Thursday, September 26, 2024

 

Seaspan Finishes Vessel Life Extension of Canadian Coast Guard's Ship

Seaspan
CCGS Sir Wilfrid Laurier

Published Sep 25, 2024 9:17 AM by The Maritime Executive

 

[By: Seaspan]

Seaspan’s Vancouver Drydock (Seaspan) is pleased to announce the successful completion of the Canadian Coast Guard’s CCGS Sir Wilfrid Laurier’s Vessel Life Extension (VLE). After undocking at the end of April 2024, the vessel completed an in-water work period in preparation for ship commissioning and sea trials.

The CCGS Sir Wilfrid Laurier is one of six Martha Black-class icebreakers operated by the Canadian Coast Guard. This project continued the long history of Canadian icebreakers being built and maintained on the west coast of Canada.

Departing Seaspan on August 17, 2024 following sea trials, this marks the successful conclusion of one of the largest and most complex ship repair and overhaul projects ever undertaken at Vancouver Drydock. The entire project consisted of over 100 separate upgrades including; replacement of the ship’s three 2100kW generator sets, replacement of the propulsion drive cycloconverters, repair and refit of the rudder and shafting, installation of a new towing bollard complete with all new underdeck structure and a new Shipboard Integrated Communication system.

This highly complex project required the technical expertise that the team at Vancouver Drydock is known for on the West Coast, including running new cables and installing new software for upgraded systems such as the propulsion control system (PCS) and new Power Management System, which will ensure optimal efficiency for the vessel. The team also carefully removed the existing ships' piping and cabling to allow installation of the new generator sets.

With the refit complete, the 83m long vessel is now ready to resume its critical duties in Canada’s Coastal and Arctic waters. Seaspan is proud to have played a key role in supporting the Canadian Coast Guard and returning the CCGS Sir Wilfrid Laurier to the water so it can continue undertaking essential services such as scientific research and search and rescue operations.

“We are proud to partner with the Canadian Coast Guard in maintaining their fleet, so they can focus on missions that matter to Canadians, like protecting the longest coastline in the world. This project was both challenging and rewarding, and our team rose to every challenge. Thanks to hard work and dedication, working in collaboration with our CCG partners, we are now even better prepared to take on more work like this in the future," says Paul Hebson, Vice President and General Manager of Vancouver Drydock.

“Keeping our vessels in good working order is critical to ensuring that our personnel can provide Canadians with the services they need throughout the year. Through planned maintenance and refit works, like this important work to extend the life of the CCGS Sir Wilfrid Laurier, we are ensuring that vessels in our fleet remain well maintained and in service,” stated Mario Pelletier, Commissioner, Canadian Coast Guard.

With recent investments in a new drydock and an operations building, Seaspan’s Vancouver Drydock is well-positioned to continue supporting the Canadian Coast Guard, and other domestic and international customers.

Watch the project wrap up video here.

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

 

Video: Turkish Teams Dowse Fire on Elderly Coastal RoRo

fire
Elderly RoRo transporting equipment caught fire in the Black Sea (KEGM)

Published Sep 25, 2024 2:31 PM by The Maritime Executive

 

 

[Brief]  Turkey’s General Directorate of Coastal Safety reports it responded quickly after being informed of a fire on a small coastal RoRo off its Black Sea coast. There were no injuries but efforts were continuing to cool the elderly vessel which is adrift off the coast of Sile.

 

 

The vessel named Ariburnu is considered to be elderly with reports it was built in 1944. It operates transporting vehicles, equipment, and possibly passengers from the area around Istanbul and north along the coast of the Black Sea to the city of Zonguldak.

 

 

The Directorate said it sent a tugboat and a fast rescue ship after receiving reports last night of the fire. Scenes showed the deckhouse of the 203-foot (62-meter) vessel. It is unclear how many people were aboard the vessel which is reported to be 432 gross tons. 

Fire can be seen in the windows of the deckhouse and smoke is billowing from the vessel. The firefight continued overnight. This morning, the Directorate reports the fire has been extinguished but they are continuing to cool the vessel.

 

 

Aquaculture Outpaces Wild Catch in China's Fisheries

Aquaculture farms
Shoreside aquaculture development (Courtesy Dialogue Earth)

Published Sep 22, 2024 2:35 PM by Dialogue Earth

 

[By Xie Rouhan]

The world’s population is due to reach 9.7 billion by 2050 and sustainable approaches to feeding the extra mouths are crucial. The fishing sector will play a vital role according to an influential report by the UN Food and Agriculture Organization (FAO).

In 2022, production reached a record high, driven by a surge in animal aquaculture that exceeded wild catch for the first time, found the latest State of World Fisheries and Aquaculture report.

China has played a significant role in this transition. It has been the largest source of fish production since about 1989, for both marine wild catch and aquaculture. By 2022, China accounted for nearly 40% of global output.

But its marine catch declined from 14.4 million tonnes in 2015 to 11.8 million tonnes in 2022, a fall of nearly 18%, the FAO report noted. Meanwhile, with more than a decade of development behind it, China has become the main driver of growth in aquaculture production, not just in Asia, but globally.

Addressing coastal fish depletion through aquaculture

The dwindling fish stocks caused by decades of overfishing have pushed China to expand its aquaculture.

China has more fishing vessels than any other nation, with many operating in home waters and overexploiting coastal fishery resources. Ocean warming and acidification due to climate change pose a further threat to China’s nearshore fish populations, including those of the large yellow croaker, sea bream and sandlance.

Tackling the depletion has been at the core of China’s fisheries policy for two decades, with the focus being on reducing wild catch. In 2003, the Ministry of Agriculture and Rural Affairs issued guidelines for reducing the number and capacity of fishing vessels. The ministry subsequently introduced seasonal fishing moratoriums, which have since been extended in both duration and area covered. In 2017, coastal provinces began testing and rolling out quota systems, limiting the netting of designated fish stocks within specific zones.

Challenges for distant-water fisheries

To compensate for the declining domestic catches, China has also expanded its distant-water fishing (DWF) operations since 2000. Production in 2022 was 2.33 million tonnes, up by nearly 4% year-on-year and accounting for almost 18% of national wild catch, according to the China Fishery Statistical Yearbook.

The growth of DWF is controversial internationally, leading to mounting concerns about sustainability and transparency. China’s large-scale operations in West Africa, for example, compete for local fish stocks and affect livelihoods, though other nations are also involved in this region and others.

Some of these operations’ involvement in illegal, unreported and unregulated fishing has drawn the Chinese government to respond with a blacklisting system and other tools for cracking down.

By 2016, China had nearly 2,900 DWF vessels including those under construction, with the number in operation having increased by 66% since 2010, Ministry of Agriculture and Rural Affairs data showed. By 2022, the figure had dropped to 2,551 according to China’s white paper on development of distant-water fisheries.

China has been restricting its DWF operations since 2020. The policy includes self-imposed moratoriums on fishing in international waters and limits on the number of squid boats active in certain areas.

The policy of “developing sustainable distant-water fisheries” was first introduced in the country’s 14th Five Year Plan for 2021-2025. In 2022, the government set a target of limiting DWF catch to around 2.3 million tonnes by 2025, aiming to curb the industry’s expansion and drive “high-quality development”.

With declining marine catch and constraints on distant-water fishing, China began looking to aquaculture to ensure future food security. Its aquacultural output was already four times that of capture fishing by the end of 2020, the last year of the 13th Five Year Plan. The importance of developing the sector was further asserted in the plan that followed.

China’s transition to aquaculture

China is a significant driver of aquaculture worldwide. In 2022, 83.4 million tonnes of aquatic animals were harvested in Asia, up from 77.5 million tonnes two years before. China accounted for 55.4% of this growth, adding 3.3 million tonnes of animal aquaculture between 2022 and 2020, according to the FAO.

The rapid and sometimes haphazard development of aquaculture has brought challenges, including coastal-water pollution from fish farms and uncontrolled use of fishery drugs.

Zhou Wei, head of the oceans programme at Greenpeace East Asia, told Dialogue Earth: “Farming certain carnivorous fish, shrimps and crabs requires large amounts of feed made from wild juvenile fish, which puts wild stocks under pressure. There are concerns about the sustainability of this kind of model.”

China began promoting green aquaculture technologies in 2021 to make the fish-farming industry more sustainable. The measures include controlling wastewater discharge, reducing drug use, and mixing juvenile fish with land-harvested ingredients to create “compound feed”.

In the same year, the government finalised aquaculture planning nationwide to mitigate adverse environmental impacts. As part of this planning work, local and national authorities designated certain zones for general aquaculture, others for “restricted aquaculture” with stricter environmental standards, and others where aquaculture is banned.

However, gaps remain between policy and practice. Zhou says insufficient supporting personnel and skills have held back policy implementation.

She adds there are nearly 200,000 vessels active in China’s coastal fisheries, which employ tens of millions of people. It is an enormous, complex industry with manifold regional differences.

The lack of management capacity and skilled personnel has hindered policy implementation, from expanding research and innovation, to providing alternative employment for fishers.

A major exporter, with imports on the rise

China’s fishery products contribute hugely to global food production, and it remained the world’s largest exporter of such products in 2022, according to the FAO report. Japan, the US and South Korea are its main export destinations, with cuttlefish, squid and cod making up the bulk of those exports.

But its imports have also grown significantly. The report shows that in 2022 China became a net importer of aquatic animal products by value. (In volume terms, it has been a net importer of them since the mid 1980s, with the trade deficit widening in recent years.)

Ecuador, Russia and Vietnam supplied the largest share of those imports. Shrimp, Atlantic cod, lobsters and crabs predominate but feed for livestock and feedstock for the seafood-processing sector are also imported.

The report says this reflects China’s growing demand for foreign products and the outsourced processing work it does on aquatic products from other countries.

These are precisely the trends illustrated by the China Fisheries Association in a 2021 analysis stating that the supply of aquatic products in China “will come to further rely on aquaculture and imports”.

Aquaculture will also become increasingly important globally, with the FAO expecting it to account for 54% of world output of aquatic animals by 2032 – three percentage points higher than in 2022. The transition is set to continue.

Xie Ruohan is founder of the pan-cultural Chinese podcast Anachronism. She holds a master’s degree in political communications from the University of Amsterdam, and has written on issues including climate justice and immigration for Chinese and international media.

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

 

Antarctic Krill Store an Astonishing Amount of CO2 in the Deep Ocean

Antarctic krill
Uwe Kils / CC BY SA 3.0

Published Sep 22, 2024 3:07 PM by The Conversation

 

 

[By Angus Atkinson, Anna Belcher and Emma Cavan]

Antarctic krill – shrimp-like crustaceans that inhabit the icy waters surrounding Antarctica – may be small (around 5cm) but they have an enormous total biomass, similar to that of the global human population. However, while humans pump ever more carbon into the atmosphere, krill are working in reverse. They are nature’s heroes, helping to transport carbon out of the atmosphere and store it deep inside the ocean.

Krill are best known for the key role they play in Southern Ocean ecosystems. They are central in its unique food web, linking the energy fixed by microscopic marine plants called phytoplankton to a wide range of iconic species including penguins, seals, whales, fish and squid. Krill are also fished commercially, and this major industry is valued at around US$0.3 billion per year.

Not only are they important for the food web and fisheries, our recent study finds they store at least 20 million tonnes of carbon in the deep ocean annually, equating to US$4-46 billion depending on the price of carbon. (By converting estimates of carbon sequestration to dollar values, our study enables a better comparison with other marine environments.)

This krill-driven store in the Southern Ocean is similar in tonnage to the blue carbon stored globally within habitats such as mangroves, saltmarshes and seagrasses. But while krill are valuable in storing carbon, they are also victims of the warming climate, warranting protection alongside these other coastal ecosystems.

Marine plankton such as krill eat microscopic plants to provide the energy they need. But the carbon they don’t use (their poo and other waste products) sinks to the deep ocean, locking it up for hundreds of years.

Krill are super-efficient in this carbon storage because they are much larger than most other plankton and produce large, rapidly sinking faecal pellets. They occur in huge numbers and form dense swarms.

Combined, this causes a carbon superhighway to the deep ocean, through “rain showers” of faecal pellets which sink much faster than carbon trapped in other forms of decaying phytoplankton and debris. Though the swarming nature of krill facilitates this superhighway for carbon, it also makes it difficult to measure just how many krill there are in the Southern Ocean.

Krill act as a carbon store – this film explains how.

Krill swarms are patchy and vary from huge, densely packed “superswarms”, which can be over a kilometre in length, to small diffuse swarms less than 50 metres long. This means that most krill reside in a relatively small number of swarms, making them tricky to quantify.

In our study, we combined a large Antarctic database of krill density, estimates of the carbon in their waste products, and knowledge of how these sink and decay to calculate how much krill-driven carbon gets stored deeper in the ocean.

For the first time, we used a computer model of ocean currents to show these waste products don’t need to reach great depths to achieve storage for at least 100 years, further enhancing the carbon storage potential of krill habitats.

Together, this makes carbon storage from krill equivalent to that of coastal ecosystems featuring mangroves, salt marshes and seagrass. Known as “blue carbon” habitats, these are already valued for their biodiversity and as hotspots of carbon storage.

In contrast, animals such as krill and their ocean habitats are not regularly framed in this blue carbon context. The comparisons provided by our study emphasise the need for a new dialogue in management and conservation of the Southern Ocean. Rather than just considering krill in terms of their value to fisheries, we need to take into account the conservation potential of krill habitats, including their role in carbon storage.

Hope in the high seas

The UN’s recent High Seas Treaty, aimed at conserving biodiversity in areas beyond national jurisdiction, offers some hope for progress. It mentions the need to preserve the ability of large oceanic ecosystems to cycle and store carbon, and nowhere is this need clearer than in the Southern Ocean.

While krill may be heroes of carbon storage, they are also victims of rapid warming and ice loss as our planet warms. This warming has squeezed their suitable habitat into ever smaller areas, and while we do not fully understand the consequences of further warming, the prevailing view among scientists is that it is likely to get worse for krill. In future, they may be replaced by other carbon-storing species – but it is hard to imagine one that does it better than krill.

There could be a positive ending to this story, however. Fishery managers, scientists, conservation groups and the krill fishing industry are working increasingly effectively together. There is still a long way to go with this, but at least they are funding research that is improving management and conservation of these cherished ecosystems.

Angus Atkinson is a Professor of Marine Ecology at Plymouth Marine Laboratory.

Anna Belcher is a Catchment Biogeochemist, UK Centre for Ecology & Hydrology.

Emma Cavan is a Senior Lecturer, Department of Life Sciences, Imperial College London.

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

Top image: Uwe Kils / CC BY SA 3.0

The Conversation

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

 

The Brazos Life-Saving Station's Heroic Rescue in the Hurricane of 1919

Damage from the devastating 1919 Florida Hurricane (NOAA)
Damage from the devastating 1919 Florida Hurricane (NOAA)

Published Sep 22, 2024 5:08 PM by U.S. Coast Guard News

 

[By William H. Thiesen, Ph.D., Coast Guard Atlantic Area Historian]

In Texas, Coast Guard Station Number 222, also known as the Brazos Life-Saving Station (currently named the South Padre Island Station), was known for employing several distinguished Hispanic lifesavers. In 1897, surfmen Telesford Pena and Ramon Delgado became two of the first Latinos to join the United States Life-Saving Service. Over the years, Brazos men endured numerous storms and hurricanes, including the deadly Galveston Hurricane of 1900; however, none of these storms proved as memorable as the killer storm of 1919. 

Early September 1919 found Latino lifesavers Pablo Valent, Mariano Holland and Indalecio Lopez serving at the Brazos Station. Valent was born in Corpus Christi, Texas, to Spanish immigrant Antonio Valent and native Texan, Romana Dominguez Valent. In 1912, Valent joined the U.S. Life-Saving Service and would spend most of his career at the Brazos Station. By 1915, he had already advanced to Brazos Station’s Number 1 Surfman (the equivalent to a Boatswains Mate 1st Class) and recognized by his superiors as, “a very efficient man.” Two years older than Valent, Surfman Mariano Holland joined the Life-Saving Service in 1915, the same year it merged with the Revenue Cutter Service to become the modern U.S. Coast Guard. And Surfman Lopez began serving in 1919, only a few months after his discharge from the U.S. Army. He suffered from gas poisoning in World War I, an injury that would plague him until his early death in 1933. 

Chief Boatswain’s Mate Pablo Valent (right, USCG service portrait)

Unknown to these men, a tropical disturbance in the Lesser Antilles had spawned a storm, which began to develop into a Category 4 hurricane. The storm grazed the Florida Keys and slipped into the sheltered waters of the Gulf of Mexico. This hurricane later became known as the notorious Florida Keys Hurricane, one of the deadliest storms in U.S. history. In its path sailed numerous unsuspecting vessels, several of which were lost with all hands. 

One of the ships in the storm’s path, the 77-ton schooner Cape Horn, had been fishing far out in the Gulf. The storm descended on the schooner and its crew of eight on the night of Saturday, September 13th, capsizing the vessel and flooding the hold. The crew managed to cut away the sails and rigging allowing the mastless vessel to right itself. But for the next two days and nights, some of the crew manned the bilge pumps non-stop to keep the hulk afloat while others clung to the foundering vessel as the storm pushed it toward the Texas coast. 

At daybreak on Tuesday, September 16th, the Brazos Station watchstander spotted the Cape Horn in the distant storm-tossed seas. She was lying low in the water with stumps left for masts and it was obvious that the schooner was about to sink. Station keeper Wallace Reed, Valent, Lopez, Holland, and the rest of the boatcrew knew quick action was required. They launched the surfboat in some of the worst sea conditions ever witnessed in the area. Huge waves broke as far as the eye could see and the bar they had to pass to reach the Gulf was a cauldron of cross currents, roiling seas, and angry whitewater. 

Nonetheless, the crew deployed its Type E 36-foot motor surfboat into the teeth of the storm. The Type E relied on oar power as well as a primitive internal combustion engine. Starting out in the storm-tossed surf, the craft rolled onto its beam-ends throwing the men violently from side to side. The surfboat constantly shipped seas and flew over bruising combers. Several times the surfboat jumped clear of the seas to come crashing down into the trough below. A veteran of 20 years’ service, Keeper Reed had never seen such dangerous and confused seas in his life. 

After battling the elements for two hours, Valent, Lopez, Holland, and the rest of the men managed to reach the foundering schooner. Cape Horn’s dispirited crew managed to hang-on even with heavy seas surging over the schooner’s deck. To avoid wrecking the surfboat against the submerged vessel, the Brazos crew rowed in the intervals between each breaker to accelerate the surfboat to the side of the hulk. Using this method, they snatched off the survivors one at a time, retreated before the next breaker, then returned to take off another victim. 

The lifesavers brought all eight survivors into the boat for the ride back to shore. Unfortunately, the return trip appeared more dangerous than the struggle to reach the ship. The lifeboat was overloaded with 15 men and heavy seas formed huge breakers cascading onto the beach. Turning back was not an option, because the Cape Horn had slipped below the waves shortly after the last survivor left the wreck. As the surfboat neared the shore, Keeper Reed found the surf pummeling the beach and had to choose a landing point two miles from his original embarkation point. Though crewmembers Valent, Lopez and Holland were skilled surfmen, the boat shipped seas constantly as huge waves boarded the surfboat from the stern. 

With his crew soaked and exhausted and the Cape Horn survivors clutching thwarts and gunnels for safety, the odds weighed heavily against a safe landing. Keeper Reed deployed the surfboat’s drogue, a service-issued bucket-like device made of canvas designed to work like a sea anchor. This contrivance controlled the boat’s speed as it surfed over powerful waves and helped Reed keep the boat on course for the beach. 

Disaster struck within 100-yards of land when heavy seas burst the drogue. With huge breakers curling all around and the loss of the drogue, the seas could propel the surfboat into the deadly surf, overturning the watercraft and killing or injuring those in the boat. In more than one such rescue attempt, an entire surfboat crew had been drowned. But Valent, Lopez, Holland, Keeper Reed, and the rest of the crew managed to hold the boat steady using their oars and, with the aid of the boat’s engine, powered the boat onto the top of a towering wave headed for shore. Riding on the crest of the roller, the surfboat sped toward the beach and, without any added effort by the crew, landed high and dry without spilling out any of the 15 occupants. 

The Cape Horn rescue was a complete success. In addition to saving the schooner’s eight men, the Brazos crew skillfully maneuvered their surfboat onto the beach without serious damage to the craft. In its Annual Report for 1920, the Treasury Department noted: 

The rescue of the crew of the water-logged schooner Cape Horn on September 16, 1919, by the crew of Coast Guard Station No. 222 (coast of Texas) affords an instance of wreck service in which superb surfmanship, added to dogged grit, overcame well-nigh insuperable difficulties and brought success to hazardous an effort. 

For their death-defying feat, the Brazos crew, including Valent, Lopez and Holland received a commendation from Coast Guard commandant William Reynolds, in which he wrote, “The conduct of all who embarked upon this perilous enterprise appears to have been deserving of high praise, and I take great pleasure in commending all concerned for the gallantry displayed.” In addition, the American Cross of Honor Society awarded the men the prestigious Grand Cross Medal for their act of “unusual heroism.” And, in 1921, the men received the Silver Life-Saving Medal from the Coast Guard. This was only the second time in service history that Hispanic American lifesavers had received that medal. 

The September 1919 Florida Keys Hurricane was one of the deadliest in Texas history. It came ashore as a Category 3 hurricane and caused immense property damage. In addition, between 600 and 1,000 men, women, and children lost their lives along the South Texas coast. It also heavily damaged the Brazos Station and leveled the Coast Guard Station at nearby Aransas. 

Pablo Valent went on to a successful career in the Coast Guard. In 1935, he took command of the Brazos Station (a.k.a. Port Isabel Coast Guard Station), becoming the service’s first Latino Officer-in-Charge. In 1940, Valent retired after 28 years of service in the Coast Guard and passed away in 1969 at the age of 77. In 2018, Sector Corpus Christi honored Chief Boatswain’s Mate Pablo Valent as namesake of its headquarters building, Valent Hall. And, in 2022, the service commissioned his namesake cutter, FRC Pablo Valent. 

In the finest traditions of the Coast Guard, Hispanic American hero Pablo Valent and the Brazos Station lifesaving crew demonstrated devotion to duty, going into harm’s way so that others might live. 

William H. Thiesen is the Coast Guard Atlantic Area historian. This story appears courtesy of the Long Blue Line and may be found in its original form here

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

 

Russian Destroyer Fires Warning Shot to Scare Off Norwegian Longliner

Admiral Levchenko
Admiral Levchenko (file image courtesy Neill Rush / CC BY SA 3.0)

Published Sep 24, 2024 9:29 PM by The Maritime Executive

 

 

The crew of a Norwegian fishing vessel had a hair-raising run-in with a Russian warship in the Barents Sea during a massive naval exercise earlier this month. According to the skipper, the Russian vessel approached and fired warning shots to drive them out of the area - even though they were within the Norwegian exclusive economic zone. 

In mid-September, Russia launched the "Ocean-24" naval exercise, a mass drill involving more than 400 warships and 120 aircraft. It was the largest Russian exercise of its kind in decades, and it involved elements of China's PLA Navy. In the Pacific Ocean, heightened activity involving the Russian Navy's Pacific Fleet near the Aleutian Islands prompted the U.S. military to reinforce the garrison on Shemya Island.

Russia's Northern Fleet conducts many of its exercises in the Barents Sea, and its operations sometimes overlap with Norwegian fishing interests. The Russian Navy declared a live-fire exercise area in international waters of the Barents Sea for Ocean-24, and on September 12, one Russian destroyer commander decided to enforce the boundaries.

Øystein Orten, co-owner of the 50-foot fishing vessel Ragnhild Kristine, said that he received a call from an unnamed warship as he and his crew were working a line. The message was brief: "'This is Russian warship, you need to leave the area,'" Orten recalled in a conversation with NRK. (From photos Orten provided, the vessel had the pennant number 605, corresponding to the Udaloy-class destroyer Admiral Levchenko.)

Orten responded that there was no question of whether the Ragnhild Kristine would depart. "They didn't have the right to banish us, and we had a line to follow," he said. "Then the warship came at full speed with the cannons towards us."

The warship closed to within 200 meters and fired what appeared to be a warning shot from a cannon. The round landed near the fishing vessel, Orten said; given the circumstances, he reopened negotiations with the warship and agreed to relocate a bit to the west for about six hours. 

Luckily, the agreement did not cost him his catch when he came back to pull in the line. "I caught a lot of cod, and some haddock and halibut," he told NRK. 

Orten did not blame the Russians - they were trying to keep civilians out of a live-fire zone - but he called Norwegian authorities "cowards" for allowing Russia's navy to exercise in the Norwegian EEZ in the first place. (Under UNCLOS, the EEZ gives Norway sovereign authority over fishing and seabed rights only, and navigation and military activity are outside of its control in international waters.)

Norway's coastal agency said that it had broadcast a safety warning about the Russian exercise area in advance, including the location, and said that it was the responsibility of commercial operators to follow the warning. But even though the drills are preannounced for safety, the exercises are a regular source of friction with Norway's commercial fishermen, who risk losing out on a good catch if they can't access prime fishing areas. 

Top image: Admiral Levchenko (Neill Rush / CC BY SA 3.0)

 

First Containership with Integrated Automation Systems Departs Korea

autonomous containership
POS Singapore during her float out earlier this year (Ministry of Oceans and Fisheries)

Published Sep 23, 2024 6:11 PM by The Maritime Executive

 


South Korea highlights that the first containership designed with an integrated automation system has completed its installation and testing and is now starting international service. The project which was supported by South Korea’s Ministry of Trade, Industry and Energy and the Ministry of Oceans and Fisheries is designed to advance and commercialize autonomous shipping.

The automation systems for the vessel, POS Singapore (22,867 dwt) were designed in South Korea as part of a government-sponsored program to develop the new technologies. PAN Ocean, South Korea’s bulk shipping company, is participating in the program and worked to integrate the systems into the 1,800 TEU vessel. 

POS Singapore was ordered in 2022 and built by Hyundai Mipo Dockyard in Ulsan. It measures 576 feet (172 meters) in length and is registered in Liberia. The ship was floated in March and delivered in April. Since then, it has been undergoing the outfitting and testing of the automation system.

During today, September 23, sendoff ceremony, government officials highlighted that the ship will be used for the next year in testing and validation of the automation systems. The ship is currently underway bound for Shanghai. It will operate for the next year on routes between Korea and Southeast Asia.

The ship integrates core technologies including intelligent navigation and monitors and interprets the weather conditions for situation awareness and navigation. Other systems provide for engine automation and maintain cybersecurity. The ministries have invested $119 million in the project which they view as a blueprint for the commercialization of automation technology.

Using the results from this year of demonstrations, Korea also looks to lead the development of international standards for the automation of ships. The International Maritime Organization launched the effort to develop the MASS Code (international automation standards). Academics, researchers, and government officials are contributing to the creation of the new standard.

Korea looks to lead the development of automation to create a competitive edge in the next generation of shipbuilding. HD Hyundai led the first test of automation during a Pacific voyage on an LNG carrier in 2022. Korea has conducted additional tests including last year with a smaller domestic cargo ship.  

 

ATB Captain Tried to Counteract Assist Tug, Resulting in Bridge Allision

AN ALLISION IS NOT A COLLISION BUT A SCRAPING OF THE SHIP AGAINST ANOTHER SHIP OR AGAINST BRIDGES OR PORT STRUCTURES

Bridge fender damage
Damaged fendering after the casualty (Courtesy NSTB)

Published Sep 24, 2024 8:27 PM by The Maritime Executive

 

The NTSB has released a report on an allision between a tugboat and a bridge fender in Tacoma last year, which resulted in the destruction of an already-deteriorated fendering system. 

On the night of October 12, 2023, the tug Olympic Scout was assisting the ATB tug-barge combination Montlake/Sodo underneath the Hylebos Bridge, a roadway over a small waterway of the same name. Montlake/Sodo was departing and was outbound on the waterway. 

Olympic Scout was made up alongside the barge's port side near the bow, stern facing in the direction of motion. This arrangement is a common regional practice, but puts the tug close to the pivot point of the barge. 

Montlake/Sodo got under way from her berth at 2333 hours and paused when she reached the Hylebos Bridge, which had still not opened despite an earlier request. As the ATB waited for the bridge opening, the bow of the barge drifted to port, taking Olympic Scout with it. 

When the bridge opened at 2337, Montlake/Sodo resumed her outbound transit, building speed towards four knots. As they approached the bridge span, the ATB was set to port, towards the south side of the channel. Montlake's captain attempted to steer back to the middle of the channel, and as they got closer to the bridge, Olympic Scout's captain radioed to ask Montlake to maneuver to starboard to leave enough clearance for the assist tug to make it through the span. Montlake's captain instructed Olympic Scout's captain to "do what he needed to do" to get the ATB back to the center of the channel. 

Olympic Scout put rudders to starboard, port engine ahead and starboard engine astern to generate thrust to Montlake/Sodo's starboard. At the same time, Montlake's captain decided that he needed to counteract Olympic Scout's turning moment at his end, fearing that his stern would be pushed to port by Olympic Scout's maneuvers. Montlake's captain put rudders to port, starboard engine ahead and port engine astern. 

The bridge was rapidly approaching, and the situation was largely unchanged. Olympic Scout put both engines full ahead and Montlake put both engines full astern in an attempt to stop the ATB, but it was too late. At 2341, Olympic Scout's starboard quarter smashed the wooden fender on the south pier of the Hylebos Bridge. The ATB's speed over ground was three knots at the time of impact. 

Courtesy NTSB

Montlake/Sodo was undamaged, and Olympic Scout suffered paint scrapes. The bridge pier and bridge mechanism were undamaged, but the wooden fender - having done its job - was smashed.

A previous engineering assessment had determined that the old piles and planks of the fender had "heavy fungal decay" and "heavy marine borer damage" in some areas. A below-water survey after the allision determined that there were "significant areas of wastage, rot, and marine worm and borer tracks." The level of damage caused by Olympic Scout was likely a result of "inherent loss of structural strength," and a new, non-rotten fender would likely have been less damaged. 

According to NTSB, Montlake's engines outclassed Olympic Scout's by a factor of two to one, and Montlake had the advantage of a longer distance from the barge's pivot point. This gave Montlake a bigger "lever" to turn the barge. When Montlake's captain put rudders to port and "twisted" his twin-screw propulsion, he easily overpowered Olympic Scout's attempt to change the lineup; by the time Montlake began backing down, it was too late. The probable cause of the casualty, according to NTSB, was the Montlake captain's failure to stop or slow the ATB and correct the lineup before transiting out through the bridge span. 

FLOATING BOMB

Denmark Sets Restrictions for Transit of Ammonium Nitrate Laden Vessel
Ruby with its cargo of ammonium nitrate would pass through the shipping channel under the Great Belt Bridge in Denmark (L-BBE -- CC BY 3.0 Deed)

Published Sep 21, 2024 5:14 PM by The Maritime Executive

The saga of the bulker Ruby, laden with a potentially explosive cargo, continues with the authorities in Northern Europe closely tracking the vessel’s movements. The resolution of the situation remains unclear as the ship continues to hold 20,000 tons of ammonium nitrate which is causing concern over the dangerous nature of the cargo under certain conditions. Reports say it has seven times the amount of the material that caused the devastating explosion in Beirut in 2020.

The vessel arrived off Denmark on Friday, September 20, continuing to declare it is bound for Klaipeda, Lithuania where it was scheduled to undergo repairs. The vessel’s hull cracked in an Arctic storm in late August, which was confirmed in a Port State inspection in Norway. Media reports are saying the rudder and propeller are also damaged.

Ruby has been holding near the entrance to the Skagerrak, the first leg of the passage around Denmark and into the Baltic. The vessel has been sitting there for approximately 48 hours with an anchor handler tug, Amber II, also registered in Malta, appearing to be escorting the ship. For a time earlier in the week, the vessel was displaying an AIS message of not under command likely being towed by the tug.

The Swedish Coast Guard believes the vessel may be holding in its current position waiting for additional instructions from its managers. The indications are that the vessel although owned by Syrian interests is operating under charter to a company based in the UAE. As of Sunday, both the Danes and Swedes are saying they believe the managers are continuing to work on a location to offload the cargo and as such the ship was instructed to wait south of Norway for further instruction.

The Danish Maritime told the local media that it is aware of the vessel. In a statement to the Danish broadcaster, DR, the Authority reports it has placed several restrictions on the vessel that has limited maneuverability as it seeks to transit Danish waters into the Baltic.

The reports indicate that Denmark is requiring Ruby to make the transit with a Danish pilot aboard. Also, the bulker is required to have a tug accompanying the transit. So far, as of late on Sunday, the vessel has not made the request for the pilot. Previously, it was through the ship would make the transit during the weekend,

Swedish authorities have confirmed that they are also following the movements of the ship. They understand that Denmark has also issued a general warning to all shipping in the area for caution and to maintain a maximum distance from Ruby during the transit.

The current risk from the ship is low according to the Swedish Coast Guard. They believe that the protocols for the transport of the dangerous material are being followed, but they too are monitoring the movement of the ship.

The previous public statements from the government of Lithuania were that the ship would not be permitted to enter Klaipeda unless it first offloaded its cargo. The Western Shipyard in that city won a tender to repair the vessel.

The ship has been caught in its current situation since August. It loaded the cargo in Russia and was making a trip it declared to the Canary Islands when it encountered a storm and sought refuge in the sheltered waters of Norway. It was permitted to dock in Tromsø but later ordered to move to a remote area outside the city due to the nature of the cargo. Unconfirmed reports in the Lithuanian media said the owners had sought to offload the cargo in Norway so that the ship could proceed to a yard for repairs. The authorities in Malta as the ship’s flag state, DNV and its class society, and its insurers have been working to find a solution to the current situation.


Top photo by L-BBE in 2013 -- CC BY 3.0 DEED