Sunday, June 16, 2024

Surveys to Begin Off California for First Floating Wind Farm

floating wind turbine — Survey work is starting for California and RWE's first floating offshore wind farm (RWE)

Site survey work is set to kick off this month for RWE’s Canopy Offshore Wind project which will be located approximately 20 miles off the coast of Humboldt Country in Northern California. The project will mark several firsts, including a milestone in the development of RWE’s first commercial-scale floating offshore wind farm and the beginning of work on the Pacific and off California after the first U.S. auction in 2022.

"Surveying is an important step on the path toward developing Canopy Offshore Wind,” said Sam Eaton, CEO of RWE Offshore Wind Holdings. Utilizing state-of-the-art technology, the project will gather data about the federal lease area and the area between the lease and shore in federal waters. The waters in the lease area reach over 2,300 feet deep.

RWE has selected Argeo, a subsea service provider that has supported the development of clean energy projects around the world, to perform the site investigation work for Canopy. Due to the water depths in the lease area off the Pacific Coast of the U.S., Argeo will utilize an autonomous underwater vehicle (AUV) during this initial site characterization effort at the site. They highlight the system will enable high-quality data collection close to the seafloor, including photographs of biological communities.

"We will conduct subsea surveying utilizing proven, state-of-the-art technology," said Dave Gentle, Vice President for North and South America at Argeo. "With extensive experience in ocean surveying, Argeo is well-equipped to deliver comprehensive and detailed site information.”

They highlight that the AUV is battery-powered and can stay below the sea surface for extended periods. The use of AUVs as survey platforms will also significantly reduce the potential for entanglement of fishing gear as they are not towed equipment.

In compliance with U.S. permitting requirements and to ensure the project is developed in a responsible and safe manner, the survey work will also utilize certified, independent, Protected Species Observers on the survey vessels. Their role is to detect and avoid marine mammals during survey activities and to collect visual observation data on marine wildlife. RWE has selected Geo SubSea and Coastal 35 Consulting to provide PSOs on survey vessels.

Canopy plans to conduct initial site investigation surveys during 2024 and 2025, with the first activities beginning this month. By comprehensively mapping the seafloor, RWE says the project will begin to assess the best locations for installing wind turbines, anchors, and electric cables and better understand biodiversity, habitats, and other environmental factors to ensure responsible planning and design that minimizes the impact on ocean ecosystems.

RWE secured the right to develop an estimated 1.6 GW project in the 2022 federal offshore lease auction. Canopy Offshore Wind is expected to be in operation by the mid-2030s, contingent upon the permitting and regulatory timeline.

Tesla Battery Storage System to be Installed by Ørsted at UK Wind Farm

offshore wind farm — Tesla will provide a battery storage system for the third phase of the UK's Hornsea wind zone (Orsted)

Ørsted has taken the final investment decision on a battery energy storage system which will be one of the largest so far deployed in Europe. It will be associated with the Hornsea 3 project which with an expected capacity of 2.9 GW is billed as the world’s single largest offshore wind farm.

The Tesla battery energy storage system will be installed on the same site as the onshore converter station for Ørsted’s Hornsea 3 Offshore Wind Farm in Swardeston, near Norwich, Norfolk, in the eastern part of England. According to the company, it will provide stability to the UK energy supply and reduce price volatility.

“The battery will help ensure that renewable energy is used in the best possible way by storing it when demand is lower and then releasing it back into the system when it’s really needed, thereby maximizing the potential of renewable energy whilst providing increased energy security and value to consumers,” said Duncan Clark, Head of UK & Ireland for Ørsted.

The storage system will have a capacity of 600 MWh (and a 300 MW power rating), equivalent to the daily energy use of 80,000 UK homes. When it is windy and sunny, so that electricity generation exceeds demand, the battery will store the excess so it can be discharged later to help balance the grid. The system is designed to reduce price volatility for consumers as it will make more power available, including during peak periods, when energy is traditionally more expensive. It will also result in UK energy systems being easier to manage by helping smooth out the variations between supply and demand.

With the battery energy storage system, Ørsted reports it is investing in a grid-balancing technology which is a natural add-on to its offshore wind power generation business and will provide complementary services and revenue profile while supporting the continued build-out of the UK’s renewable energy infrastructure.

Ørsted currently has a total of 660 MW (1,850 MWh) storage projects in operation or under construction in the UK and US including the project announced today. When complete, the battery energy storage system for Hornsea 3 will be one of the largest in Europe. It is expected to be operational by the end of 2026. In addition, Ørsted reports it is developing a storage opportunity pipeline of more than 2 GW across the UK, Ireland, and the U.S.

The company took the final investment decision (FID) for Hornsea 3 at the end of 2023. It will be Ørsted’s third gigawatt-scale project in the Hornsea zone following Hornsea 1 (1.2 GW) and Hornsea 2 (1.3 GW), which are already being operated out of Ørsted’s operations and maintenance hub in Grimsby.

Ørsted was awarded a contract for difference (CfD) for Hornsea 3 in July 2022. Hornsea 3 will be located about 100 miles off the Yorkshire coast and will employ Siemens Gamesa SG 14-236 DD offshore wind turbines, which have a capacity of 14 MW excluding power boost. The project will make up a more than 5 GW wind zone making it the world’s largest operating offshore wind zone. The Hornsea zone will also include Ørsted’s Hornsea 4 project, which could have a capacity of up to 2.6 GW.

World’s Largest Offshore Wind Turbines Begin Testing in China

Chinese manufacturers are pushing forward with their efforts to upsize turbines for offshore wind farms. Two of the largest turbines ever built, Envision Energy’s 16.7 MW prototype and Dongfang Electric’s 18 MW prototype, have both begun testing while even larger turbines are in the offing. The Chinese manufacturers are competing for the domestic market as well as looking to expand the international market for wind turbines.

Envision Energy, founded in 2007 in Shanghai, reports that it completed the first grid connection for its 16.7 MW turbine. This surpasses the 16 MW turbine launched by China’s Goldwind and installed offshore in Fujian Province in Southeast China. Last September, the 16 MW turbine claimed a new record reportedly producing 384.1 megawatt hours in 24 hours helped by the strong winds from an approaching typhoon. A month earlier, a Danish wind turbine set a record at 364 MWh. The Goldwin turbine covers a massive 826-foot (252-meter) diameter.

Envision reports its turbine was designed and built for the demanding conditions at deep water locations. In addition to reliability, the large turbine is designed to reduce construction costs requiring fewer turbines to achieve targeted power levels and low maintenance costs.

Last week, on June 5, Dongfang Electric however further pushed the limits of the field completing the installation of its 18 MW semi-direct dive turbine also designed for deep sea offshore installations. Manufacturing of the turbine was completed in April and it was shipped to a coastal test location in Guangdong Province in southeast China near Hong Kong.

The 18 MW turbine covers a diameter of 853 feet (260 meters). It uses a modular design and the shaft system, gearbox, and generator are integrated to improve reliability and efficiency. The company says the unit is capable of producing 72 million kWh per year. For maintenance, the unit has a lifting device.

Dongfang illustrates the rapid advancement in the field highlighting that it installed its first offshore wind turbine in 2013. It was a 5 MW unit and just six years later in 2019 they installed Asia’s first 10 MW unit. In 2022, they installed Asia’s first 13 MW unit, with the company claiming today that it accounts for more than a third of the Chinese market for turbines above 10 MW.

By comparison, GE Verona announced plans in March 2023 to upsize its Haliade-X turbine to reach between 17 and 18 MW. The company’s largest turbine is currently 14.7 MW. However, less than a year later, GE reported it was shelving plans for the big 18 MW turbine and instead would focus on the 15 MW which it called a “workhorse” for the industry. However, projects in New York State had been bid with the 18 MW turbines, and New York’s regulator NYSERDA in April 2024 ended its third-round solicitation without awarding any contracts saying the withdrawal of the larger turbines had “caused material changes to the proposed projects.”

Chinese manufacturers are continuing to push the envelope on the designs. Mingyang Wind Power last fall surprised the industry by announcing plans for a 22 MW turbine which they said they expect to complete between 2024 and 2025. The company already has its 16 MW turbine in production and is moving forward with an 18 MW design.

According to data from Wood Mackenzie, China now has four of the top five wind turbine manufacturers with Vestas being the only Western manufacturer in the top five. Worldwide, there was approximately 67.4 GW of offshore wind energy capacity installed as of the end of 2023, with China building a strong lead. As of the end of the year, China had more than 31 GW installed with the UK a distance second at just under 15 GW installed.

Damen Announces New Offshore Charging Solution for Fully Electric CTVs

[By: Damen Shipyards Group]

Damen Shipyards Group has developed a new concept for offshore charging, offering a way to dramatically reduce emissions during the operational phase of an offshore wind farm. The system envisages a fully electric crew transfer vessel (CTV) which can charge at either a turbine or one of Damen’s Commissioning Service Operations Vessels outfitted with a charger.

Enabling investment today in the solutions of tomorrow
With the infrastructure for turbine mounted chargers not yet widely available, vessel-to-vessel charging offers CTV owners and operators an opportunity to invest in the sustainable technology of the future, at the present time, as Mark Couwenberg Product Manager Service Operations Vessels at Damen explains.

“Offshore charging is an essential feature for a fully electric CTV operation. Typically, this would be dependent on charging infrastructure being present at an offshore wind farm. Our unique position as builders of both CTVs and CSOVs led us to the idea of placing the charging scope within our assets. This can be done with both a conventional, diesel-powered CSOV, or with a fully electric version. Of course, from an emissions reduction perspective, the latter is the more preferable option. However, such a solution makes it possible for CTV operators to invest today, in preparation for the wider distribution of full electric CSOVs tomorrow. We believe this could give a considerable boost to the maritime energy transition.”

Easy energy access
Installing a large battery system on board a CTV is a challenge, given the weight and space restrictions. Installing the system to the much larger, less space sensitive CSOV gives the smaller vessel access to the energy it requires without compromising on capabilities.

Using the CSOV as a charger host offers further advantages. For one thing, the stern of the vessel is lower than a turbine, which provides the vessel with easier access to the charger. Additionally, unlike the turbine, the CSOV is able to change its position, enabling the CTV to charge in the most sheltered position with regards to wave conditions.

The charging system that Damen has applied to its concept is developed by UK-based MJR, a specialist in offshore charging systems. The CTV would connect via a bell mouth that catches the charger that is lowered from a reel on the aft deck of the CSOV.

Following personnel disembarkation, the vessel could connect using a highly automated, safe process. It is expected that charging could take place in 2-3 hours, depending on the operational profile.

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

MacGregor Secures Crane Order for MMA Offshore

[By: MacGregor]

MacGregor, part of Cargotec, has received a large order for its 50-tonne active heave compensated (AHC) crane to be installed on board MMA Valour, a versatile and ?exible multi-purpose platform supply vessel. The vessel has a proven track record in servicing a broad range of offshore work scopes across the energy and offshore wind sectors.

The contract has been booked into Cargotec’s second quarter 2024 order intake, with crane supply scheduled for the third quarter of 2025.

MacGregor’s range of well proven AHC cranes, including its subsea cranes, offer precise lifting capabilities in all conditions, including extreme environments and across temperatures of between plus to minus 40°C.

This contract follows successful deliveries of AHC cranes by MacGregor to MMA Offshore for two of its flagship vessels the MMA Pinnacle and MMA Prestige.

MMA Offshore Managing Director, David Ross said, “We are looking forward to fitting the MMA Valour with a MacGregor active heave compensated crane which will enhance the vessel’s capability to provide a broader range of marine and subsea services to our clients. The conversion of the Valour to a multi-purpose support vessel will enable the vessel to provide light construction, ROV, survey and geotechnical support in addition to traditional supply services. We are excited to partner with MacGregor for this important conversion.”

Senior Vice President, Offshore Solutions, MacGregor, Pasi Lehtonen said, “Our AHC cranes have a proven record for reliability, and we have extensive experience in supporting their operation with more than 250 units in service. MMA Offshore is a long-standing MacGregor customer, and we are delighted to add AHC lift capabilities as part of the Valour upgrade.”

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

Damen Proposes Vessel-to-Vessel Charging for Offshore Wind Farm CTVs

One of the limitations of introducing fully electric Crew Transfer Vessels is the lack of charging options for the vessels while on-site at wind farms. While several technologies are being developed for charging buoys or connections to a wind turbine or substation, Damen Shipyards Group points out that the technologies, specifically turbine-mounted chargers, are not yet widely available.

With wind farms moving further offshore, charging will be required to use battery-powered transfer vessels or Commissioning Service Operations Vessels. Damen Shipyards Group developed a design for vessel-to-vessel charging which they believe offers operators a new option to incorporate electric vessels and reduce emissions at their wind farms.

Installing a large battery system on board a CTV Damen highlights is a challenge, given the weight and space restrictions. Installing the system to the much larger, less space-sensitive CSOV Damen says gives the smaller vessel access to the energy it requires without compromising on capabilities.

“Offshore charging is an essential feature for a fully electric CTV operation. Typically, this would be dependent on charging infrastructure being present at an offshore wind farm,” Mark Couwenberg Product Manager for Service Operations Vessels at Damen explains. “Our unique position as builders of both CTVs and CSOVs led us to the idea of placing the charging scope within our assets. This can be done with both a conventional, diesel-powered CSOV, or with a fully electric version.”

Following personnel disembarkation, the CTV would connect to the charger on the larger vessel using a highly automated process. It is expected that charging could take place in 2 to 3 hours, depending on the operational profile.

They point to advantages of the vessel-to-vessel approach, including easier access to the stern of the CSOV versus the charging connection which is typically higher on the monopole of the wind turbine. The CSOV would also be able to reposition based on wave conditions, enabling the CTV to charge in a more sheltered location.

Damen designed an electric Fast Crew Supplier

Damen introduced the charging concept as it also unveiled designs for a larger, fully electric Fast Crew Supplier for crew transfers. It uses the Axe Bow hull shape with a rounded tunnel which they say reduces wet deck slamming and provides minimal resistance in the water. They increased the length of the vessel which provides space for a larger deckhouse and more deck capacity.

The design features a full electrical Volvo IPS system, enabling the CTV to sail exclusively on battery power. The vessel will be able to sail at high speeds to offshore wind farms up to 25 nautical miles from shore. On arrival, it will recharge at a charging system integrated into a turbine, substation, or SOV before returning to shore.

Purus has already ordered three diesel-electric versions from Damen. The company also reports that while methanol engine technology has not yet reached maturity for these vessels, it has developed designs for a methanol propulsion version. When the engines are ready, Damen notes its hybrid design is prepared for a fast conversion.

Super Efficient Bulker Concept Meets Emission Standards While Using Conventional Fuels

A new design study undertaken by Kongsberg Maritime and Deltamarin demonstrates that by using a combination of technologies it is possible to meet future emissions targets while using conventional fuels. The companies report by using a combination of technologies they were able to develop a “Super Efficient Bulker” offering shipowners the means to meet stringent future compliance targets without abandoning conventional fuels.

One of the concerns of many in the shipping industry is the availability and quantity of alternative fuels that will be required to support the transition for the maritime sector. According to the companies, this design offers an alternative that would also have a short payback period of five years making it a practical alternative.

"While low-carbon fuels are an option, many prefer to stick with conventional fuels,” said Oskar Levander, Vice President of Strategy and Business Development for Kongsberg Maritime. “Our goal was to design a vessel capable of complying with predicted CII regulations throughout its lifetime, using advanced energy-saving technologies.”

Kongsberg Maritime and Deltamarin selected a Kamsarmax bulker for the study because it is a popular and versatile vessel type. The 82,000 dwt bulker they report faces restrictions due to the concerns for the global availability of low-carbon fuels, making it an ideal candidate for the study.

The design concept incorporates wind-assisted propulsion, elements to reduce hydrodynamic resistance, and operational management. The result is a bulker that promises a fuel cost savings of 40 to 50 percent depending on the operational profile.

The approach to wind-assisted propulsion uses a combination of three tiltable rotor sails and two suction wing sails. According to the companies, this dual approach maximizes wind power utilization, adapting to varying wind conditions to ensure optimal performance.

Air lubrication is combined with a new hull shape to trap the air bubbles under the vessel (Kongsberg)

The hull form drastically reduces hydrodynamic resistance through a design that will trap bubbles, from an air lubrication system, underneath the vessel. This concept will maximize the effects of resistance reduction and the companies report a patent application has been filed to implement the concept.

“The inclined hull, with a 1-degree slope from bow to stern, and vertically turned bilge keels create 'walls' to keep bubbles in place, enhancing fuel savings,” explains Kongsberg.

The vessel's system also integrates a Hybrid Shaft Generator with frequency control, optimizing electrical power usage and reducing emissions, while supporting increased loads from wind-assist technologies and air lubrication compressors. It will further enhance overall efficiency.

Technology is used by equipping the vessel with an Intelligent Energy Management System (iEMS) and route optimization software, to ensure optimal energy use. Emphasizing the benefits of slow steaming, the vessel is designed to operate at a reduced speed, balancing fuel efficiency with operational viability. They explain that a 1-knot speed reduction contributes to substantial savings in fuel, emissions, and maintenance costs.

“This project has been a real eye-opener. The combination of advanced technologies creates significant savings, making our new design a game-changer,” said Levander. “The 'Super-Efficient Bulker' is a novel design and advanced operation will, according to Kongsberg Maritime’s analysis, reduce fuel costs by more than half compared to a state-of-the-art vessel equipped with only conventional technology.”

Hull Stress or Steel Fatigue Suspected After Laker Takes on Water

Michipicoten Great Lakes bulker — Divers found a large crack in the hull of the laker Michipicoten, seen here in a 2009 photo (P Gordon - CC BY 2.0)

Investigators examining the 72-year-old Great Lakes bulker Michipicoten now suspect the vessel suffered steel fatigue or a form of hull stress that caused the flooding incident on Saturday, June 8. Initially, reports were that the vessel had hit an underwater object while underway on Lake Superior. The bulker was able to make it to Thunder Bay, Canada under its own power and is now docked at the Keefer Terminal.

Speaking on Canada’s TBNewswatch, a U.S. Coast Guard spokesperson confirmed that a preliminary investigation has found a “major hull breach.” Divers surveying the vessel at the dock in Thunder Bay, Canada on Monday reported that they had found a crack in the hull measuring approximately 13 feet. The crack was consistent with reports from the crew aboard that they heard a “loud bang” while the vessel was in deep water Saturday morning and then discovered the flooding.

The crack is reported to be “from the turn of the bilge, where the side shell turns to the bottom plate,” USCG spokesperson Lorne Thomas told TBnewswatch.

The Coast Guard has confirmed there were no fixed objects in the area where the bang and flooding began contributing to the belief that it was a failure not due to striking an object. They said during the investigation they would be looking at when the vessel had transited shallower water and confined channels. They would like to determine if it had bumped something or if it had previously grounded. The Coast Guard has not ruled out a collision but says the evidence so far points toward fatigue or a structural fracture.

Crewmembers told the Coast Guard team that there was a “serious amount of flooding coming in,” Saturday morning when they made the distress call. The Coast Guard said the captain and crew of the Michipicoten “did a remarkable job stabilizing the ship.” The bilge pump system was able to reduce the water and help the vessel to decrease its list from 15 to 5 degrees.

Firsthand accounts posted online talked of a harrowing experience with crewmembers quite fearful as the water started rushing into the vessel. Although the crew was able to stabilize the vessel, the U.S. Coast Guard made the decision at midday to remove 11 of the 22 crewmembers for safety, with another laker the Edwin H. Gott providing a lee, blocking some of the waves, while the crewmembers transferred to a Isle Royal Park Service vessel.

Bult in 1952 by Bethlehem Steel at Sparrows Point, Maryland the vessel originally known as the Elton Hoyt II was 626 feet in length overall. It had coal-fired boilers for a steam turbine engine. The ship has undergone several major reconstructions including in 1957 it was lengthened to 683 feet and in 1980 converted to a self-loader. Originally an American ship, she was sold in 2003 to the Canadian company Lower Lakes Towing and in 2010 was repowered with diesel engines.

The US Coast Guard says a more thorough assessment requires drydocking the vessel which will not happen until it is unloaded. Because the incident occurred in U.S. waters, the USCG will remain involved with the investigation. Canada’s Transportation Safety Board is collecting information to determine if they should also become involved. Canadian Broadcasting Corporation (CBC) reports the TSB would investigate if it would provide new safety lessons that advance transportation safety. There might also be a joint investigation between the U.S. and Canada.

Top photo by P. Gordon in 2009 - CC BY 2.0

ARCTIC

Ukraine Claims a Russian Destroyer Caught Fire in the Barents Sea

A Russian destroyer has caught fire while under way in the Barents Sea and is "struggling for survival," according to Ukraine's armed forces.

According to Dmytro Pletenchuk, spokesperson for Ukraine's Southern Defense Forces, the destroyer Admiral Levchenko suffered an engine room fire in the Barents Sea last week. He attributed it to lack of maintenance and proper spares, caused by Russia's inability to access Ukraine's shipbuilding industrial base.

"This is what happens when a 'superpower' receives sanctions from Ukraine and cannot independently service engines produced in Mykolaiv. 10 years was not enough to solve this problem. One of the installations caught fire," Pletenchuk said.

The Admiral Levchenko is an Udaloy-class antisubmarine warfare destroyer delivered to the Soviet Navy in 1988. Though constructed at a Russian shipyard, her four gas turbine engines (two D090 turbines and two DT59 turbines) were built in Ukraine's Zorya-Mashproekt plant. When Ukraine shut down defense exports to Russia after the annexation of Crimea in 2014, the Russian Navy lost access to engine components to repair its Ukrainian-built powerplants.

Russia has set up a production line for its own versions of these engines at the NPO Saturn plant, including a design to replace the D090. The initiative is part of a broader effort at import substitution to end dependence on Western-allied defense suppliers. As a sign of Russia's confidence in its success, its forces attacked and severely damaged the Zorya plant in March 2022, in the early weeks of the full-scale invasion of Ukraine; the plant, located in Mykolaiv, remains in Ukrainian hands.

The fire aboard the Admiral Levchenko could not be immediately confirmed, and the Russian Ministry of Defense has not commented on the Ukrainian claim.

Ukraine has damaged, sunk or destroyed about 15 Russian warships in the Black Sea, including the flagship Moskva. The effort has been successful enough that the Russian Navy has largely withdrawn to the northeastern corner, and the Black Sea Fleet is patrolling with submarines instead of surface ships for safety, according to Ukraine's armed forces. Though Admiral Levchenko is more than a thousand miles away from the front lines, Pletenchuk described the destroyer's apparent distress as another success.

"Just so you understand, there are several hundred crew there. Not Moskva, of course, but not bad either," he said.

Intercargo: Only One Bulk Carrier Sank in 2023

"We have come a long way since the ‘dark days’ of the 1980s," says Intercargo's chairman

The dry bulk shipping sector is maintaining a trend of improving safety standards with the tightening of international regulatory framework and adoption of new technologies that have enhanced ship design cited as key factors in preventing the loss of vessels and lives.

Industry body Intercargo has released the annual Bulk Carrier Casualty Report 2024 indicating that despite a significant increase in the bulk fleet, there is a clear trend of safety improvements over the past decade. Over the period, the number of dry bulk vessels has increased by 20 percent, from about 10,400 in 2013 to 12,226 by January this year. The bulk fleet represents more than 40 percent of world tonnage and carries an estimated 55 percent of the global transport work.

Despite the increase, vessel losses have averaged only 2.1 per year, with 21 bulk carriers of more than 10,000 dwt reported lost over the 10-year period. These casualties caused the tragic loss of 89 seafarers’ lives through 2022, but not last year: In 2023, there was only one loss of a dry bulk vessel and no loss of lives. Bulk carrier M/V Yong Xing 56, which was sailing under the Chinese flag, was the only vessel lost in 2023 when it sank in Russia after being damaged in a collision with heavy ice flows. The 21 Chinese crew of the 15-year-old vessel were safely evacuated.

The report shows that during the past decade, vessels amounting to 1.78 million dwt in total have been lost, an average 177,526 dwt per year. The average age of the bulk carriers lost was 19.4 years.

Though the industry is recording improvements in safety standards, cargo liquefaction continues to be a major concern. It remains the greatest contributor to loss of life, accounting for 55 lives or 62 percent of the total loss of life in the past ten years. For vessels, groundings remain the greatest cause of ship losses, with nine losses or 43 percent of the total.

Intercargo highlights that when considering factors like high levels of trade, congested ports, older fleets, and extreme weather, the improvement in safety standards reflects an increased focus on measures cutting across safety awareness training, improved ship design, application of new technology and compliance with regulations.

“Bulk carrier safety must never be overlooked. We have come a long way since the ‘dark days’ of the 1980s, when we experienced many tragic losses of lives and vessels. Since then, safety performance of the sector has steadily improved,” said Dimitris Fafalios, Intercargo Chairman.

The current trend is a major shift from the 1990 to 2000 period when the bulk carrier sector was losing between five and 26 carriers annually, resulting in the loss of 23 to 186 seafarers respectively.

WAR IS ECOCIDE

Two Bulkers in Danger of Sinking After Houthi Attacks

sinking bulker — Tutor shown down at the stern after the attacks (FFEAU ALINDIEN photo from June 14)

The Houthi issued an unverified claim on Saturday, June 15, that one of the two bulkers attacked last week has now sunk in the Gulf of Aden and a second is in danger of sinking in the Red Sea. Western officials have acknowledged that both vessels were abandoned and taking on water but did not confirm at this time that either has sunk.

The Houthi are saying that both vessels were targeted with multiple attacks which happened in the past 72 hours. They are asserting that the shipping companies had “violated the ban on access to the ports” of Israel.

The vessel which they are claiming to have sunk, Verbena (11,400 dwt) is reported to be owned by Ukrainian interests and managed from Poland. The general cargo ship was built in 2008 and is currently registered in Palau. According to the reports, the ship was carrying a cargo of wood construction material from Malaysia to Italy.

Two anti-ship cruise missiles hit the vessel while it was in the Gulf of Aden and it was struck for a second time in 24 hours, by one anti-ship ballistic missile. An unconfirmed video circulating online shows a large hole above the waterline. Reports said that there were fires aboard and one crewmember was seriously injured. EUNAVFOR Aspides reports the crewmember was airlifted to the Dutch support vessel HLMNS Karel Doorman for life saving surgery. Aspides reported the sailor was from Nepal although other reports have identified the nationality as Polish.

After initially saying the fires had been extinguished, UK Maritime Trade Operations in its update on Saturday reported the master of the ship said the fires were still burning and that the ship was sinking. The crew was evacuated from the vessel with the last confirmed reports that it was drifting 30 nautical miles northeast of Djibouti. Other ships were being warned that it was unlit and a danger to navigation. he Anna-Meta (56,280 dwt bulker registered in Cayman Islands) responded to the distress call and rescued the crew as it was abandoning ship. CENTCOM is reporting that the Iranian frigate IRIN Jamaran was eight nautical miles from the Verbena and did not respond to the distress call.

If the vessel has sunk, it would be the second lost during the conflict. In March, the bulker Rubymar sank several days after it was attacked. It had also been abandoned and was drifting in the Red Sea.

Photo released by EUNAVFOR Aspides of the evacuation of the injured crewmember from the Verbena

Additionally, they are reporting the Tutor, a Greek-owned bulker registered in Liberia, is in danger of sinking. France released a photo of the vessel showing it down at the stern.

The vessel was attacked on June 12 with a drone boat as well as missiles. Reports are that salvage tugs are proceeding to the vessel and are expected to arrive on Monday. The USS Philippine Sea and a French air defense frigate used helicopters to evacuate the 21 crewmembers, mostly Filipino from the vessel on Friday. One Filipino remains missing presumed deceased in the flooded engine room of the vessel.

CENTCOM acknowledged “severe flooding and damage to the engine room,” caused by the drone boat. They are reporting the Tutor remains in the Red Sea and is slowly taking on water.

The Philippine government on Friday expressed its outrage at the attacks including from President Ferdinand Marcos Jr. who released a video assuring the country that they were doing everything possible to protect the country’s seafarers. The reports said the crew of the Tutor was being evacuated to Djibouti. The Philippines said it would review the work rules for seafarers. The IMO also issued a strong statement calling for further actions to immediately stop the attacks.

In response to the latest escalation, U.S. Central Command reports in the past 24 hours forces destroyed seven radars in Yemen. According to the statement, the radars allowed the Houthis to target maritime vessels and endanger commercial shipping. CENTCOM also reported that two more uncrewed surface vessels were destroyed in the Red Sea and that forces successfully destroyed one uncrewed aerial system launched from a Houthi-controlled area of Yemen over the Red Sea.

New Safety Warning as Greek Bulker is Abandoned and Drifting in Red Sea

drone attack boat — Suspected Houthi suicide drone boat, 2018 (file image courtesy Saudi coalition forces)

The Greek-owned bulker Tutor has been abandoned with the Filipino crew evacuated two days after the vessel became the first confirmed casualty of a Houthi-launched remote-controlled boat. The Tutor becomes the third vessel abandoned after an attack inflicted serious damage and as a result, security experts have issued increased warnings and are advising reconsidering transits of the region.

The attack on the Tutor (82,357 dwt) took place on June 12 with the vessel which was built in 2022 being hit in what has been described as a sensitive area in the stern. The engine room of the vessel flooded leaving the ship unable to navigate and now without power. One crewmember, a Filipino is missing and presumed deceased, likely trapped in the engine room.

Earlier today, the Philippines reported that an evacuation was underway. The 21 remaining crewmembers, mostly Filipino, were reported heading for Djibouti. The Philippines is working with local authorities to arrange for the crew to be flown home.

The UK Maritime Trade Organizations is warning that the vessel is now drifting in the Red Sea. They informed shipping to be cautious as the ship is reported to be unlit while Reuters reports a salvage team is not expected to reach the vessel until Monday.

Ambrey today issued a public Threat Circular providing additional details and warnings based on its analysis of the incident. They highlight that the Houthi had used previous versions of the drone boats in the early phase of the Yemeni Civil War but since November 2023 had been concentrating on missiles and airborne drones. The Saudis reported attacks during the civil war on their vessels using the remote-controlled boats and U.S. Central Command has recently reported a few actions to stop these crafts.

The Threat Circular says the attacks are being staged using fishing boats which is consistent with the UKMTO’s description of the boat that hit the Tutor as being 5 to 7 meters (16 to 23 feet) in length. Ambrey highlights that they are typically fiberglass or wooden boats.

They are reporting that the Houthis are placing dummies on the boats in an attempt to disguise the threat. They also report that in past incidents a second skiff was in the area and believed to be controlling the radio-controlled vessel.

Ambrey reports that one of the attack boats washed up near the Bab al Mandeb Strait in January 2024. It was found they report to contain 25 kg of C4 explosives and 50 kg of TNT. It had three electronic switches using contact switches for the detonation.

Based on this first successful attack against a merchant ship, Ambrey is advising vessels to review their threat level and that high-risk vessels are advised to re-consider their voyage and re-routing. They also recommend that crews should have a safe muster point well above the waterline and away from exterior walls. All deck movements should be stopped within the areas around Yemen and AIS transmissions and other signals should stop if suspicious activity is encountered.

Philippines to Review Seafarer Work Rules as Houthi Attacks Continue

The government of the Philippines reports that a rescue mission is underway for the crew of the Greek-owned bulker Tutor that was flooded and disabled by two Houthi attacks on June 12. One seafarer, a Filipino, is still reported missing, while government officials said that efforts were underway to repatriate the 21 other crewmembers who are mostly Filipino.

President Ferdinand R. Marcos Jr. released a video statement to the people of his country assuring them that “we are doing everything that can be done,” for the crew aboard the Tutor. He said working with the authorities in the region they were “looking for ways to safely transfer the Filipino seafarers to Djibouti where help is underway.”

The Department of Migrant Workers held a press briefing in Manila to discuss the situation and the safety of Filipino crewmembers. They said that the Philippine government will take all necessary measures to secure the safety and well-being of the Filipino crew on board and to ensure justice.

Migrant Workers Secretary Hans Cacdac said they had spoken through video conference with the crew of the Tutor and that the seafarers were “safe and sound,” while still aboard the disabled vessel waiting for the rescue. He said they would be rescued “within the day,” but declined details for security reasons.

He reported that the department was also checking its records to determine if there were any Filipinos aboard the Verbena, the second vessel that was attacked, and also reported that one crewmember was injured. U.S. Central Command confirmed that aircraft from the USS Philippine Sea had airlifted the “severely injured” crewmember for medical attention. EUNAVFOR Aspides is reporting today that the crewmember was from Nepal and was taken to the Dutch support ship HLMNS Karel Doorman for life-saving surgery.

The Department of Migrant Workers highlighted that with the attacks continuing unabated, it would be reviewing its current policies and processes on whether it could further strengthen the protections for seafarers. They noted that the crew of the Tutor had signed consents to work aboard the vessels, but expressed concern about the continuing attacks. In March, two Filipino seafarers were killed aboard when the True Confidence was hit by a Houthi attack.

Late on Friday, June 14, the UK Maritime Trade Organizations confirmed that the crew of the Tutor has been evacuated. They are reporting that the ship is drifting in the Red Sea and unlit. Reuters says salvage teams are not expected to reach the vessel until Monday.

The Philippines said in April it barred Filipino seafarers from working on cruise and passenger ships that would be sailing through the Red Sea or Gulf of Aden. Most of the cruise ships scheduled for the area diverted and all suspended carrying passengers in the region.

Cacdac said the decision to bar Filipinos from working on those cruise ships was due to the number of crew and people typically on one of those ships. He said it was not because the safety of cargo ships was less important and said that they would now be looking at measures to protect the crews on all ships. He also said they would pursue justice without providing details.

IMO Secretary-General Arsenio Dominguez issued a video statement saying the IMO was appalled at the fact that seafarers going about their work continue to be targeted and injured. “I demand all governments and relevant organizations to provide maximum assistance to seafarers affected, and to spare no effort in finding a resolution to this crisis. This situation cannot go on,” said Dominguez in his statement,

U.S. Central Command increased its efforts in response to the recent barrage of attacks. In the past 24 hours, they said forces had destroyed one air defense sensor in a Houthi-controlled area of Yemen as well as an uncrewed surface vessel (USV) and two Houthi patrol boats in the Red Sea. The U.S. also said one aerial drone was destroyed.

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