It’s possible that I shall make an ass of myself. But in that case one can always get out of it with a little dialectic. I have, of course, so worded my proposition as to be right either way (K.Marx, Letter to F.Engels on the Indian Mutiny)
Wednesday, May 15, 2024
NATURE FIGHTS BACK!
Tanker Rescues Sailors off Gibraltar as Orcas Sink First Boat in 2024
The now infamous pod of orcas swimming the waters near Gibraltar struck again this weekend sinking their first vessel of 2024. Scientists remain puzzled why this one pod of “killer whales” appears to have been repeatedly going after vessels in this region over the past four years. The supposition continues to be that this is “playful behavior.”
Two sailors issued a distress call on Sunday morning, May 12, while approximately 14 nautical miles from Cape Espartel near the southern entrance to the Strait of Gibraltar. They told the authorities that they had felt sudden blows to the hull and rudder of their 15-meter (49-foot) boat the Alboran Cognac. The vessel had begun taking on water and they feared additional impacts could cause a more severe inflow that would hasten the loss of the boat.
The Spanish Coast Guard sent a helicopter and contacted the product tanker Lascaux (11,674 dwt) which was sailing in the area. The tanker registered in Malta was sent to assist the sailors.
The vessel was in Moroccan waters at the time and those authorities instructed the sailors to don their life jackets and turn on their AIS signal. They were also told to prepare a radio beacon in case it was required. The tanker was able to locate the boat and took the two sailors aboard. Their boat sank after the rescue and the two individuals were taken to Gibraltar where they recounted their tale.
Spanish authorities issued a map warning sailors of the danger zone
According to reports, while it was the first incident in 2024, at least seven vessels have been wrecked over the past four years. Five sailboats and two Moroccan fishing boats have reported incidents with the orcas.
Scientists believe it is a single pod of maybe 15 animals that inhabit the waters between the north of the Iberian Peninsula and the region around Morocco and the Strait of Gibraltar. Some think that it is juveniles swimming with two adults and part of a larger herd of approximately 35 orcas.
The scientists point out that the animals are highly intelligent. Although media reports have called these revenge attacks it is more likely instinct and playful behavior.
Spanish authorities warn boats to not enter a zone around the strait between April and August when most of the encounters take place. In the event of interaction, whether it is a motor boat or a sailing boat, they advise do not stop the boat and navigate towards the coast, to shallower waters.
We Need a #MeToo Maritime Library
Wiley Hall, U.S. Merchant Marine Academy (file image)
My goal in 2024 is to build a #MeToo Maritime Library. To that end, I contacted the Maritime Administration last month asking the agency to create a section on its website focusing on the history of sexual harassment and sexual assaults in the maritime community, and I offered to share my collection of documents for inclusion. I met with a MARAD official last week to discuss the offer. I will make a similar ask of the US Coast Guard this summer.
When I was in college at The George Washington University, I worked the circulation desk at Gelman Library. I helped fellow students find books to complete their papers. It might be 10pm, but I loved digging for arcane information only found in the library’s database.
The experience taught me that personal papers, stored in public libraries, help historians better understand why decisions are made, the unknown individuals involved in the decision-making process, and how seemingly unrelated facts can impact national policy decisions.
I’ve collected #MeToo Maritime documents for over thirteen years, starting with the memo I signed in September 2011 as the Maritime Administration Chief Counsel requesting a Department of Transportation Inspector General investigation into sexual harassment and sexual assaults of US Merchant Marine Academy students at the school and at sea.
Additional documents include testimony before Congressionally mandated panels, essays, correspondence, books, and speeches. Thirteen years of history and it continues to grow.
The MARAD representative inquired if I would support placing the documents at the US Merchant Marine Academy. Absolutely, I responded. I want current students to understand why I asked for the IG investigation in 2011 and to follow the trail of history from that document to the current processes in place to stop sexual harassment and assault at the school and at sea.
I’m not the only one to have collected #MeToo Maritime documents. Others have them as well and I will be encouraging those who have built similar collections to consider donating them to MARAD. The more documents placed at Kings Point, the more knowledge students will have on an important part of maritime history.
When I testified in 2014 before a congressionally mandated panel, I testified as a former Maritime Administration Chief Counsel and as a Coast Guard JAG. My collection includes Coast Guard documents and I will be encouraging the Coast Guard this summer to create a similar collection of documents at the US Coast Guard Academy.
In June 2022, Secretary of Transportation Buttigieg stated “(n)ow is a time, long past time indeed, when we must confront the unique challenges around sexual assault and harassment present across the maritime sector, and impacting students at this Academy.” I agree with Secretary Buttigieg that it long past time to address this scourge and building #Metoo Maritime libraries at the US Merchant Marine Academy and at the US Coast Guard Academy can make that goal a reality.
K. Denise Rucker Krepp is a former Maritime Administration Chief Counsel. Krepp started her federal career as a Coast Guard officer. She helped create the Transportation Security Administration and the Department of Homeland Security. The views expressed in the article are solely the author’s.
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
Berlin’s Oldest Passenger Vessel Enters a New Green Era Powered by Torqeedo
Kaiser Friedrich, a vessel steeped in history, was built in 1886. It recently marked its return to service with a ceremonial christening in central Berlin. In a bid to preserve its legacy, its owners refitted the historic 30-meter vessel with a modern, emission-free electric drive system by the world leader in electric mobility on the water, Torqeedo.
The Kaiser Friedrich, a twin-screw steamship, plied Berlin’s waters for almost 80 years before it was decommissioned in 1967 and converted into offices and residential space. In 1986, the German Museum of Technology purchased the 100-ton boat and restored it to its original appearance. For several years, the Kaiser Friedrich once again delighted guests with historical city tours until its engines, which used over 150 liters of diesel per hour, made operation both ecologically and economically unviable. The museum reclaimed the boat in 2012 and started the search for Kaiser Friedrich’s next chapter.
In 2022, Volker Marhold and Julius Dahmen, who both have experience converting historic boats to electric propulsion, purchased the Kaiser Friedrich. In close collaboration with Torqeedo’s Customized Solutions team, the conversion to an ultra-efficient electric drive system with twin Deep Blue 50 kW inboard motors and a 400 kWh Deep Blue battery bank was expertly completed by the Tangermünde Shipbuilding and Development Company in Genthin, Germany.
Starting on 13 May, Berliners and visitors to the “Athens on the Spree” can enjoy an eco-friendly city tour on board this legendary passenger vessel. At night, the city’s most famous boat transforms into a floating beer garden during the 3.5-hour Old Berlin Beer Evening. Online booking is available at www.kaiserfriedrich.berlin.
Mr. Dahmen, co-owner of the 138-year-old vessel and operator of Berliner Welle, a company that provides a variety of historic boats for excursions and events, said: “Whisper-quiet, environmentally conscious and free of local emissions, the Kaiser Friedrich will again be available to the people of Berlin. This is the third Berliner Welle excursion boat that we have converted to Torqeedo electric drives, and we look forward to continuing our collaboration.”
“The Kaiser Friedrich is a longtime maritime landmark of the city,” said Mr. Marhold. “And now it is also a symbol of transformation towards the mobility of the future. And what a wonderful future for Berlin’s oldest passenger vessel, which can now once again welcome passengers to celebrate life with them while enjoying breathtaking views of our beautiful city.”
“Torqeedo’s electric drive and energy management systems for commercial vessels are transforming the world’s waterways,” said Fabian Bez, CEO of Torqeedo GmbH. “Major cities like Berlin are taking measures to reduce boating and shipping’s ecological, health and climate impacts. But it’s not just happening in urban areas: Lake Constance is working toward a holistic decarbonization strategy, and we see similar efforts implemented around the globe.”
“An electrification project of this size and historical significance is an important step forward,” continued Bez. “Commercial vessels of all sizes can be cleaner, quieter, and healthier for our natural and human environments. The technology is here today. It’s time to go electric.”
The products and services herein described in this press release are not endorsed by The Maritime Executive.
Viewpoint:Modernising the regulatory ecosystem for nuclear-powered ships
14 May 2024
The maritime industry stands on the brink of a new era, writes Mikal Bøe. With the rise of new nuclear technologies, the sector can finally address the dual challenge of meeting global climate goals and improving energy efficiency.
Mikal Bøe (Image: Core Power)
More than 80% of all goods traded worldwide are transported at sea. Shipping is the backbone of global trade. Globalisation of trade, prosperity of nations and economic progress is highly dependent on an efficient and safe maritime sector. Now, the industry must dramatically reduce and eventually eliminate its emissions, and only nuclear power can achieve those goals.
We know nuclear at sea works well. Over 700 reactors have operated at sea, enduring the harsh environments of the world's choppy oceans. But there are no nuclear-powered commercial ships in service today because the reactor technologies available are unsuited for civilian maritime transportation.
We must therefore build new technologies and we must modernise the regulatory ecosystem to allow those new technologies to do their important work.
The ecosystem of rules which apply to nuclear-powered ships require solutions to three main challenges:
The International Maritime Organization's (IMO) Safety of Life at Sea Convention (SOLAS) Chapter VIII contains the Code of Safety for Nuclear Merchant Ships, which was adopted by the IMO Assembly through Resolution A.491.XII in 1981. The Code is based solely on pressurised water reactors (PWRs), or naval reactors. Because emergency planning around a mobile high-pressure reactor cannot be achieved in nearshore environments, these cannot be commercially insured which prevents ships from calling in ports. Without port calls, ships are redundant. Hence, the IMO standards need revision to allow for new nuclear technologies which can.
Strict export control restrictions for naval nuclear propulsion in countries with nuclear navies (UK, USA, Russia, China, etc), referencing the same naval reactor technology as set out in A.491.XII, are assumed to apply to all maritime nuclear propulsion solutions, until a clear distinction can be shown between military and civil applications. National export control rules must therefore be modernised to allow for maritime civil nuclear propulsion, whilst still providing adequate security and safeguards provisions. Modernised rules will spur changes in ship building and vessel ownership.
Nuclear liability conventions (Vienna and Paris Conventions) both exclude nuclear propelled ships, again based on the same foundations as set out above. We therefore need a modern liability convention that allows commercial insurability of nuclear-powered ships. This was attempted with the Brussels Convention of 1962, but it was never ratified, again for the same reasons. With new nuclear technologies that are commercially insurable, and a clear separation in export control rules between naval and civil nuclear propulsion, a revised and modern liability convention will be adopted.
For all this to be possible, these new nuclear technologies must satisfy three main criteria to be fit-for-purpose in nuclear-powered ships.
The Emergency Planning Zone (EPZ) around the reactor must be minimal, preferably contained entirely within the confines of the ship's hull. This will facilitate the development of commercial insurance and open the door for port calls.
There must be no need for refuelling of reactors in commercial ports. Handling the front and back ends of the nuclear fuel cycle in busy ports is a showstopper, at least for now.
The nuclear power system must be passively safe under all conditions and meet or exceed the highest standards set for security and safeguards by design.
New nuclear technologies which meet these criteria open the possibility of nuclear propulsion for large, ocean-going ships. The Fourth IMO GHG Study (2020) identifies over 12,500 ships (container, tanker, bulk carrier, cruise, reefer) where the case could be made for using nuclear propulsion.
Shipowners, shipyards, trading houses and banks which control almost 5000 ships have to date made financial investments in companies building these new nuclear technologies and the industry now has nuclear-powered ships on the radar for commercial launch in the 2030s.
Modular construction in shipyard production is a key strategy for scaling nuclear deployment. Both nuclear-powered ships and floating nuclear power plants (FNPPs) can be centrally manufactured using common parts and components. This allows complete predictability of both cost and delivery times, an unusual feature in the nuclear industry.
The newly formed Nuclear Energy Maritime Organization (NEMO), of which Core Power is a founding member, is spearheading the essential work to assist governments and international organisations with the modernisation of the entire regulatory ecosystem for nuclear-powered ships and FNPPs.
Modernising A.491.Xii is now on the agenda at the IMO. Members of US Congress are pressing for export control rules to be modernised, and both insurers and re-insurers are engaging to establish commercial insurability of nuclear-powered ships. Our aim is to have a fit-for-purpose ecosystem of rules and regulations established by 2030.
Mikal Bøe is CEO of Core Power and Vice Chairman of NEMO.
First Methanol-Fueled Tug Launches at Port of Antwerp
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
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
Concept looks to use biomass as a decarbonization fuel for smaller bulkers (NYK)
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)
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
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
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
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.
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Mikal Bøe (Image: Core Power)
