Tuesday, August 27, 2024

 

Study: Far More of the World's Fisheries Are Depleted Than We Thought

Numbers of deep sea perch have plummeted. Graham Edgar, CC BY
Numbers of deep sea perch have plummeted. (Graham Edgar, CC BY)

Published Aug 25, 2024 4:03 PM by The Conversation

 

[By Graham Edgar]

When fish are taken from our oceans faster than they can reproduce, their population numbers decline. This over-fishing upsets marine ecosystems. It’s also bad for human populations that rely on fish for protein in their diets.

To manage fishing areas sustainably, we need accurate data on how many fish exist and how abundant they will be in future. Fisheries scientists use complex mathematical models to determine this.

But an investigation by my colleagues and I, published today in the journal Science, casts serious doubt on the accuracy of these models.

We studied 230 fisheries around the world. We found populations of many overfished species are in far worse condition than has been reported, and the sustainability of fisheries was overstated. Urgent action is needed to ensure our oceans are not fished below their capacity to recover.

Alarming findings

A sustainable fishing operation would ensure the numbers of fish caught does not outstrip the capacity of a fish population to reproduce. In cases where an area has been overfished, stocks should be given time to rebuild.

To determine appropriate catch rates, computer models are used to assess fish stocks. The models are fed data such as fish biology, catch history, and rates of fish breeding, growth and death.

Our investigation tested how accurate estimates of fish stocks actually are. It involved examining data from 230 of the world’s largest fisheries, spanning 128 fish species. They include fishing areas off Australia, New Zealand, the United States, Europe, the United Kingdom, Canada, Argentina and South Africa.

We focused on the depletion in the “biomass”, or total weight, of fish stocks. When fish catch falls to below 10% of its biomass when fishing began, the fish stock is widely said to have collapsed.

For each fish stock, we took data that provided the best estimate of stock depletion at a given year in the past. The data was produced by scientists and reported to fisheries managers and databases.

We compared this historical data to updated modelling produced years later. The updated data was the most recent assessment of that fish stock, but was also “backdated” to the same year as the historical data. The more recent estimates should be more accurate because they are based on data collected over a longer period, and after improvements in the modelling process.

So what did we find? The earlier stock assessments were often too optimistic about the number of fish in the ocean.

For sustainably fished stocks, the earlier estimates were generally accurate. But for stocks that were overfished, most earlier data turned out to be substantially overestimated. In many cases, fish stocks were regarded at the time to be recovering when they were in fact declining.

Among over-fished stocks, we estimated the number of collapsed stocks was likely 85% larger than currently recognised.

How has this discrepancy come about? The models used to make stock assessments are complex and involve many inputs. This can lead to uncertain or inaccurate results – a problem that accumulates each time a value is entered into the model.

As I outline below, the consequences can be devastating. 

The case of the jackass morwong

The jackass morwong (also known as deep sea perch) is found off southern Australia and New Zealand. In 2009, models estimated the total stock size for south-eastern Australia at 4,680 tonnes – 22% of the 21,200 tonnes that existed when fishing began. This estimate informed decisions by fisheries managers about how many fish could sustainably be caught in future years.

But modelling in 2014 indicated stock size in 2009 was more likely to have been 3,330 tonnes, and the initial stock size was probably about 28,800 tonnes. That means in 2009, stocks were likely to have depleted to 12% of original levels, not 22%.

The inaccurate estimates mean the “total allowable fish catch” set by the Australian Fisheries Management Authority for jackass morwong is likely to have been unsustainable. Fishing continued with little constraint and the morwong population continued to decline for a decade.

By 2022, however, the declining fish numbers were clear. That year, the authority announced five ocean areas would close to trawl fishers, in a bid to protect the jackass morwong and other fish species. The federal government also allocated about A$24 million to buy back fishing vessel permits.

This probably could have been avoided if accurate stock models had been applied and the full extent of depletion recognised a decade earlier.

Fundamental change is needed

Our research shows the global problem of overfishing is far worse than currently recognised. So what should be done?

Clearly, scientists should try to improve the accuracy of models used to assess fish stocks.

And management of fisheries should be far more cautious, to protect fish stocks around the world. This is vital for sustainable fisheries, healthy oceans, and our own food security.

 is a Senior Marine Ecologist, Institute for Marine and Antarctic Studies, University of Tasmania.

This article appears courtesy of The Conversation and may be found in its original form here

The Conversation

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

 

CO2 Discharge Injures 17 Workers at Offshore Wind Substation

Hai Long
Onshore electrical substation site for the Hai Long project (Northland)

Published Aug 25, 2024 10:56 PM by The Maritime Executive

 

 

A carbon dioxide leak at the Hai Long Changhua offshore wind power project in Taiwan has left 17 workers hospitalized, with authorities opening an investigation on the cause of the incident.

Canadian renewable energy firm Northland Power Inc. announced that the leak from the fire suppression system of the project’s onshore substation affected 17 construction workers, leading to their hospitalization and a suspension of work at the site. 

The incident occurred at about 1000 local time on August 20. Northland, which is part of a consortium implementing the $6.6 billion project, said that emergency services were immediately notified and first aid measures administered on-site before the workers were transported to nearby hospitals.

“The safety and well-being of our employees and partners remain our top priority. Our current focus is on the well-being of the affected workers and their families. We will continue to monitor the situation closely and provide updates as more information becomes available,” John Brace, Northland Power Executive Chair.

The Hai Long offshore wind project is a joint venture involving Northland Power, Yushan Energy from Singapore, Japan’s Mitsui & Co., Ltd., and Malaysian-headquartered Gentari International Renewables. Northland Power has a 30.6 percent controlling stake in the project after it sold 29.4 percent shareholding to Gentari in December last year.

Located about 25 nautical miles off the Changhua coast in the Taiwan Strait, the project consists of two phases, Hai Long 2 and Hai Long 3, with an expected combined generating capacity of 1,022 MW. Once fully operational in 2027, Hai Long will be one the largest offshore wind facilities in Asia, powering more than one million households and industrial facilities.

Northland Power says that construction of the windfarm is in progress with the fabrication of foundations, cables, and onshore and offshore substations. The onshore construction work was moving ahead swiftly and was nearing mechanical completion before the carbon dioxide leak incident occurred and forced its suspension.

Offshore construction has progressed without incident. So far, the consortium has installed offshore substation foundation jackets, the first offshore substation topsides complex, and is continuing with pin pile installations at multiple turbine locations. The pre-fabrication for the first batch of turbine components including towers, generators and nacelles is also progressing well, with multiple parts en route to the site.

The consortium expects that full commercial operations will begin in 2026/2027, on schedule and in line with projected costs. 

The Hai Long project is Northland’s first offshore wind project in Asia and fifth in its portfolio. The project is expected to play an important role in helping Taiwan achieve its renewable energy target of 15 GW of offshore wind by 2035.

 

Port of Lobito Handles First Congolese Copper Shipment to the U.S.

Port of Lobito mineral terminal's first port call, a bulk sulfur delivery, July 2024 (Trafigura)
The Port of Lobito mineral terminal's first vessel call, a bulk sulfur delivery, July 2024 (Trafigura)

Published Aug 25, 2024 10:42 PM by Brian Gicheru Kinyua

 

Southern Africa’s Lobito Atlantic Railway (LAR) has hit a milestone after the first shipment of copper destined for the United States left the Port of Lobito this week. The cargo of copper cathodes is bound for Baltimore aboard the container ship MSC Samu. The cargo had arrived at the Port of Lobito on August 19 on a LAR-operated train from DRC’s Kolwezi city, six days after its dispatch.

LAR is operated through a 30-year concession awarded back in 2022 to the Lobito Atlantic Railway consortium. It is a joint venture comprising the global commodities trading company Trafigura, Mota-Engil and Vecturis SA, an independent rail operator. The consortium also operates the mineral terminal at the Port of Lobito, which connects to the 800-mile railway line reaching to Angola’s border town with DRC, Luau. The corridor further extends to Kolwezi, the heart of DRC’s copper belt. There are ongoing plans to connect Zambia’s copper belt region to the line as well.

The mineral terminal at the Port of Lobito received its first vessel last month. This came after completion of rehabilitation work carried out in the terminal following the start of LAR’s railway operations in January. The terminal has loaded out a number of copper shipments to ports in Europe and the Far East.

Francisco Franca, Chairman of the Board of Directors of LAR, said that the first shipment to the U.S. this highlights the growing supply of services by international shipping companies to the Port of Lobito.

“This will support the growing development of our operations and regular shipments of raw materials to Europe and America,” added Franca.

LAR consortium is looking to invest more than $800 million to refurbish the railway over the lifetime of the concession. The investment will enable the renovation of sections of the railway line as well as addition of wagons and locomotives.

Early this year, the U.S government through its International Development Finance Corporation (DFC) announced a financial package to support development of the LAR corridor. This includes a $250 million debt facility to the Africa Finance Corporation (AFC), which is providing advisory support to the project. Discussions on this financial support are currently ongoing.

 

Japanese Companies to Standardize LCO2 Carriers to Meet Anticipated Demand

LCO2 carrier
Japan launched the first LCO2 carrier for demonstration and testing in late 2023 (K Line)

Published Aug 27, 2024 5:39 PM by The Maritime Executive

 

 

Seven of Japan’s leading companies in shipping and shipbuilding have agreed to work together on a unique project that seeks to establish standard specifications and designs for LCO2 (liquified carbon dioxide) carriers. This comes as each of the companies has been conducting projects to develop the emerging category of vessels and to establish the supply chain for the transport and storage of carbon captured from heavy industry.

“As the demand for LCO2 carriers is expected to grow in various CCS (Carbon dioxide Capture and Storage) projects that transport CO2 collected in Japan to storage sites by sea, it is necessary to build and supply LCO2 carriers stably within Japan to realize the CCS value chain and improve economic efficiency,” the companies said in their joint announcement. 

The project will involve shipping companies Mitsui O.S.K. Lines (MOL), NYK Line, and “K” Line, each of which has been working on elements of the ships. “K” Line is the closest to the sector as the company is set to manage and operate the vessels being built for Norway’s Northern Lights project. The first two vessels are nearing completion in China with the first due to delivery this year. It is set to become the first commercial project for the transportation and ultimately storage of CO2 from industries in Northern Europe at a location under the North Sea.

Representing the shipbuilding sector are Mitsubishi Shipbuilding, Imabari Shipbuilding, JMU, and Nihon Shipyard. The shipbuilders have also been developing designs and receiving the first certifications for the elements needed for the new sector. Mitsubishi, for example, launched a feasibility study with TotalEnergies for the development of an LCO2 carrier in 2021. Mitsubishi reported it had been granted Approval in Principle (AiP) from the French Classification Society Bureau Veritas (BV) for a cargo tank system to be mounted in a liquefied CO2 (LCO2) carrier. It is focusing on Type C tanks to transport the gas as a liquid in a low-temperature, high-pressure state.

To build the industry and Japan’s leadership, the companies have agreed to conduct a joint study. The goal is to establish standard specifications and designs for LCO2 carriers. They will also focus on the steps to establish a construction supply chain.

They plan to collaborate widely with industry stakeholders. Furthermore, they said the study would also enable construction at other shipyards to meet the broader need for the new sector. Rystad Energy last year calculated that as many as 55 vessels and 48 terminals would be required by 2030. They forecasted that annually more than 90 million tonnes (tpa) of CO2 will be shipped by the end of the decade.

The Japanese companies are saying their target was to have the first large ships for LCO2 transport under construction by 2027. The new study says its goal is for large-scale international marine transport of LCO2 by 2028.

Late in 2023, Japan completed construction of the first LCO2 carrier, a demonstration vessel. Named the EXCOOL, the 1,290 dwt vessel was built by Mitsubishi Shipbuilding. It is 236 feet in length and has a cargo tank capacity of 1,450 cubic meters. It is operated by Nippon Gas Line as a demonstration and testing of the steps required for loading, transport, and offloading.

 WAIT, WHAT?!

U.S. Carrier Held Back in Fight With Houthis to Avoid Angering Iran

An F/A-18 fighter prepares to take off from the deck of USS Eisenhower (USN)
An F/A-18 fighter prepares to take off from the deck of USS Eisenhower (USN)

Published Aug 27, 2024 3:46 PM by The Maritime Executive

 

 

The U.S. Navy's Carrier Strike Group Two was instructed to limit large-scale counterstrikes against Houthi rebels in order to avoid upsetting the delicate balance of deterrence with Iran, the CSG's former commander suggested in an interview released Monday. 

Rear Adm. Marc Miguez was the commander of the strike group when it made its historic deployment to the Red Sea in November 2023. He served until June 16, when he was relieved and dispatched to Washington, D.C. to run the Navy's legislative affairs office. 

USS Dwight D. Eisenhower was in the thick of the counter-Houthi operation from the start, and at its peak, the carrier was launching fighters to up to nine events a day. Its pilots put in more than 30,000 flight hours and launched more than 60 air-to-air missiles. The destroyer escorts used up so many missiles that they had to set up a pierside resupply operation in nearby Yanbu, Saudi Arabia. It was all within the crew's training, Miguez told former Navy commander and Youtuber Ward Carroll - except for the unexpected volume of Houthi unmanned aerial vehicles. 

"Just the immense number of UAV interactions that we had, that was something that we did not holistically train to . . . not on the level that we had to encounter in combat," he said. 

Just protecting USS Eisenhower from attack was a significant endeavor. The carrier had at least two fighters up and nearby at all times to carry out air defense. If it couldn't have its own fighters in the air, it drew on the resources of the U.S. Air Force, which would dispatch land-based planes to fly an equivalent force-protection mission around the carrier. 

Initially, Eisenhower had freedom of movement within the operating area, but as time went on and Houthi attacks became more sophisticated, Miguez had to reposition in order to make the carrier a harder target. "For force protection, I had to move the carrier multiple times," he said. 

Eisenhower's crew got to hit back at the Houthi threat with seven large coordinated strikes, working with the Air Force and with allied partners. "We were definitely degrading their capability," Miguez said. But the task force was not permitted to bring is full might to bear against all targets. 

"There are definite strategies that were put forward, but our National Command Authority decided that those - I would call more aggressive postures and more aggressive strikes - was not something we wanted to challenge," Miguez said. "We all know Iranian-backed groups like the Houthis, where that threat's emanating from . . . And so that is the calculus that's handled at echelon zero, at the National Command Authority, with NSA, and everybody else. Those are things that I don't dabble in."

Going forward, Miguez suggested that diplomacy and economic pressure will be required to restore maritime security in the Red Sea, along with more aggressive military action. "This is a whole-of-government approach," he said. "I think that's what is going to result in freedom of navigation in that critical strait."

 

Venture Global Received First Vessel at New Plaquemines LNG Plant

LNG carrier at Plaquemines
First vessel arrived at Plaquemines to start the cooldown before production (Venture Global)

Published Aug 26, 2024 5:34 PM by The Maritime Executive

 

 

The new Plaquemines LNG export plant in Louisiana appears to have entered its final stage of ramp-up as the first LNG vessel arrived over the weekend expected to begin the cooldown phase of the first train as the plant prepares for production. Venture Global which is developing the facility which will become the second largest export terminal in the U.S. only posted a cryptic message with a photo of the vessel and the caption Plaquemines.

The first vessel, the Malta-registered Qogir (174,000 cbm) had departed Equinor’s Hammerfest LNG terminal in Norway and according to Kpler is carrying LNG under a Department of Energy re-export license. The vessel had been holding since last week in the Southwest Pass Anchorage before DOE on Friday granted the license. Reuters reports a second vessel is also proceeding toward the facility.

Venture Global in its applications to DOE said as many as three vessels could be required during the cooldown phase of the facility. The company had received DOE permission to deploy nitrogen into the facility which is used during the purging and testing of an LNG facility. Reuters reports the plant in June and July had begun to take in gas as a step before beginning LNG production.

Venture Global had previously said it expected to begin production at Plaquemines before the end of this year. The first train will have a capacity of 1.8 billion cubic feet per day and a second train with 1.2 billion capacity is expected to go online between 2025 and 2026. When fully operational, Plaquemines will have a capacity of 20 million metric tons per annum.

The facility becomes the next major facility for Venture Global which also began its Calcasieu Pass facility in January 2022. The company hailed the approval from the Federal Energy Regulatory Commission at the end of June approving its third facility CP2 LNG. It will be located on an approximately 546-acre site in Cameron Parish, Louisiana.

In the next phase of its expansion, Venture Global in March 2024 announced that it would be the first U.S. producer to buy and operate a fleet of LNG carriers. The company revealed that it has purchased nine vessels, including three of the largest carriers, with delivery of the vessels due to start later this year.

The expansion of the operations comes as the United States is currently the world’s largest exporter of LNG. The U.S. surpassed Qatar and Australia in volumes although Qatar is currently gearing up to complete its massive North Field which will again make it the largest exporter coming at a time when global demand for LNG continues to rise.


 

Lost Superyacht's Master Faces Manslaughter Investigation

Italian rescue divers prepare to search the wreck of the Bayesian (Courtesy Vigili del Fuoco)
Italian rescue divers prepare to search the wreck of the Bayesian (Courtesy Vigili del Fuoco)

Published Aug 26, 2024 8:44 PM by The Maritime Executive

 

 

The master of the Bayesian, the luxury sailing yacht that sank off the coast of Sicily last week, is now the subject of a criminal investigation in a manslaughter case. The notification does not necessarily mean that he will be charged with a crime under Italian law, but it is a step towards a possible indictment. 

New Zealand national James Cutfield, 51, was master of the Bayesian when the vessel was hit by a severe thunderstorm off Porticello in the early hours of August 19. The vessel was at anchor at the time the storm hit, and Cutfield told media that "we didn't see it coming."

Investigators believe that the 180-foot sailing yacht encountered an extreme downdraft, resulting in a knockdown, flooding and sinking. The crew of a nearby vessel reported that the Bayesian disappeared suddenly from view and dropped off AIS. rescued 15 survivors from a liferaft. Six passengers and the yacht's chef died, and after an extensive and well-resourced dive effort, six bodies were recovered from cabins inside the wreck.

Last weekend, prosecutors said that they are particularly interested in determining why six passengers died inside the vessel when all deck and engineering crewmembers managed to abandon ship and survive. 

Ambrogio Cartosio, the regional prosecutor, said Saturday that his office has opened an investigation into possible charges of manslaughter and negligent shipwreck. “For me, it is probable that offenses were committed, that it could be a case of manslaughter, but we can only establish that if you give us the time to investigate," Cartosio said. 

The vessel's insurer plans to raise the wreck of the Bayesian from the bottom, giving Italian authorities the opportunity to examine it for clues to the cause of the sinking. The owner of the yacht's builder, Italian Sea Group CEO Giovanni Costantino, insists that the yacht should have been "unsinkable." In a series of interviews last week, he blamed the crew for making "incredible mistakes" that "cry out for vengeance." He suggested that they may have left hatches open and kept the vessel's liftable keel in the raised position, instead of lowering it for maximum stability. 

Prosecutors have so far refused to discuss what evidence the rescue divers may have seen at the bottom, and have put off any discussion of further details until after a thorough investigation. 

 CRIMINAL CAPITALI$M

Austal to Pay $24M to Settle Old Accounting Fraud Charges with US DOJ/SEC

IN ORDER TO BID ON UPCOMING NAVY SHIP BUILDING CONTRACTS

LSC launch
Charges of accounting irregularities stemmed from 2013 to 2016 on the LCS program (USN file photo)

Published Aug 27, 2024 1:24 PM by The Maritime Executive

 

 

Fifteen months after three former executives of Austal US were indicted in an accounting scandal, the parent company Austal Ltd. has reached terms of a settlement that calls for a US$24 million penalty and compliance steps. The settlement which still requires court acceptance is the result of an investigation that focused on accounting issues between 2013 and 2016 and resulted in the president and two other executives being ousted at the US division.

Austal US will enter into a plea agreement with the U.S. Department of Justice to resolve the criminal charges pending against the U.S. company related to the account issues. The U.S. company has also agreed to certain compliance and compliance reporting obligations as part of the plea agreement. Austal will engage an independent monitor for three years to assess and monitor compliance with the DOJ agreement. In 2023, a month after the indictments were revealed, Austal US also hired a former federal prosecutor to serve as its chief compliance officer.

In addition to the agreement with DOJ, Austal and Austal USA have settled with the U.S. Securities Exchange Commission which alleged the accounting irregularities misled investors. The $24 million penalty, which will be paid in installments over 12 months following court approval, will go to the SEC to be administered to shareholders. Austal reports in total it will book a US$32 million provision for the fine/resolution, some legal costs, and expected compliance costs. 

The company reports it is also in “advanced discussions” with the U.S. Navy and is seeking to enter into an Administrative Agreement. This would set out “remedial measures,” the company said, including commitments to compliance and future reporting as well as the retention of an independent compliance monitor. All the steps are required for the company to maintain its standing as a “responsible contractor,” a requirement of eligibility to undertake contracts for the U.S. Navy and the U.S. Coast Guard.

The company’s recently retired chairman John Rothwell points out they have a larger orderbook of work with the US Government and said “We need to concentrate on the future – not the past.”

At issue, were accusations that the U.S. company manipulated an accounting metric known as “estimate at completion” for work on the Littoral Combat Ship (LCS) program between 2013 and 2016 to inflate reported earnings and meet or exceed analyst estimates. The information was passed to and incorporated into the financial reports of Austal Ltd. Austal in 2016 reported it had underestimated the cost needed to build the LCS early in the program, forcing it to write down the value of its work in progress and caused the corporation to record an unexpected full-year financial loss.

The SEC in its filing called it a "fraudulent revenue recognition scheme." Their complaint alleges that Austal USA knew that its shipbuilding costs were rising and higher than planned, but arbitrarily lowered the cost estimates to meet Austal USA’s revenue budget and projections. 

“Settling this action is the best outcome for Austal,” said Austal Non-Executive Director and immediate past Chairman John Rothwell. “Upon learning of this issue, Austal conducted its own independent investigation. The responsible individuals are no longer with the company, and we have made numerous governance changes to prevent similar issues from occurring again.”

Austal USA President Craig Perciavalle resigned in 2021 following the completion of the internal inquiry and news of the investigation by the U.S. authorities. The director of Austal's Independence-class Littoral Combat Ship (LCS) program, William Adams, and its director of financial analysis Joseph Runkel, also resigned. All three were part of the 2023 indictment that charged wire fraud, wire fraud affecting a financial institution, and related conspiracy charges in connection with the accounting scandal.

Once the settlement is approved, it will end all the investigations into the accounting issues that led to the 2016 write-down and financial losses. Separately, in September 2022, Austal resolved an investigation by the Australian Securities and Investment Commission. The company paid A$650,000 (US$440,000) to the Australian authorities. The statute of limitations has expired in Australia for any future civil litigation.

One Bad Ladder Shows Common Shortcomings for Marine Pilot Safety

At least eight people died in boarding accidents last year, and bad ladders are part of the problem

Bad ladder
Smooth varnished steps, loose and frayed whipping, multi-piece spreader construction - a noncompliant and dangerous arrangement for boarding (Arie Palmer)

Published Aug 27, 2024 2:09 PM by Arie Palmers


Arie Palmers is a Dutch marine pilot and is closely involved in efforts to tighten pilot ladder safety. In this case, Palmers shows how one bad ladder can illustrate the dangerous gap between international requirements and real-world industry practice. 

Recently I was involved in a case with a non-compliant and dangerous pilot transfer arrangement on a bulk carrier heading to Vlissingen anchorage for partial discharging.

At the 17th of August around 2324 local time the first pilot boarded the vessel at Wandelaar pilot station via the SWATH pilot vessel. The ladder that had been rigged was not used because the servicing pilot had been put on board via the retractable gangway of this boat, and therefore was able to step directly onto the deck of the vessel.

The agent asked me for an English explanation on why this ladder would not be safe. I considered it interesting enough for educational purposes to extend my reply a bit and share it online.

At 0219 local time the next morning (18th of August) the vessel arrived at Flushing roads to change the pilot. During this procedure it was established that the ladder did not meet international standards, regulations and requirements and was therefore not safe to use in accordance with SOLAS ch. V reg. 23 rule 2.1. And 3.1. The non-compliances that were noticed at that time were:

  • All wooden steps were loose. (pictures and videos were made). No inspection or maintenance had been carried out in accordance with ISO799-2:2019 ANNEX A. Question: is pilot ladder maintenance and inspection implemented in the SMS system as required?
  • All wooden steps were varnished, which is not in accordance with IMO A.1045 rule 2.1.2.4, ISO799-1:2019 rule 4.1 and is also mentioned in the well-known pilot ladder poster issued by IMPA in cooperation with the IMO (slippery and therefore a tripping hazard).
  • No identification tag under the bottom spreader as per regulations ISO799-1:2019 rule 8.1
  • Ropes seizings not as per regulations mentioned in ISO799-1:2019 rule 4.7
  • Spreaders are not of a one piece construction as per ISO799-1:2019 rule 5.14

The most hazardous issue with this specific ladder was the fact that all steps were loose, in combination with the fact that those steps were also varnished. Steps will tilt when weight is put on them, and the varnish will cause a slipping/tripping hazard. Last year eight people, of which I know, have been killed attempting to board a vessel.

During the attempted transfer, a picture of the pilot ladder certificate was asked at 0223 and received at 0239. According to the provided certificate it appeared that the ladder had been built in December of 2020. A ladder needs to undergo a strength test or to be replaced after 30 months as per ISO799 - 1:2019 rule 10.4. Later it became clear that the provided certificate did not match with the presented ladder. This could not be checked at that time because there was no identification tag under the bottom spreader as per regulation (that is the reason a tag must be placed under the bottom spreader). The certificates belonging to the pilot ladder in use were never presented.

The combination of these deficiencies combined with the provided certificate led to an initial rejection to use this ladder to board the vessel. At 0515 the Dutch pilot launch was called away from Steenbank pilot station to Flushing roads to provide the pilot with access to the vessel without having to use the pilot ladder. During this time the agent had been informed to deliver new ladders to the vessel that would match international law. Unfortunately the agent did not answer the phone at that time so a voicemail message was sent by the chief pilot in the Scheldt Coordination Centre.

Upon boarding at 0515 the pilot (me) informed the captain of the deficiencies that were observed and that a new ladder was required to provide safe access. Images and videos were shown to the captain, and a video was shared with the captain on an iPhone.

Meanwhile the crew was busy to try and solve the problem of the loose steps. Upon arrival of the agent, he was told new ladders were to be provided. He told me the ladder was only one year old, which I later could check by having a look at the tag that was only present under the top step of the ladder.

Despite the fact that the ladder was only one year old, it was in a deplorable condition. The deck crew had been busy with the ladder for several hours. I could not check if the required repair rope had been used (three-ply tarred Marline of a minimum breaking strength of 800N and with a minimum diameter of 4mm or other suitable material of equivalent strength and diameter as per ISO799-1:2019 rule 4.7).

After these repairs, several people boarded and left the vessel again via this ladder. I therefore deemed it safe enough to conduct a pilot change in sheltered waters with the vessel not making way through the water (my mistake). Once I was on the pilot ladder to disembark, which I was not able to test with my weight on it before that time, I noticed the steps were still loose.

Port state control has been informed about the situation and has asked the agent to provide new ladders. Just to check, I asked a reputable manufacturer for an appraisal on a ladder with a length of 14 meters and 43 steps, and the costs of that would be: 965 euros. It is possible to order a ladder directly from various manufacturers in the region.

The class of the presented ladder has been asked why they certified this product, due to bad seizings, varnish etc., and they are investigating this case.

The vessel has no blame for having a ladder onboard that is not constructed as per international regulations: vessel orders a ladder, a ladder is delivered, and the crew should be able to rely on the fact that a proper piece of equipment had been purchased - but unfortunately a substandard quality ladder was delivered.

The vessel is however responsible for maintenance to be carried out on the ladder, especially when the ladder is constructed with whippings that will loosen over time. Purchasing a ladder where clamps are used, erases that problem. Equipment like pilot ladders need to be in the vessel’s SMS system so it is assured that proper maintenance and care will be executed. ISO799 provides you with the correct tools to do so. Also some manufacturers attach a maintenance record booklet to every ladder they supply, which is a good basis to implement it in the SMS system. It will definitely save lives when done the proper way.

I’ll end this article with some questions that are open for discussion:

  • Why did the pilots in the port of departure consider this arrangement up to standards? 
  • Why did a class association, connected to IACS, approve a ladder that presumably was built under ISO799 standards? We can all see this ladder was way below any acceptable standard.
  • Who is checking the quality of the certifying bodies?
  • Why would an agent refuse to provide a new ladder (965 euros, remember)?
  • Why does the flag state approve these practices?
  • Who checks the SMS on every vessel?

The workgroup I am a part of is finishing the process of writing new and clear regulations on ladders, which will pass the IMO MSC this December. The same goes for the pilot ladder poster, which has been fully revised and redesigned.

Should you want to obtain more information regarding pilot ladders, I would like to point out the website www.pilotladdersafety.com. It has a lot of information on ladders and also good instructions that can be used in toolbox meetings.   

Arie Palmers AFNI is a maritime pilot and CHIRP ambassador.

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



 

SEAM, Zeabus & Torghatten Join Autonomous City Boat Project in Norway

SEAM
Haugesund

Published Aug 27, 2024 1:29 PM by The Maritime Executive

 

[By: SEAM]

Haugesund municipality has signed a letter of intent with Torghatten, SEAM, and Zeabuz for the research and development project "Emission-free autonomous city boat". The aim is to initate the route and test the technology starting from the autumn of 2025.

Veronica Charlotte Haugan, project manager of "Emission-free autonomous city boat", announces that new forces have been obtained to carry out the project.

"Competence and experience are the main keys to success when dealing with an innovation project like this. When there were changes in the project that made it possible for us to bring in more players, we chose the three who we believe have the most expertise and experience in this area in Norway. I believe we now have a solid and strong collaboration group that has all the prerequisites to succeed in developing an autonomous city boat in Haugesund," says Haugan.

What is the city boat project?

The city boat project is a Research and Development project (R&D project) with the aim of developing a national pilot for an emission-free autonomous city boat in Haugesund. Initially, the route will run between Haugesund Center (Indre kai), Risøy and Vibrandsøy. In the long term, the aim is to dimension the route to also cover other locations such as Karmøy.

Encourages local development

The new partners are Norwegian Torghatten, Zeabuz and Seam. Torghatten is Norway's largest ferry company with extensive experience from operating ferry and fast boat services across the country, while Zeabuz is the supplier of the advanced autonomy technology that will be found on board the new boat. Together they are behind the world's first commercial autonomous city ferry, MF Estelle in Stockholm.

SEAM is a supplier and integrator of world-leading maritime technology and systems. They have experience from a number of innovation projects such as the LH2 ferry Hydra, the battery swap robot SHIFTR and the hydrogen ferries in the Vestfjorden.

"We have a maritime history and a great coast with islands close to the city that have not been accessible to the public for many years. The city boat project will help make Vibrandsøy accessible to everyone, strengthen the city's maritime identity, and give residents and tourists easy, environmentally friendly access to a fantastic recreation area. At the same time, it will promote business development and tourism in the region," says Annette Sæther, head of business in Haugesund municipality.

Nationally leading project team
The new partners in the project are internationally recognized players who have previously carried out ground-breaking innovation projects in the field. We are now working towards the goal of having the boat in operation (for testing) during the autumn of 2025. This timeframe gives us the opportunity to deliver a full-fledged, safe and reliable service together with our existing and new partners, says Ole Bernt Thorbjørnsen, municipal director in Haugesund municipality.

The new partners will join the ranks of an already solid project group, which consist of Haugesund Municipality, Karmsund Havn, Havnekraft, Remota, Maritime Cleantech, Høgskulen på Vestlandet (HVL) and Norce. The partnership will ensure that the new city boat operates safely, efficiently and environmentally friendly with future-oriented and scalable technology.

Positive ripple effects
Mayor Nils Konrad Bua believes that the project will have positive ripple effects for Haugesund.

"The boat will be the first of its kind. There is no equivalent pilot like this in Norway today, so this is an important milestone for the development of Norwegian technology. The innovation will certainly help put Haugesund municipality and the region on the map when it comes to the development of maritime technology," says Bua, and adds, "This gives us a unique opportunity to link the city islands together and not least to make the city's pearl Vibrandsøy accessible to everyone."

"We strongly believe that the offer will be a valuable addition to the cityscape. The city boat should be available for everyone, and we are very much looking forward to being able to offer this new transport solution to our citizens," concludes Veronica Haugan.

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