials and a Philippine military official. In the recording - which Manila has denounced as a fake - a senior Philippine admiral agreed to reduce Philippine supply convoys to the contested Second Thomas Shoal. (The admiral has gone on personal leave, and the recording's authenticity has not been confirmed.)

China claims to have struck a deal with the previous Philippine presidential administration to allow Philippine fishermen access to contested areas, so long as the Philippine coast guard dialed back its operations. The current administration denies that such an agreement ever existed, or if it did, that it was an informal arrangement and no longer carries any weight.

On Friday, Philippine National Security Adviser Eduardo Año called for the deportation of the Chinese embassy personnel who leaked the purported audio recording. He accused the embassy staff of spreading disinformation in order to sow division and disunity in the Philippines. "Those responsible for these malign influence and interference operations must be removed from the country immediately," he said.

China is also pushing back on U.S. military operations in the area. The U.S. is a treaty ally of the Philippines, and is its most outspoken supporter in maritime sovereignty disputes with China.

On Friday, a spokesperson for China's military said that a U.S. Navy destroyer passed close by the Chinese-occupied Paracel Islands, and that Chinese forces "issued a warning to drive it away." The spokesman said that the passage "seriously violates China's sovereignty and security."

The U.S. Navy confirmed that the destroyer USS Halsey transited through the Paracels for a freedom of navigation operation, and said that Halsey was there to challege "unlawful and sweeping maritime claims." China claims almost all of the South China Sea as its own, including areas located hundreds of miles from the Chinese mainland.

Green Shipping Could Launch Massive Jobs Boom

Hydrogen ship — A notional design for a large liquid hydrogen carrier (illustration courtesy of Kawasaki Heavy Industries)

Over four million clean jobs could be created by the global shipping industry in the coming decades as the push to decarbonize gains momentum, according to the Global Maritime Forum (GMF).

In a new report, the industry coalition suggests that the maritime sector’s transition to zero-emission marine fuels will be instrumental in generating new jobs. If the transition goes as expected, it could see the number of people employed by shipping and the maritime supply chain double from two million to four million by 2050. Critical opportunities are expected to emerge across the three main areas - namely renewable energy generation, hydrogen production and e-fuel production.

A majority of the new jobs - between 1.5 million and three million - could be created in the 2030s, a decade in which the industry agrees will be a defining time in the quest to cut shipping emissions. Over the period, adoption of alternative fuels is projected to significantly expand, with e-fuels based on hydrogen taking the lead.

Projections show that shipping’s demand for e-fuels could rapidly scale to over 500 million tons by 2040, rising to 600 million tons by 2050. Meeting that demand will require an additional 2,000 GW of renewable energy generation capacity from wind and solar and 1,000 GW of hydrogen production capacity by 2050.

Massive investments, measuring in the trillions of dollars, will be required to support the development of renewable infrastructure, hydrogen production, and fuel production facilities for e-ammonia for shipping. This flood of capital investment will have a dramatic impact on the creation of green jobs, and has the potential to create benefits for the wider economy.

Courtesy Global Maritime Forum

“The analysis demonstrates the sheer scale of the potential to create large numbers of highly-skilled green jobs, in this instance driven by a single fuel. Many of these jobs will also be transferable to other sectors – supporting further decarbonization beyond shipping,” said Jesse Fahnestock, GMF Director of Decarbonization.

The most significant contributor to overall job creation is the building up of renewable energy capacity that creates jobs across three main markets. The first is the manufacturing of component parts from raw materials, and the second is in the construction and installation of generation infrastructure. The last source is in the operations and maintenance of facilities.

The report reckons that in this decade, between 500,000 and one million green jobs could be linked to renewable generation deployment for e-fuel production. In the 2030s, there could be between 1.5 and 3 million renewables jobs although it is more likely to be the lower end of the range (1.5 million), as the deployment of renewables becomes more labor efficient.

In the 2040s, job numbers are less clear due to the uncertainty in renewables costs and labor intensity. The number of jobs declines when compared to the 2030s as the rate of renewable generation deployment reduces.

The significant role that scalable zero emission fuels could play in job creation offers more incentives for the shipping industry, which is currently responsible for three percent of global CO2 emissions, to decarbonize.

GOOD NEWS

Australia to Phase Out All Live Export Within Four Years

Live export loading operations, Pilbara, Australia (file image courtesy PPA)

The government of Australia plans to say farewell to the continent's dwindling live export trade, and will introduce legislation to phase it out altogether within four years. Live export is controversial because of often-difficult onboard conditions for the livestock, and it generates comparatively little revenue for Australian producers, opponents say. Under the plan, ranchers who depend on live export will be provided with transition support and will be encouraged to make the switch to domestic processing.

“The community expects Australia to have the world’s best animal welfare practices,” agriculture minister Murray Watt said. “I understand that some in the community will want to see the trade stopped tomorrow, and others not at all. As a government we have taken the time to get this right."

Australian live sheep exports have been declining for decades, and dropped from AUD$415 million in 2003 to AUD$77 million in 2023 - less than one tenth of one percent of Australian agricultural production. Meanwhile, the demand for processed sheepmeat has been growing, both at home and abroad. Sheepmeat exports (lamb and mutton) are up by 300 percent over the same 20-year period, with strong growth to traditional markets in North Africa and the Mideast.

The government hopes that ranchers who used to export their sheep alive will be able to process them locally and humanely instead, creating new jobs in Australia. The Australian government is setting aside AUD$107 million to help Western Australian ranchers adapt to the change, including funds to expand domestic sheep processing capacity.

"Processing sheep here in Australia adds value locally, supports increased farm gate returns and creates local jobs," said agriculture minister Murray Watt in a statement. "[Transition support] will be available to help all parts of the sheep industry supply chain, from farmers, to truckies, to shearers and processors. We are putting support on the table now so that people can start planning and acting now."

The decision draws on an independent panel report on how and when to conduct the phase-out. The government adopted many of the key features of the panel report, including the date (early 2028), the legislative package, and the system of transition supports for farmers. The panel also recommended allowing more migrant workers to come into the country to staff meat processing plants, via a skilled migration program.

Some in the sheep-ranching community are not happy that live export will come to an end, and are concerned that even with the transition assistance, it will be the end of their businesses. "Our welfare standards are absolutely top notch," rancher David Slade told news.com.au. "It wasn’t good before, there’s no doubt about that. We own that. We’ve made sure that that doesn’t happen again."

The National Farmers Federation (NFF) added its voice to the opposition. "Murray Watt has decided to book us on the express train to disaster, but this isn’t the final chapter in this story. We’ll keep fighting," NFF CEO Tony Mahar said in a statement.

UK’s Parliament Probes Russian Oil Exploration in Antarctica

Russian research ship Akademik Alexander Karpinsky undertook oil and gas surveys in previously-unexplored areas covered by treaty (Rosgeo file image)

As part of its ongoing examination of the UK’s interests in Antarctica, the House of Commons’ Environmental Audit Committee (EAC) last week held a special session on Russian oil exploration in the polar region. The inquiry saw three ministers grilled on Russian oil prospecting activities in Antarctica, which are believed to fall within the UK’s claimed territory in the region.

In 2020, Russian mineral exploration company Rosgeo reported that its research vessel Alexander Karpinsky had completed a comprehensive sub-surface geological survey, mapping oil and gas bearing prospects on the Antarctic ice shelves. The study was part of the 65th Russian Antarctic expedition. At the time, the exploration covered the southeastern part of the Riiser-Larsen Sea off the coast of Queen Maud Land, an Antarctic region claimed by Norway.

However, EAC heard that since 2011, Russian seismic surveys have been happening off the Weddell Sea, which falls under the UK’s claim in Antarctic territory. According to Rosgeo, its surveys have revealed approximately 500 billion barrels (70 billion tons) of hydrocarbon potential in the Southern Ocean’s basins.

While giving his submissions to EAC, Junior Minister at Foreign, Commonwealth and Development Office David Rutley, said that Russia has given a commitment to abide by the Antarctic Treaty. In 1976, the treaty nations signatories decided to impose a moratorium on the exploration and exploitation of Antarctic minerals, taking a precautionary approach to protecting the region.

But countries such as Russia have continued with mineral exploration under the guise of scientific research, which is permissible under the treaty. In total, Antarctica has seven historic claimants including Argentina, Australia, Chile, France, New Zealand, Norway and the UK. However, these claims of ownership were suspended when the Antarctic Treaty was negotiated in 1959, making Antarctica an enormous no man’s land.

Unfortunately, the governance of the earth’s polar regions has come under immense stress since Russia invaded Ukraine in 2022. Experts have warned that the worsening relationship between Russia and the West could culminate in competition rather than collaboration in conserving the integrity of Antarctica. This has already started to manifest, with China and Russia blocking attempts by other Antarctic treaty nations to expand marine protected areas in the region.

“Russia’s collection of seismic data in Antarctica construed as prospecting signals a potential threat to the permanent ban on mining, with knock-on implications for the integrity of the protocol in its entirety. In 2048, there is scope for potential change to the protocol but there are strict rules and pre-conditions that shape that scope. But the current Russian activity is troubling,” Klaus Dodds, Professor of Geopolitics at the University of London informed EAC in a written submission.

WARZONE

EU Advises to Give Wide Berth and Zig-Zagging After Houthi Escalations

warship protecting merchant ship — Italian frigate providing close protection in April 2024 (EUNAVFOR Aspides)

As the Red Sea security crisis and the Houthi efforts pass the 150-day mark, the EU security operation issued a new advisory to ships telling them to steer further to sea and take other evasive actions. EUNAVFOR Aspides is telling ships to “maintain a heightened state of vigilance in light of the recent escalation of Houthi attacks using drones in the Indian Ocean.”

The latest advisory is in response to the news that the Houthi targeted the MSC Orion (158,000 dwt) approximately 200 nautical miles southeast of Socotra Island. The attack took place overnight on April 26 but was only confirmed days later with the master of the ship reporting it sustained some minor damage from a drone. The Houthi had previously threatened to disrupt shipping further offshore a fact that the MSC Orion attack confirmed.

“Establish an alternate sea route no less than 150 nautical miles east of the current traffic routes,” EUNAVFOR Aspides is suggesting for shipping in the Indian Ocean. Shipping lines have already noted the added mileage with Maersk and Hapag-Lloyd reporting they had adopted this policy despite the added distance and additional fuel consumption.

The advisory is also reverting to tactics seen in World War I and World War II with ships again being advised “to implement random alterations in course and speed.” In World War II it was called rig-zagging and standard operating procedure for North Atlantic convoys to reduce the threat from submarines.

The third suggestion offered by EUNAVFOR is “a more restrictive AIS policy to minimize positional exposure.” Going dark by turning off AIS signals is already been widely adopted by ships in the region although some had also tried posting messages saying they had no affiliation with Israel, were Chinese crewed, or alike in an attempt to prevent targeting.

EUNAVFOR suggested widening the diversions based on the escalations by the Houthi (EUNAVFOR Aspides)

These steps come as the European and U.S. efforts continue to protect shipping and prevent the Houthi attacks. EUNAVFOR Aspides reports since being established in February it has already completed 100 close protection efforts providing safe transit for merchant vessels.

U.S. Central Command continues to report downing Houthi missiles and drones with the last interception happening early on May 12. EUNAVFOR Aspides’ tracking report shows a total of 157 incidents since November 2023, while the Maritime Security Center Horn of Africa (MSCHOA) calculates 132 attacks on ships, although most have not hit or caused significant damage.

“If the objective is to engage and neutralize aerial attacks from the Houthis once they have indeed been launched, the naval presence is fairly successful,” commented well-known analyst Lars Jensen,
CEO of Vespucci Maritime, in a commentary at the end of last week. “However, from the perspective of reducing the risk of attacks from the Houthis, there has been no progress. As the data clearly shows, the amount of attacks has been steadily increasing despite the military presence.”

EUNAVFOR Aspides is highlighting today that the HNLMS Karel Doorman of the Royal Netherlands Navy, a multi-function support ship designed among other things for amphibious operations, joined the ships deployed in the Red Sea region. She arrived after German, Danish, and Belgian warships did a tour of duty and left the region.

UK Ambassador Barbara Woodward speaking today at the UN Security Council highlighted a "notable surge in vessels that have entered Houthi-controlled ports" which the UK contends are not reporting to UN Verification and Inspection Mechanism for Yemen, which has been operational since 2016. In today's comments, the ambassador asserted that since October 2023, reported violations could equate to as much as 500 truckloads of un-inspected material entering Hodeidah. The UK called for vessels to comply with inspections.

Photos: Air Force Sends A-10 Warthogs to Escort a Ballistic Missile Sub

America's nuclear ballistic missile subs are some of the highest-value maritime assets in the world, and they always have a force-protection escort when they enter and exit a port. Previous experiences with assymetric threats have taught the U.S. Navy to be cautious about drones and small craft. However, the escort task force for the latest departure of "boomer" USS Nebraska (SSBN 739) caught plenty of attention: the U.S. Air Force dispatched a squadron of iconic A-10 Warthogs to fly overwatch as Nebraska exited the Strait of Juan de Fuca. This may be the most high-profile assignment for the much-loved (and unwanted) aircraft class in years, certainly in peacetime.

The A-10 was designed in the Cold War as a tank hunter to counter the threat of a Soviet ground invasion in Europe. They were built to carry a 30mm cannon and a heavy external weapons payload, at low speed and low altitude. They were designed to survive heavy damage in hopes that they might last through a high-intensity engagement with Soviet air defenses, and that baked-in durability kept them running for decades of low-intensity conflict in Iraq and Afghanistan.

With the wars in the Middle East winding down, and budget demand for high-end fighter platforms ramping up, the Air Force has been asking Congress to dispose of this dedicated ground-attack platform. Appropriators consistently refuse the request, and the Air Force will have to maintain a fleet of 135 of the aircraft for years to come - and find a new mission for them, outside of contested airspace.

Courtesy USN

Escorting naval forces in U.S. waters could be one new option. The A-10 has been tested in trials with small craft targets before, and has reportedly functioned as well against speedboats as it does against tanks. With a low stall speed, it can loiter low and close by, staying within range of any potential threat - and ready to bring one cannon and up to 16,000 pounds of ordnance to bear.

On this trial run, USS Nebraska was accompanied by four A-10s as well as her everyday escort complement, comprised of a U.S. Coast Guard screening force and a converted OSV used by the special operations community. The Navy did not specify whether the A-10s would make a recurring appearance, or whether this was a one-time trial - but judging by online commentary, it was quite an airshow for aviation enthusiasts.

Large Container Terminal Planned as Southern Philippines Regional Gateway

International Container Terminal Services (ICTSI) announced plans to build a large new international container terminal in the southern Philippines that can become a key international gateway and drive regional economic growth. To be located in Bauan, Batangas, Philippines it will be the second-largest container facility in the country serving one of the Philippines’’ fastest-growing regions.

The terminal will also represent the largest privately funded marine terminal investment in the country’s history according to ICTSI. It is part of the government and company’s strategy to develop a national network of ports. It also comes as various parts of Asia are competing to become regional hubs to support the container carriers’ growth strategies and the emergence of the hub-and-spokes strategy.

“The new terminal represents a significant leap forward for Southern Luzon,” said Christian R. Gonzalez, ICTSI executive vice president. “We are building a world-class facility that will unlock a wave of economic benefits for the region and the country.”

Strategically located 120 kilometers (approximately 75 miles) south of Manila and nine kilometers (5.5 miles) west of Batangas City, ICTSI says the Bauan facility will become the premier international gateway for shippers based in the region. They highlight that it is a strong agro-industrial region of the Philippines.

They report construction will begin in 2025 with an estimated US$800 million investment. It will have an estimated annual capacity of over two million TEUs. Upon completion, the terminal will feature up to 900 meters (nearly 3,000 feet) of quay and at least eight ship-to-shore gantry cranes. It will be built on a natural cove to support easy access and it will be supported with access to the highway system.

ICTSI reports that design and engineering studies are well underway, with its target to begin construction in the first quarter of 2025. The first berthing is scheduled for completion by the end of 2027.

This new project comes as the company has also been investing in the modernization and expansion of the Manila International Container Terminal, the largest in the country. The company is upgrading its ability to handle foreign ultra-container vessels in Manila including with the recent arrival of three new quay cranes. They received two new post-Panamax with a reach of 18 rows across, and one neo-Panamax with a reach of 20 rows across. The new cranes expand MICT's fleet to 18 quay cranes - the largest in the Philippines.

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