Wednesday, May 15, 2024

First Methanol-Fueled Tug Launches at Port of Antwerp

Methanol-fueled tugboat — Methatug made its debut today at the Port of Antwerp as the first methanol dual-fuel tug in operation (Port of Antwerp-Bruges)

The world's first methanol-powered tugboat, the Methatug, was unveiled today in Antwerp. It is part of a series of projects known as FASTWATER, which aims to demonstrate the feasibility of methanol as a sustainable fuel for the shipping industry as well as the Port of Antwerp-Bruges' efforts to become a multi-fuel port.

The project was first announced in 2021 calling for the retrofitting of the engines aboard an existing port tug to become dual-dual capable of operating on methanol. In addition to the technical hurdles, port officials highlighted that they faced regulatory challenges. Rhine-based inland navigation craft must comply with the Central Commission for Navigation on the Rhine’s (CCNR) regulations, which had previously forbidden the use of methanol as a marine fuel. The port spent a year and a half to gain the necessary regulatory approvals.

The tug’s two engines were returned to the ship at the end of 2022 as the project progressed. The fuel supply and storage system had to also be created for the vessel as well as the supply chain for methanol. The tug was fitted with a tank to hold approximately 12,000 liters of methanol, which port officials said is enough for two weeks of operation.

Rechristened Methatug, the vessel is nearly 100 feet in length (29.5 meters) and is 584 tons with a 50-ton bollard pull capacity. The Swedish ship design agency ScandiNAOS led the project with the Belgian engine manufacturer Anglo Belgian Corporation supplying the two 8DAC dual-fuel medium-speed engines. The German company Heinzmann was responsible for the methanol injectors. Ghent University oversaw the emission monitoring program and the Canadian methanol supplier Methanex also participated in the trials. De Wit Bunkering will supply Methatug with methanol via truck-to-ship bunkering at the Port of Antwerp-Bruges Nautical Operational Cluster (NOC).

As the fifth-largest bunker port in the world, the Port of Antwerp-Bruges is demonstrating a range of alternative power sources as it works to transition for its decarbonization goals and meet the needs of the shipping industry. The port has also introduced Hydrotug 1, the first hydrogen-powered tug, and is currently working on an electrically powered tugboat which will be the first in Europe when it is introduced later this year.

Methatug was financed by the European research program Horizon 2020 and is part of the FASTWATER project. To demonstrate the feasibility of methanol as a sustainable fuel, the FASTWATER project includes the conversions to methanol propulsion of a pilot boat in Sweden, a river cruise ship in Germany, and a coastguard vessel in Greece in addition to the Antwerp tug.

Several other projects will follow also demonstrating methanol-fueled tugs. Work is underway in Turkey at the Sanmar shipyard on two dual-fuel methanol tugboats. They are being promoted as the world’s first large, purpose-built high bollard pull tugs fueled by methanol. They are expected to enter service in mid-2025 employed by Canada’s Horizon Maritime Services escorting tankers supporting the Trans Mountain Expansion Project between the Westridge Marine Terminal and the harbor limits of the Port of Vancouver, Canada.

Second Generation Intelligent Tugs for Tiajin Port

[By: Robert Allan]

In the morning of April 18, Tianjin Port held a naming ceremony for its two latest RAmparts 3500 ASD Tugs, Jingang Lun 36 and Jingang Lun 37, designed by Robert Allan Ltd. The ceremony meant the successful completion of the project that Robert Allan Ltd. began the concept development with the port technical department back in early 2022. The two tugs are the second generation of intelligent tugs for the port as part of the ambitious plan to create an intelligent port. The first generation of four tugs with intelligent-ship notation delivered in 2019 were also designed by Robert Allan Ltd.

During a six-day extensive sea trial, Jingang Lun 36 and Jingang Lun 37 completed comprehensive self-control auto navigation tests which included automatic searching, approaching, and accompanying a target vessel at sea. It is reported that this was the very first time a ship-handling tug has been equipped with this kind of system and approved by a Classification Society.

Main Particulars of Jingang Lun 36 and Jingang Lun 37 are:

Length overall: 34.60 metres
Beam, moulded: 11.20 metres
Depth, moulded: 5.22 metres

The tugs were designed and constructed to comply with all applicable Rules and Regulations of CCS, with the following notation:

?CSA Tug; Ice Class B; Cyber Security(S); R2(D); i-Ship(M, E, I) ?CSM AUT-0

Tank capacities are as follows:

Fuel oil: 60 m3
Potable water: 40 m3

Carried out by the builder Jiangsu Zhenjiang Shipyard, sea trial results showed that both tugs met all of the requirements of the design by achieving a bollard pull ahead of 64 tonnes and a speed of 13 knots.

The fully customized design comes from a decade of cooperation between Robert Allan Ltd. and the Tianjin Port. Each of the eight crew members have their own cabin which is arranged to comply with the requirements of ILO MLC 2006. There were also specially designed pilot landing platforms provided to create a safe working environment for pilots. For the convenience of the crew, layouts of deck machinery, and machinery spaces were also designed in a similar way as the other tugs in the fleet with improvements learned from the previous operations.

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

NYK, Tsuneishi and Drax Study Biofuel Bioship Design for Bulkers

A new study is getting underway exploring the development of a biomass-fueled bioship, which would be the first of its kind in the world. Biomass in pellet form made by compressing sawmill and forestry residue is being promoted as an alternative fuel that is gaining traction in Japan and elsewhere.

Japan’s NYK Line and its NYK Bulk & Projects Carrier company launched a partnership with Tsuneishi Shipbuilding and Drax Group, a British renewable energy company, to develop the technology and the first ship powered by biomass. The companies said the installation of a biomass plant could provide a 22 percent reduction in well-to-wake carbon emissions. If the development project is successful, they will jointly study the possibility of building a bioship by the end of 2029.

“After study of biomass fuel plant and gasifier system, Drax, Tsuneishi Shipbuilding, NYK, and NBP have concluded a memorandum of understanding for the feasibility study on the development of the world’s first wood pellets-powered super low-emission vessel. This is an important step towards decarbonized society,” said Masashi Suda, President of NYK Bulk & Projects Carriers.

NYK highlights that it has experience with biomass as its use grows in Japan as a fuel source for power plants which traditionally were mostly coal-fired. NYK transports biomass manufactured by Drax in Canada to Japan.

They highlighted the technology possibly as a solution for the smaller handysize bulkers which they said will be more difficult to decarbonize due to their smaller size and smaller fuel capacity. Handysize bulkers are the ones used to transport biomass to Japan.

As part of the project, the companies will conduct research to develop the new shipping technology, including an onboard biomass fuel plant, which would be required to build a bioship. They are also exploring how other renewable technologies could be used to reduce both the emissions and fuel costs of shipping biomass.

“This MoU is an important step in the development of the technology required to power and launch the world’s first bioship, which will support Drax’s decarbonization goals but could also drive the innovation needed to transform shipping and cut carbon emissions and fuel costs in global supply chains,” said Paul Sheffield, Drax Group’s Chief Commercial Officer.

Biomass is a controversial fuel source. Environmentalists argue there are better sustainable and low-emission fuels than using precious forestry resources.

Drax has received strong support from the UK government which looks to incorporate biomass into its strategy. The company already operates a power station in Yorkshire. It burns 6.4 million tonnes of biomass annually contributing more than six percent of the country’s electrical supply.

Pioneering Crab Boat F/V North American Sinks at the Pier

On Tuesday morning, a well-known Bering Sea crab fishing vessel sank at a pier on the Lake Washington Ship Canal in Seattle.

Coast Guard Sector Puget Sound received a call about the casualty at 0730 hours Tuesday morning. The crabber North American had partially sunk alongside a pier on the south side of the canal, east of the Ballard Bridge.

Responders from Seattle Fire installed a containment boom around the vessel to prevent petroleum pollution, and a dive team is working on plugging vents and reducing the risk of additional fuel discharges. A second layer of boom has been deployed to further reduce the chance of a fuel slick escaping.

The vessel can carry up to a maximum of 32,500 gallons of diesel in her tanks, according to the Coast Guard, though the actual amount aboard at the time of the sinking may be lower. So far, there have been no reports of harm to wildlife.

Images courtesy USCG

Global Diving and Salvage is the pollution response contractor for the incident, and its team will be removing the remaining petroleum on board and transferring it to storage tanks on shore. The Coast Guard is monitoring the progress of the response, and an investigation into the cause of the sinking is under way.

North American is a 91-foot crab vessel based out of Seattle, and she was a pioneering vessel when delivered in 1975. Her original owner had a long history of technical innovation and conservation work. She was also one of the many crabbing vessels to appear on the reality show Deadliest Catch, with a guest role in Season 4.

Australian Government Budgets Pilot Program for Three Merchant Ships

The program grew out of the argument that Australia is too dependent on foreign-flag shipping (Melbourne file photo)
PUBLISHED MAY 14, 2024 5:12 PM BY THE MARITIME EXECUTIVE

Contained within Australia’s massive $764.6 billion (US$506 billion) decade-long defense budget for 2024-2025 is this first allocation for the creation of the Australian Strategic Fleet. One of the promises made by now Prime Minister Antony Albanese was the revitalization of the domestic merchant fleet to support Australian commence and serve defense needs.
The newly-elected government launched a taskforce in October 2022 which submitted its final report in June 2023 providing a roadmap on how to establish the strategic fleet, and how to overcome any key challenges which may arise in the maritime industry. The maritime strategic fleet was born out of the government’s position that it needed to improve Australia’s resilience and maritime capability. The fleet will be made up of up to 12 privately owned and commercially operated Australian-flagged and crewed vessels. These vessels will be available for requisition by the government in times of need.
The 2024-2025 budget increases overall defense spending over the decade to create what Albanese terms a “more capable and self-reliant” Australia. The plan includes $11.1 billion (US$7.35 billion) over the decade to increase the size and lethal capability of the surface combatant fleet and an additional $1 billion (US$660 million) for autonomous systems.
“We’re increasing the defense budget by over $50 billion (US$33 billion) over the course of the next decade,” highlights Assistant Minister for Defence, Matt Thistlethwaite. He said that it would be record spending to ensure Australia has the capability to defend the nation.
The budget includes $21.7 million (US$14 million) over five years to support the establishment of the strategic fleet. It calls for an initial pilot program that would add three new merchant ships to Australia’s domestic fleet. The government expects to begin taking applications for these vessels later this year.
The Australian Maritime Union and others have been strongly in favor of the program highlighting the decline in the domestic fleet. According to the International Transport Workers’ Federation, as of December 2022, there were only 11 Australian-flagged and crewed vessels over 2,000 dwt holding licenses for the coastal trade. They compare that to the more than 2,300 voyages operated by 504 foreign-flagged vessels in Australia during 2021.
The ITF issued a statement welcoming the government’s budget with the funding for the merchant vessels.
“In many countries, domestically-owned and operated fleets are able to supplement supply chain capacity and move cargoes via national-flag vessels. This strategic capacity allows the industry to use vessels to move cargoes to smaller ports located further inland or has supplemented the capacity to move goods inland by rail and road, to reach their final destinations,” said ITF General Secretary Stephen Cotton.
The COVID-19 pandemic highlighted what the Australian government called the country’s vulnerabilities and supply chain challenges. The ITF says shipping is critical to Australia’s social and economic well-being highlighting that shipping moves 99 percent of Australia’s goods traded by volume, and around 79 percent by value.

UK Plans Six Amphibious Warships in New Golden Age of Shipbuilding

UK warship construction — Construction of HMS Cardiff, one of the new Type 26 frigate under construction (BAE Systems)

The UK government detailed an ambitious plan to expand the Royal Navy highlighting that it calls for up to 28 new vessels including those in planning and under construction. In the latest move, the government announced plans for up to six new amphibious warships for the Royal Marines while also deferring the retirement of two vessels.

Speaking at the annual Sea Power Conference in London today, May 14, Defense Secretary Grant Shapps said the country was entering a new “Golden Age” of shipbuilding designed to support the future capabilities of the Royal Navy and Royal Marines. He said the plans for the newest vessels bring the total up to a potential 28 warships and submarines for the fleet.

“We’re learning from what’s happened in the Black Sea in Ukraine and learning what’s happening in the Red Sea currently to make much more flexible ships capable of carrying out a lot of different types of tasks,” Shapps told the BBC. He called the plans for the new ships “more flexible” while saying it would enhance the UK’s overall capabilities.

The latest plans call for up to six vessels called Multi Role Support Ships specifically designed for the Royal Marines and to support the commando forces while conducting special operations. The Ministry of Defense reports it has entered the concept phase for the new vessels and will be moving forward working with the shipbuilding industry. They will be flexible warships designed to carry vehicles, aircraft, “insertion craft,” uncrewed systems, and also feature medical facilities to support the mission.

“These will be the most capable amphibious warships the nation has ever owned, designed to be fully interchangeable with our closest allies in Europe and NATO,” said First Sea Lord, Admiral Sir Ben Key.

Shapps told BBC that three vessels would definitely be built and planning was also underway for three additional ships.

He highlighted that the expansion of the naval forces comes due to the commitment of Prime Minister Rishi Sunak to increase the UK’s defense spending to 2.5 percent of GDP by the end of the decade. While the Conservative and Labour parties rarely agree on policy, both sides support the plan to raise the investment in defense.

The total plan now calls for eight Type 26 Frigates, with the first three scheduled to enter service before 2030, along with five Type 31 Frigates. Two Astute class submarines are also under construction and four Dreadnought class sub are planned for the UK’s nuclear arsenal. Three support ships are scheduled to start production next year for delivery by 2031.

They highlighted that the shipbuilding work is involving companies across the country. The Type 26 and Type 31 are being built in Scotland, the submarines in Barrow-in-Furness, England, and the fleet support ships in Belfast, Northern Ireland, and Devon, England.

The Defense Secretary also confirmed that HMS Albion and HMS Bulwark, two 20-year-old amphibious vessels, will remain active till their planned out-of-service dates in 2033 and 2034. There had been speculation that one or both would be retired near term. Shapps said both would remain active until the six new vessels were commissioned. The new vessels are also expected in the early 2030s to replace three landing dock ships in the auxiliary and the Aviation Support Ship RFA Argus.

HMS Argyll, the longest-serving Type 23 Frigate in the Royal Navy, they reported has been sold to BAE Systems. She will be used in the shipbuilding sector to support apprentice training. HMS Westminster, which along with the Argyll has a total of 63 years of service, will also be officially retired.

Philippines Says HD Hyundai’s Partnership at Subic Will Launch Shipbuilding

Subic Philippines shipyard — Hanjin Heavy Industries' Subic shipyard at its peak

Officials in the Philippines hailed the announcement that U.S. private equity firm Cerberus and South Korea’s HD Hyundai Heavy Industries have completed a strategic partnership agreement for shipbuilding operations at the former Subic facility. President Ferdinand Marcos Jr. called it a landmark moment that would provide a “fresh start” and a “strong foundation” for shipbuilding in the Philippines.

Cerberus acquired the southern portion of the former Subic shipyard in 2022, three years as South Korea’s Hanjin suspended operations when it filed for bankruptcy. Hanjin had been operating the facility since 2006. Settling the bankruptcy, the Philippines arranged for a portion of the facility to be leased to the navy for a new base and maintenance facility while Cerberus took the other portion promising to create a new industrial area and expand investment in the Philippines.

“We have established our position as the largest source of competent and able seafarers in the world. The next logical step for us is to ensure that the ships run by Filipinos can also be made by Filipinos,” said Marcos at the ceremony marking the signing of the new partnership agreement. “As HD Hyundai is recognized as one of the largest producers of ships in the world, we look forward to the opportunity to usher in a new era of shipbuilding in the country.”

Marcos highlighted that the Philippines was the seventh-largest shipbuilder in the world in 2022, contributing almost 400,000 gross tons of newly built sea and ocean-going vessels.

Cerberus committed to $40 million of investment to make the shipyard operational again and to attract new businesses and investors. The company said its strategy was to develop a diversified base of companies. It has already attracted Subcomm, a subsea cable company, and V2X, a logistics company to Subic. Reports are that it is also exploring the conversion of the Subic airport into a cargo and logistics hub.

A year ago, it was reported that HD Hyundai was interested in operating two of the dry docks at the site in Subic. The reports said it would be a maintenance facility. The company however has booked all the building slots at its three South Korean yards and has an extensive backlog for new ship deliveries.

Hyundai built the Philippine Navy's first two missile frigates and holds contracts for two anti-submarine corvettes as well as an offshore patrol vessel. It also holds a lifetime service support contract with the Philippine Navy for the guided-missile frigates.

New York Will Invest $95M to Expand Brooklyn and Staten Island Port Ops

NY Port — New York plans to expand container operations in Brooklyn and Staten Island (Governor's Office)

The City and State of New York along with the authorities that oversee port operations announced a $95 million plan to enhance maritime operations on the Brooklyn waterfront as well as an agreement for operations of Staten Island’s Howland Hook Marine Terminal after the acquisition of the terminal operations by CMA CGM. It is part of a master plan to further revitalize New York City’s waterfront and maintain the port’s competitive position.

The Port of New York and New Jersey has experienced strong growth maintaining its position as the busiest U.S. East Coast container port. Briefly in 2023, the joint port also claimed the title of the busiest container port in America and continues to rival the Southern California ports for container volume.

New York’s Governor Kathy Hochul, New York City Mayor Eric Adams, and the Port of Authority of New York and New Jersey announced an agreement in principle to modernize and revamp the Brooklyn waterfront, streamline operations, and expand Howland Hook on Staten Island. The mayor’s office is calling it the city government’s largest real estate transaction in recent years. It will kick off a massive investment to create a modern maritime facility in a section of the port that once was a key location for bulk cargo but has fallen into disrepair.

“For 20 years, skeptics thought this deal couldn’t get done, but our administration prioritized the ‘Harbor of the Future’ and now we have the potential to create thousands of new jobs, generate billions in economic impact, and build a vibrant mixed-use neighborhood and modern maritime port focused on getting trucks off the roads,” said Mayor Adams.

Under the terms of the agreement, the city will assume control of the Brooklyn maritime terminal which encompasses 122 acres of the waterfront in a neighborhood known as Red Hook and includes one of the current cruise terminals in the port. The city announced an initial $80 million investment which will be used to stabilize and repair Piers 7, 8, and 10 and to fund the planning for the waterfront. Included in this is $15 million for new electric container cranes.

By mid-June, the New York City Economic Development Corporation will assume responsibility for the management and operation of the Brooklyn Marine Terminal. According to the NYEDC, the city aims to grow the existing specialized container business, enable the development of a citywide micro-mobility strategy to reduce truck traffic and work with the community and key stakeholders on a master plan to ensure the long-term viability of the port.

Governor Hochul also announced a $15 million commitment for a future cold storage facility at the Brooklyn Marine Terminal. The lack of cold storage in Red Hook has contributed to traffic, pollution, and other quality-of-life concerns as perishable merchandise is transported in and out of Brooklyn according to the state.

The city is also applying for a further $350 million in federal funding to further enhance the Brooklyn Marine Terminal as what they called “the world’s first model for a modern maritime facility.” They would replace the defunct Piers 9a and 9b and optimize the port for international containers and micro-freight.

At the same time, the Port Authority will take full operational control of the city’s 225-acre portion of the Howland Hook Marine Terminal on Staten Island. It is one of the key container terminals in the port. Last year, CMA CGM committed to a $200 million expansion and modernization of the terminal after acquiring the facility. CMA CGM plans to increase capacity by 50 percent over the next seven years. The target is to expand capacity so that the terminal will handle 750,000 container lifts each year.

After Close Scrutiny, Russian "Ghost Fleet" Ships May Be Changing Tactics

General Skobelev off Portugal, May 2024 (Portuguese Air Force)

After the attention paid to the sanctioned freighter Sparta IV and other ships in the "Ghost Fleet", Russia’s covert military logistics vessels may be starting to get more cautious. A ship known to OSINT analysts, the Russian-flagged oil tanker General Skobelev (IMO: 9503304), departed from Baltyisk, Russia, on April 21, with a declared destination of Port Said, Egypt. It may have stopped its AIS transmission in the middle of the Sicilian Channel on May 8, a week ago.

Maritime OSINT analyst RussianForcesSpotter pointed out on X that “civilian” tankers were being escorted in the English Channel by the Russian frigate Neustrashimy, which is assigned to the Baltic Fleet and stationed in Baltyisk. Later, the Russian frigates Grigorovich, Merkuriy and Kildin departed from the Russian naval base of Tartus, Syria, heading west, possibly to meet and escort General Skobelev. After this, General Skobelev appears to have stopped its transmission, going dark in the middle of the Strait of Sicily.

Fig. 1: General Skobelev's route from April 21 to May 8, 2024. Sources: AIS data provided by Global Fishing Watch, annotated by the authors.

After almost a week, General Skobelev is still missing and it is unclear where it is heading to at this point, though it is worth noting that there is an established presence in Tartus, Syria. Historically, Russian ships sailing to military bases in Syria are reported to possibly turn their AIS off close to the final destination. This time, perhaps because of the timely observations of multiple, independent marine OSINT trackers, there could be an adaptation in tactics.

Giangiuseppe Pili (Ph. D.) is an Assistant Professor in the Intelligence Analysis Program at James Madison University. He is an Associate Fellow at Open Source Intelligence and Analysis at the Royal United Services Institute.

Alessio Armenzoni is a geospatial intelligence analyst working on projects related to maritime security. He studied at the Centre for Higher Defense Studies from the Italian MoD.

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

Report: Indian Class Withdrawn on Sanctioned Russian Tankers

crude oil tanker — Report indicates 12 of the 14 tankers blocked by the U.S. have switched to Russian class

Russian shipping interests continue to shuffle around the registry details of their large crude tankers in an apparent effort to address the Western sanctions on vessels. Reuters conducted an analysis and found that 12 of the 14 tankers listed by the United States in February 2024 have been moved to the Russian Maritime Register of Shipping, some having changed class societies or flags twice in a matter of months.

The U.S. and its allies in the G7 reported at the end of February they were moving against both Russian shipping company Sovcomflot and tankers that had regularly transported oil in violation of the price cap imposed by the West as a punishment for the invasion of Ukraine. The U.S. blocked 14 tankers controlled by Sovcomflot on February 28. Before that, they had listed 20 tankers being run through third-party management companies in locations such as Dubai and elsewhere.

The review of the databases conducted by Reuters shows the Indian Register of Shipping which had stepped in to class the ships now shows 12 of the tankers with the notations class withdrawn. The vessels are appearing in the Russian Maritime Register with new names. Flags on the vessels also appear to have been shifted to Russia.

The shell game with the vessels shuffling them between flags and class societies is so complicated most databases have not yet caught up with the vessels. Some of the vessels, such as the NS Bravo (IMO:9412359) is now the Belgorod having entered Russian class as of April. The well-known Equasis database reflects the ship had been in the Liberian registry since it was built in 2010 until January 2024 when it shifted to Gabon and now in April to Russia.

Most of the vessels identified in the report by Reuters show a similar history. Most moved into the Gabon registry earlier this and now over the Russian flag. The tanker Sakhalin Island appears to have been in the Panama registry until moving to the Russian flag.

The United States had a dialog with the officials in Panama seeking to win their support to clampdown on more of the tankers violating sanctions. American officials reported they encouraged Panama to continue efforts to withdraw registry from vessels violating the sanctions.

The report that the Indian Registry had withdrawn vessels goes counter to a report last month that India had provided access to insurance for the Russian vessels. India’s refineries appeared to stop imports on Russian vessels fearing the sanctions but resumed the imports in April.

Reports have said that Russia wants to keep the exports on its own tankers to earn the transportation fees. However, the shadow fleet of tankers also continues to grow.

In recent days there have been numerous reports that the EU and the UK are looking at new sanctions. Among the steps being prepared by the EU are moves against Russian LNG exports while the UK Treasury is investigating steps against price cap violators.

The U.S. continues to also impose ever-increasing rounds of sanctions including a massive wave at the beginning of May against the Russian oil sector. It continues to be a back-and-forth effort with Russia shuffling around the assets and the West trying to close loopholes and snare more individuals and ships.

NTSB: Dali Lost Power Because Breakers Tripped

Auxiliary engines kept running, but were no longer connected to the ship's systems

Dali entangled with Key Bridge — Image courtesy FBI Baltimore Field Office

The NTSB has released its initial factfinding report on the allision of the boxship Dali with the Francis Scott Key Bridge. While the agency has not drawn any conclusions yet about causal factors, the summary contains previously unreleased information about the two brief losses of electrical power and the loss of propulsion that preceded the accident.

First, NTSB confirmed early reports that Dali had lost power twice at the pier on the day before she sailed. On March 25, Dali experienced a blackout during in-port maintenance due to human error. A crewmember accidentally closed an engine exhaust damper for the No. 2 generator, causing it to stall. The No. 2 was the only generator running (out of the four aboard), so the ship experienced a brief blackout until the crew could bring power back online with the No. 3 generator. After a short period, the No. 3 generator experienced loss of fuel pressure and its breaker opened, prompting a second blackout alongside the pier.

During this incident, the crew switched over from using the No. 2 transformer to the No. 1 transformer (and, importantly, the No. 1 transformer's breakers). Either transformer could be used to turn the 6,000-volt power supply from the generators into "low voltage" 440-volt power for the ship's systems, and the No. 2 had been in use for months.

Simplified diagram of Dali's high-voltage and low-voltage electrical busses (NTSB)

When the ship departed the pier early the next morning, the No. 3 and No. 4 generators were running, and the No. 1 transformer, No. 1 high voltage breaker and No. 1 low voltage breaker were in use. Most of the equipment that had caused problems at the pier the day before (save for the No. 3 generator) was offline.

The ship left the pier at 0036, released her docking tugs, made her turn and headed outbound in Fort McHenry Channel at a slow bell. An apprentice pilot had the conn with an experienced pilot watching. At about 0125, as Dali was about three ship lengths away from the Francis Scott Key Bridge, the No. 1 high and low voltage breakers both opened and cut off all power to the rest of the ship. The reasons are unknown and are under investigation, with help from the manufacturer.

The two auxiliary engines kept running, uninterrupted, but they were no longer connected to the rest of the ship's systems. Without power to the electrically-driven lube oil pump and coolant pump for the main engine, the propulsion system automatically shut down. It was never brought back online.

Rudder control was also temporarily lost, and the rudder was stuck amidships as the Dali drifted towards the bridge. The emergency generator started up shortly after and restored power to bridge systems and to one steering pump for rudder control. At 0126:13, the senior pilot ordered 20 degrees port rudder. This had a reduced effect on the ship's trajectory, since the propeller was no longer pushing water past the rudder.

The crew manually reconnected the high voltage and low voltage breakers, restoring full power to the vessel. At 0126:39, the pilots called for an urgent tug assist and ordered an anchor dropped.

Shortly after, the ship lost electrical power again. This time, the diesel generator breakers for the No. 3 and 4 generators had opened, cutting off the still-running auxiliaries from the high voltage bus. The emergency generator stayed on and kept providing backup power to the bridge. The No. 2 generator was running on standby and quickly connected automatically, and the crew closed the breakers for the No. 2 transformer (the one previously in use the day before) to bring back low-voltage power for the second time. From the start of the second blackout to the restoration of power took about 30 seconds.

Overview of the accident timeline (NTSB)

At 01:29:10, Dali struck the southwest pier of the Key Bridge's main span at 6.5 knots, dropping the entire six-span truss into the water. One crewmember sustained a minor injury when the bridge deck hit Dali's bow, six road crew workers were killed and one worker was injured. Salvage operations to refloat the Dali are ongoing, and litigation over responsibility for the disaster is just beginning.

PINK HYDROGEN

Fortum, OKG announce hydrogen plans

Utilities in Finland and Sweden have announced separate nuclear-related hydrogen initiatives. Fortum has announced plans for a hydrogen pilot plant near to its Loviisa nuclear power plant, while OKG has signed a contract with Hynion to supply surplus hydrogen from operations at the Oskarshamn plant to its hydrogen filling stations.

Lundberg and Djuric sign the agreement between OKG and Hynion (Image: Hynion)

Uniper-owned OKG has used electricity produced by the Oskarshamn nuclear power plant in Finland to produce hydrogen through electrolysis of water since 1992. This hydrogen was initially produced to meet the nuclear power plant's own needs: the hydrogen was added to the reactor coolant of the plant's three boiling water reactors in order to reduce the risk of stress corrosion cracking of the reactor piping by reducing the amount of free oxygen in the coolant.

The hydrogen produced at Oskarshamn is now only required for use in unit 3 of the nuclear power plant following the permanent closure of units 1 and 2 in June 2017 and December 2016, respectively, leaving an overcapacity. OKG has modernised the hydrogen plant to expand operations and signed its first contract to supply fossil-free hydrogen from the plant to industrial gases company Linde in 2022.

All businesses in Uniper's portfolio have two main tasks: to ensure a secure energy supply and to drive the energy transition, and the company is playing an important role in the establishment of Europe's hydrogen economy and the development of a significant business in renewable energy, OKG CEO Johan Lundberg said. "It's fantastic that the surplus production we sell can help Hynion with hydrogen to their hydrogen filling stations so that together we can contribute to reducing carbon dioxide emissions."

Hynion said the partnership represents an important part of its strategy to reduce dependence on individual suppliers as it prepares for increasing hydrogen-powered traffic in Sweden. "We need stable producers who, together with us at Hynion, want to contribute to the energy transition and a carbon-free future. The hydrogen delivery from OKG is an important step to secure the supply of hydrogen at our stations," said Hynion AS CEO Slavica Djuric.

Megawatt-scale pilot plant

In a separate announcement, Finnish utility Fortum said it will build a hydrogen production pilot plant in in the Källa area near the company's Loviisa nuclear power plant. Construction of the test centre, on land already owned by the company, will begin this summer, and the plant is scheduled to be commissioned in late 2025.

Hydrogen will be produced by electrolysers with a capacity of around 2 MW, using electricity from the main grid and local domestic water supplies in Loviisa. A filling station will be built in connection with the plant for the delivery of hydrogen to industrial customers. The Källa test centre is expected to be in operation for around two years, and the total R&D cost of the pilot project is around EUR17 million (USD18.3 million). The test centre is being funded entirely from Fortum’s research and development funds.

"Testing hydrogen production at the Kalla test centre on a megawatt scale will provide valuable information not only in terms of the design and operation of potential larger plants, but also of the business opportunities provided by green hydrogen and hydrogen derivatives," said Satu Sipola, vice president of Power-to-X at Fortum. "The pilot project is the first step towards possible future projects and investments."

"Fortum has a strong position in clean energy production, and we strive to find solutions to help our industrial customers decarbonise their operations. We work to drive the development of clean hydrogen in the Nordic countries, and we engage in active research cooperation with companies in the forest, steel and chemical industries and the transport sector, for example," Sipola said.

09 May 2024

Researched and written by World Nuclear News

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