NTSB: Sleep Schedule Change Contributed to $6M in Dock Damage

Cindy B shortly after the casualty (NTSB)

Published Oct 10, 2024 10:51 PM by The Maritime Executive

 

 

When the deckhand of the towboat Cindy B fell asleep on watch and let the barge tow smash into a dock last year, he had had about 10 hours of total sleep per day for two days running - but research suggests that his sleepiness was still predictable, according to NTSB. 

In the early hours of November 12, 2023, the towing vessel Cindy B was pushing the deck barge St. John up the Columbia River near Clatskanie, Oregon, bound for Troutdale. There were three crewmembers aboard, a captain and two deckhands. The deckhands kept a six-and-six watch rotation, alternating time on duty every six hours and sleeping five hours or less between watches. The master stood watch as needed, depending on the situation, and was at the helm that morning. 

At about 0530 hours, the master needed a break, and he asked the deckhand on duty to take the helm. The deckhand was a helmsman-in-training with about one year of experience on towboats, and occasionally would stand watch unmonitored for breaks. The master went below to use the lavatory and make some coffee. 

While he was out of the wheelhouse, the Cindy B began to drift to starboard. At about 0548, the towboat and tow exited the main channel, maintaining speed as it approached the main deepwater dock of the Port of Columbia County. It passed neatly between two abandoned sections of train trestle and struck the dock's access causeway at a speed of about six knots. 

A 100-foot section of causeway was destroyed, and a variety of related infrastructure - including a large pipe for diesel - was damaged. Luckily the fuel in the pipe did not spill in any significant quantity, but the cost of repair came to about $5.5 million. The barge's bow hull plating was bent inwards about three inches, along with other minor structural damage, and repair cost to the barge came to about $650,000.  

The deckhand was tested for drugs and alcohol, and the results came back negative. He told investigators that he had fallen asleep in between the time that the master left the wheelhouse (about 0530) and the time of impact (0552). The pilothouse alerter system failed to detect the change, perhaps because a dangling VHF microphone was swinging back and forth and activating the alerter's motion sensor. 

NTSB looked at the deckhand's hours of work and rest for clues, and found that he had recently switched to a fragmented sleep schedule (six-and-six) with a night shift component (0000-0600). Though he had had 9-10 hours of total sleep in each of the past two days, a condition known as "circadian misalignment" caused by changing his sleep schedule may have led to "excessive sleepiness during watch."

"In addition to the general increased risk of accidents during a night watch, research of shift workers has shown that there is a greater chance of incidents during the first two nights of a night shift period," observed NTSB. 

The agency acknowledged that it would be hard to address the risks posed by sleep schedule changes in the maritime industry, which is a round-the-clock enterprise. However, NTSB suggested that it might be possible to allow longer downtime between watches.

 

Bunker Tanker Catches Fire and Evacuated in the Baltic off Germany

Bunker vessel Annika caught fire off the German coast (DGzRS photos)

Published Oct 11, 2024 10:53 AM by The Maritime Executive

 

 

Germany’s rescue authorities are reporting that they successfully evacuated the crew and have been able to control a fire burning aboard a bunker vessel off the coast near Warnemunde. The German Maritime Search and Rescue Service (DGzRS) reports its vessel Wilma Sikorski was able to reach the burning tanker and remove the seven crewmembers several of whom suffered minor injuries.

The Annika (1,646 dwt), built in 2012 is a bunker vessel operating from the port of Rostock and it was in the Bay of Mecklenburg today between Kuhlungsborn and Warnemunde when the fire was reported at 0900 local time. Eyewitnesses told the media there was an explosion followed by a fire. It is believed to have started in the engine room of the tanker. The vessel is operated by a bunker supply company called Hans Rinck.

 

Fireboats were cooling the tanker (DGzRS)

 

Large plums of black smoke were seen from the vessel which is approximately 2.5 nautical miles from the coast.

The vessel is reported to be loaded with approximately 640 tons of oil. Environmentalists immediately reacted citing the dangers but the shipbuilder in Wismar reports the ship was built with a double hull and the normal protections.

The German sea rescue vessel Arkona and a deep-sea salvage tug Baltic operating for the Federal Ministry of Transport were also alongside. The emergency services reported they were cooling the exterior of the tanker. 

 

Annika on fire in the Baltic (Havariekommando)

 

Fire teams were later able to board the vessel and assess the situation. Havariekommando, the central command for maritime emergencies in Germany, is reporting that the teams determined that the best course of action is to tow the tanker to continue the fire fighting at a berth. 

The teams told the German media late today, “The danger is mostly adverted. It is just smoking now.” They were able to secure a towline and were underway to Rostock.

 

 

Hurtigruten and Vard Reveal Updated Plans for Zero-Emission Cruise Ship

Hurtigruten working with Vard is developing a design for a zero-emission cruise ship (Hurtigruten)

Published Oct 11, 2024 5:37 PM by The Maritime Executive

 

 

After extensive planning and testing, Norwegian cruise company Hurtigruten and shipbuilder Vard provided a preview of the second-generation design for their planned zero-emission cruise ship. Continuing to target 2030 for the introduction of the ship known as the SeaZero project, they expect the vessel will achieve an overall 40 to 50 percent energy reduction with the capability to sail entirely emission-free during normal operation.

Concepts for the cruise ship were first presented in June 2023, with the companies reporting designs have progressed. While the caution that there will be adjustments both to the design and specifications along the way, the design is being modeled on a 443-foot (135-meter) length Vard reported in June 2024. The passenger facilities would have 270 cabins with a capacity for 500 passengers and 99 crew and as with Hurtigruten’s vessels operating on the Norwegian coastal route the SeaZero concept incorporates significant cargo space and the ability to transport cards.

One key element of the ship is sails which can be raised and lowered. The companies report they have adapted the concept incorporating OceanWings, similar to those already deployed on the Ro-Ro cargo ship Canopee.  The estimate indicates that the sails could reduce energy consumption by around 10 percent over time. The plan envisions incorporating solar panels on the sails to contribute a further two to three percent in energy savings.

Vard reported in June that the design envisioned the three retractable, autonomous wing rigs that would comprise 1500 square meters (16,146 square feet) of solar panels and a total wind surface of 750 square meters (8,073 sq. ft.), reaching a maximum height of 50 meters (164 feet) when fully extended.

“We still see significant energy savings from having retractable sails with solar panels, but this requires thorough studies, including model tests to be conducted in the coming months. We have also changed the sail type to a more mature design already in use on cargo ships,” said Chief Operating Officer Gerry Larsson-Fedde of Hurtigruten.

 

 

The ship is planned with contra-rotating propellers as the main propulsion and batteries which will have a capacity of around 60 megawatt-hours. Two retractable thrusters at the stern would ensure optimal maneuvering during port operations which Vard says will be supported with artificial intelligence maneuvering. The ship will have shore power capabilities and can charge its batteries from shore power.

Another measure is air lubrication of the hull to reduce drag. Hurtigruten says air lubrication can provide energy savings of 5 to 10 percent. Combined with modern hull design, advanced anti-fouling coatings, and regular hull cleaning, they state that water resistance can be significantly reduced. 

Preliminary results from the design studies also show that better ventilation and insulation systems, as well as advanced energy management, can lead to significant energy savings. The concept calls for “smart cabins” which will allow guests to control energy usage through a screen in the cabin, while also seeing how much energy is being used. Hurtigruten says it is already testing advanced sensors and in the near future will conduct full-scale tests on its current ships.

Typically, they note hotel operations on a cruise ship can consume up to 50 percent of the total energy use. The goal is a 50 percent energy reduction compared to Hurtigruten’s current ships reports Vard.

 

 

The SeaZero concept won Best Concept Ship Design at the prestigious Electric & Hybrid Marine Awards in Amsterdam, the Netherlands in June 2024. The jury of over 20 people consisting of journalists, consultants, and experts in maritime technology stated that it was impressed with the SeaZero cruise ship concept. 

Vard reported in June 2024 that Sea Zero had now entered a two-year phase in which the proposed technologies will be tried, tested, and developed further in pursuit of the final zero-emission ship. The current research and development phase focuses on battery production, propulsion technology, hull design, and sustainable practices that reduce energy use to an absolute minimum. 

Hurtigruten began installing batteries aboard its existing cruise and expedition vessels starting with the Roald Amundsen in 2019 and reports its Expeditions division now has three battery-hybrid ships out of its seven-ship fleet. The company continues to upgrade its existing fleet with various technologies that will cut CO2 emissions and improve efficiency.

First LPG Gas Carriers Fitted with Sails for Wind-Assisted Propulsion

First gas carrier to be fitted for wind-assisted propulsion (Anthony Veder)

Published Oct 11, 2024 8:28 PM by The Maritime Executive

 

Further demonstrating the growing interest in wind-assisted propulsion emerging in the industry, Anthony Veder, a leading operator of gas carriers, completed the first installation of wind-assisted propulsion on an LPG gas carrier. It is the first of two planned installations and part of a larger effort by the operator of LNG, Ethylene, and LPG carriers to enhance operations and move toward its goal of being a net-zero emitter by 2035.

“While we focus on optimizing the design of newbuilds and running those on (bio-) LNG, we are equally committed to enhancing the efficiency of our existing fleet,” said Björn van de Weerdhof, Commercial and Sustainability Director at Anthony Veder. “Wind-assisted propulsion is a key step in this effort, and our collaboration with Econowind reflects the strength of our partnerships. Additionally, we are exploring other solutions such as propulsion train optimization and joint action we can take with our customers such as lower speeds through Just in Time arrival and making use of shore power.”

Anthony Veder partnered with Econowind to use its VentoFoils on its vessels. Rens Groot, Chief Operations Officer at Econowind reports Anthony Veder conducted a thorough analysis before selecting the VentoFoils, including an advanced business case calculation balancing benefits and realistic costs. He said it demonstrated the potential for speed increases for gas carriers, where VentoFoils would help offset engine power limitations. 

 

 

The installation was a retrofit to the Coral Patula (8,571 dwt), an Ethylene carrier built in 2009 in South Korea. The vessel is 377 feet (115 meters) and was fitted with two of the foils. The company plans to also retrofit the foils to the Coral Pearl (8,600 dwt) a sister ship also built in South Korea in 2009. Both ships are registered in the Netherlands.

By retrofitting the two Ethylene carriers in its fleet with Econowind VentoFoils, Anthony Veder will be using wind energy to significantly reduce the fuel consumption of vessels. The system is designed to work alongside existing engines, providing a boost in propulsion through the power of wind. 

Based on wind conditions, the companies report they anticipate fuel savings of around five percent with the potential of more than 10 percent in optimal wind conditions. By using less fuel, the company not only cuts down on the energy bill but also on greenhouse gas emissions.

 

ESL Shipping Orders “Fossil-Free” Vessels to Lead Nordic Green Transition

ESL is promoting that its newest ships will be able to operate "fossil free" (ESL Shipping)

Published Oct 13, 2024 11:02 AM by The Maritime Executive

 

 

ESL Shipping, a dry bulk cargo carrier in the Baltic, highlights its new ship order as part of its ambition to lead the “green transition,” in the the Baltic region. The company which has been in business for 75 years and has over 40 vessels, has ordered a series of four handysize vessels which it is saying will be able to operate “fossil-free.”

The new 1A ice-class vessels ESL says will be able to operate entirely fossil-free by using green hydrogen-based e-methanol or biomethanol. The dual-fuel ships will be built in Nanjing, China at China Merchants Jinling Shipyard (Nanjing) Co, and will enter service between the third quarter of 2027 and the first quarter of 2028. The total value of the four ships is approximately €186 million and ESL Shipping reports it has the option to expand the order with several ships.

"Our strategy is based on sustainability leadership and our unique ability to develop and provide reliable infrastructure for the ice-bound Nordic green transition industries. We have developed these state-of-the-art, highly flexible multi-fuel vessels in close cooperation with our industrial partners,” says Mikki Koskinen, Managing Director of ESL Shipping.

The design of the vessels and comprehensive model tests were out with Finnish ship designer Deltamarin and the Swedish SSPA model test facility. ESL reports the ships which will be 17,000 dwt will be at the top of the market in terms of cargo capacity, technology, and innovation. ESL Shipping was closely involved in the design of the vessels to ensure that they were fully tailored to meet local customer needs and they believe they have developed a design that will offer market-leading energy efficiency, efficient and flexible cargo space design, and lower operating costs.

Among the many features of the design is a hybrid power system with 1 MWh capacity for cargo crane peak shaving and emission-free operations in port. The vessel will be equipped with advanced systems including water and ballast water treatment, shaft generators, shore power collections, and electric cargo cranes. The majority of key equipment, such as powertrain including battery hybrid drive, cargo handling equipment, and many other leading technologies will come from European companies. 

The ships will measure (150 meters) and have a shallow draft of (8.6 meters) to give them flexible deployment including Great Lakes capabilities. The design also features a forward bridge and accommodations block which will provide a large deck and cargo capacity. The hulls are optimized and will have a 1A ice class rating.

The new ships will further advance the green ambitions of the company, which along with its sister brand AtoB@C Shipping, has been at the forefront of advanced, energy-efficient, and low-emission designs.

 

Report: Shipping Carbon Tax Will Impact African Economies and Food Security

Many of the poorest nations in Africa depend on shipping for the import of food supplies (file photo)

Published Oct 11, 2024 3:17 PM by The Maritime Executive

 

 

As the push towards the introduction of a global carbon tax on shipping gains momentum, a new report is highlighting that African economies are likely to be adversely affected. The report warns the tax may also negatively impact food security. Three Africa-focused policy organizations concluded that as the International Maritime Organization (IMO) moves forward with plans to introduce a levy/tax/carbon price mechanism aimed at putting a price on carbon to discourage shipping emissions, Africa must brace for impacts.

For the continent, the report warns that the imposition of a levy on carbon is likely to reduce the supply of maritime shipping services among African countries by up to seven percent, with imports and exports expected to suffer significantly. The higher shipping costs will impose additional costs on the transportation of merchandise, thereby increasing the price of imports. Ultimately, they conclude that imports are bound to decline by 0.04 percent while exports will increase by 0.21 percent in aggregate.

Also to be affected is the gross domestic product (GDP) of a majority of countries, albeit marginally. In the case of Equatorial Guinea, which would be the worst affected, the tax would slash the GDP by 0.121 percent.

The report also warns that a carbon tax on shipping would negatively impact food security in Africa, a continent that is already grappling with acute food shortage with about 20 percent of the population being undernourished. When imposed, the carbon tax the report states will increase the global prices of agriculture and processed food commodities by 0.011 percent and 0.013 percent respectively.

Considering that Africa is a net importer of food, the increase risks worsening the problem of food security in the continent which spends between $60 billion and $80 billion annually to import food. The report indicated that the levy would instigate a decrease in imports of agricultural commodities by countries including Egypt, Morocco, Ghana, Nigeria, and Ethiopia. DR Congo, Equatorial Guinea, Kenya, Zambia, and South Africa, however, could see an increase in the value of food imports.

Another impact of the tax would be on household incomes, which would fall in most individual African countries. A case in point is Ghana, which is forecast to experience a 0.101 percent reduction, 10 times the reduction forecast for European household incomes. Ghana’s limited fleet would also become too costly to operate and risks being rendered obsolete if stringent emission reduction measures are implemented the report warns.

Titled “Navigating climate action: Assessing the economic impacts and trade-offs of a shipping carbon tax for African states,” the report was done by the Africa Policy Research Institute, the Firoz Lalji Institute for Africa at the London School of Economics and Political Science, and the African Future Policies Hub.

The organizations used the Global Trade Analysis Project Energy-Environmental (GTAP-E) Computable General Equilibrium (CGE) model to come up with their findings, which examined the impacts of the tax on both the African economy as an aggregate and selected individual African economies.

“In general, the results show that a shipping levy is expected to reduce international trade, increase the cost of shipping, increase prices of commodities, and marginally reduce GDP and household incomes across the continent,” states the report.

The introduction of a global carbon tax on shipping to curb greenhouse gas (GHG) emissions looks inevitable after the IMO adopted the Strategy on Reduction of GHG Emissions from Ships last year. The tax, which is designed to push the industry towards the use of greener fuels and technologies, gained increasing support during the MPEC meeting concluded last week and set in 2025 to finalize the emissions programs including the structure of the carbon levee. 

The report recommends that the IMO adopt GHG reduction measures that allow for the redistribution of a significant portion of the revenues raised towards funding out-of-sector mitigation and resilience. In essence, the IMO should ensure that the costs and benefits of efforts to cut emissions from shipping are equitably shared between countries conclude the authors of the report.
 

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

Head of international shipping regulator says industry must do more to cut carbon pollution


 A cargo ship sails toward the Pacific Ocean waiting to transit the Panama Canal in Panama City, June 28, 2024. (AP Photo/Matias Delacroix, File)

 A boater passes between cargo ships on the harbor, in Vancouver, British Columbia, July 16, 2024. 

(Darryl Dyck/The Canadian Press via AP, File)


BY PETER PRENGAMAN
October 9, 2024

HAMBURG, Germany (AP) — For years, the international shipping industry has been criticized for making little progress in reducing the carbon-belching pollution released from the fuels that vessels use in moving most of the cargo that people use every day, such as food, cars and clothing.

Now, the new head of the International Martime Organization, charged with regulating international shipping, is subtly calling out inaction and nudging companies to work harder. “What I’m finding is that there is more that can be done,” said Arsenio Dominguez, who gave a wide-ranging interview on the sidelines of the Hamburg Sustainability Conference in Germany this week. “The low hanging fruit is there.

Dominguez, who took over as secretary general at the beginning of this year, said that includes using satellites to chart routes according to weather, to waste less fuel, cleaning the hulls of ships to reduce friction in the water and what is often referred to as slow steaming, reducing ship speed, which also uses less fuel and thus pollutes less.

Dominguez was careful to note that many companies are working to cut greenhouse gas emissions, which cause climate change. But getting to the IMO’s goal of a 30% reduction in emissions by 2030 will require immediate implementation of every possibility.

A focus on the fuels that power ships

Ultimately, major decarbonizing will mean an overhaul of shipping fuel, said Dominguez, a point industry leaders agree on.

Today, most ships run on heavy fuel oil, which releases carbon dioxide along with sulfur, nitrogen and other pollutants. Much cleaner fuels already exist, and many more are being developed, such as hydrogen, ammonia and biofuels. But they are more expensive, not yet available at scale and only better for the planet when made in clean ways. For example, hydrogen can be made from water and clean energy via a process called electrolysis, and that does not release greenhouse gases. It’s considered “green” hydrogen. However, nearly all hydrogen today is made out of methane, meaning natural gas, using steam-methane reforming, which releases carbon dioxide.

“Fuels, fuels, fuels,” Bud Darr, executive vice president for maritime policy and government affairs for MSC Mediterranean Shipping Company, said when asked during a panel at the sustainability conference on Monday what the biggest challenges were to decarbonizing.



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“We need a massive scaling up of both production and shoreside infrastructure in order to deliver what we will need to operate the new generation of ships and equipment that we are investing in,” Darr said in a followup email.

Currently, the shipping industry is responsible for about 3% of global greenhouse gas emissions. Their total emissions are expected to go up sharply in future decades unless major changes are made.

Other parts of the world economy have made strides in decarbonizing, including electricity and ground transportation, thanks to electrification. Comparatively little has happened in shipping.

“The IMO has been very slow,” said Bastien Bonnet-Cantalloube, an expert on shipping and aviation decarbonization with non-profit Carbon Market Watch. “There was no progress in 10 or 15 years. Now things are starting to pick up.”

Last year, the IMO set a target to reach net zero emissions by or around 2050, a goal that is a potential catalyst while also putting a spotlight on just how far the industry has to go.

The IMO is being pushed to move toward a carbon tax in part to be in line with what is already happening in some places, like the European Union.

Starting this year, large ships coming in and out of European ports pay taxes on their carbon dioxide emissions. In 2026, they will also pay for emissions of the greenhouse gases methane and nitrous oxide. Some industry leaders hope that a carbon levy from the IMO, which would effectively be the world’s first global carbon tax, could allow shipping companies to simply pay one carbon tax, instead of taxes in multiple jurisdictions.

Still, there is wide disagreement, both among countries and shipping companies over a tax, how much it should be and what revenue would be used for.


IMO moving toward potentially big decisions next year

During meetings earlier this month in London, the IMO’s Marine Environment Protection Committee continued drafting text on mandates to phase in cleaner fuels and set a greenhouse gas pricing mechanism. But what those principles will translate into is far from clear.

“I don’t call it a tax. I know that is a way of referring to it,” said Dominguez, underscoring the sensitivity of the issue.

Dominguez said delegates, member countries of the IMO, considered multiple scenarios for rating the carbon efficiency of ships, setting fuel standards and gathering revenue for emissions.

The committee next meets in April, when it’s expected to approve the measures. Formal adoption would take place in the fall, and whatever is decided wouldn’t take effect until 2027, giving countries and companies time to adjust.

In the meantime, Dominguez said that shipping companies needed to do all they could to cut emissions, which for some included using liquid natural gas as a fuel.

Ship engine manufacturers had shown that using LNG in engines increased efficiency, which led to lower emissions, he said.

“If we stop LNG right now without an alternative, then we go back to Square 1,” he said, adding that he knew it “was a divisive point.”

Indeed, scientific studies have shown that leaks of LNG, which is mostly methane, itself a potent greenhouse gas, can cancel out any advantage gained from burning more cleanly compared to other fossil fuels. Environmentalists have long argued that using LNG is simply a way for major oil and gas producers to continue business as usual, thus postphoning a major transition to renewable energies.


___

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Energy Transition Outlook: Energy Related Emissions will Peak in 2024

DNV Energy Transition Outlook 2024

Published Oct 12, 2024 11:43 AM by The Maritime Executive

 

[By: DNV]

2024 will go down as the year of peak energy emissions*, according to DNV’s Energy Transition Outlook. Energy related emissions are at the cusp of a prolonged period of decline for the first time since the industrial revolution.  Emissions are set to almost halve by 2050, but this is a long way short of requirements of the Paris Agreement.  The Outlook forecasts the planet will warm by 2.2 °C by end of the century.

The peaking of emissions is largely due to plunging costs of solar and batteries which are accelerating the exit of coal from the energy mix and stunting the growth of oil.  Annual solar installations increased 80% last year as it beat coal on cost in many regions.  Cheaper batteries, which dropped 14% in cost last year, are also making the 24-hour delivery of solar power and electric vehicles more affordable.  The uptake of oil was limited as electrical vehicles sales grew by 50%. In China, where both of these trends were especially pronounced, peak gasoline is now in the past.

China is dominating much of the global action on decarbonization at present, particularly in the production and export of clean technology.  It accounted for 58% of global solar installations and 63% of new electrical vehicle purchases last year. And whilst it remains the world’s largest consumer of coal and emitter of CO2, its dependence on fossil fuels is set to fall rapidly as it continues to install solar and wind.  China is the dominating exporter of green technologies although international tariffs are making their goods more expensive in some territories.

“Solar PV and batteries are driving the energy transition, growing even faster than we previously forecasted.” said Remi Eriksen, Group President and CEO of DNV. “Emissions peaking is a milestone for humanity. But we must now focus on how quickly emissions decline and use the available tools to accelerate the energy transition.  Worryingly, our forecasted decline is very far from the trajectory required to meet the Paris Agreement targets. In particular, the hard-to-electrify sectors need a renewed policy push.”

Energy transition progressing despite challenges

The success of solar and batteries is not replicated in the hard-to-abate sectors, where essential technologies are scaling slowly.  DNV has revised the long-term forecast for hydrogen and its derivatives down by 20% (from 5% to 4% of final energy demand in 2050) since last year.  And although DNV has revised up its carbon capture and storage forecast, only 2% of global emissions will be captured by CCS in 2040 and 6% in 2050. A global carbon price would accelerate the uptake of these technologies.

Wind remains an important driver of the energy transition, contributing to 28% of electricity generation by 2050.  In the same timeframe, offshore wind will experience 12% annual growth rate although the current headwinds impacting the industry are weighing on growth.

Despite these challenges, the peaking of emissions is a sign that the energy transition is progressing.  The energy mix is moving from a roughly 80/20 mix in favour of fossil fuels today, to one which is split equally between fossil and non-fossil fuels by 2050.  In the same timeframe, electricity use will double, which is also at the driver of energy demand only increasing 10%. 

“There is a growing mismatch between short term geopolitical and economic priorities versus the need to accelerate the energy transition.  There is a compelling green dividend on offer which should give policymakers the courage to not only double down on renewable technologies, but to tackle the expensive and difficult hard-to-electrify sectors with firm resolve,” added Eriksen

The Outlook also examines the impact of artificial intelligence on the energy transition.  AI will have a profound impact on many aspects of the energy system, particularly for the transmission and distribution of power.  And although data points are currently sparse, DNV does not forecast that the energy footprint of AI will alter the overall direction of the transition.  It will account for 2% of electricity demand by 2050.

*CO2 emissions from the combustion of coal, oil and gas

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

 

Russia Explores Building Four Icebreakers in India

Russia's flagship Arktika-class icebreakers under construction at St. Petersburg. The orders in India would be smaller and would have conventional powerplants (USC file image)

Published Oct 13, 2024 2:41 PM by The Maritime Executive

 

Russia is reportedly expanding its shipbuilding cooperation with India, with two Indian shipyards being considered for construction of four non-nuclear icebreakers. The project is estimated to cost a total of $713 million. The vessels will join Rosatom’s icebreaking fleet, operating in the Northern Sea Route (NSR).

According to Indian media reports, the government is in talks with two shipyards - one state-owned and the other private - for the construction of the icebreakers. The Russian nuclear agency Rosatom is mandated with the development of the NSR, including managing the icebreaking fleet for the route.

As the West tightens economic sanctions, Russia’s domestic shipbuilding sector is reeling under the pressure of supply chain disruptions. During a two-day state visit to Moscow in July, the Indian Prime Minister Narendra Modi agreed to strengthen cooperation with Russia in areas ranging from nuclear power to shipbuilding. In addition, Rosatom identified India as an important partner in the development of NSR. Particularly, India would benefit from efficient imports of Russian oil, coal and liquefied natural gas (LNG).

The order for the ice-breakers is said to be a follow-up for this agreement between Indian and Russian governments. Although specific details of the order are yet to be made public, a joint working group with experts drawn from the two sides is already in place to finalize negotiations. The joint group held its first meeting last Thursday. India also pushing for its seafarers to get training in polar waters.

With India currently intensifying support for its emerging shipbuilding sector, it is poised to benefit as Russia courts foreign shipyards for its new ship orders. Indeed, Russia is in a tight spot, with most yards in China, South Korea and Japan fully booked at least up to 2028. Shipyards in Europe cannot take up ship orders from Russia due to sanctions. Thus, India seems to be in the best position to assist.

A team from Rosatom has already visited India to assess suitability of yards. “The NSR is a universal platform for developing multifaceted cooperation in a number of areas, and we see great potential for cooperation with India in various areas, from developing cargo flows to building shipyards,” Rosatom’s public relations manager in South Asia told the Indian Newspaper Economic Times.

Recent data from the Centre for High North Logistic s(CHNL) shows that NSR is seeing record level transit voyages, as trade between China and Russia shifts to the route. As of September 30, NSR recorded 79 transit voyages, translating to an estimated 2.38 million tons of cargo for the Summer-autumn navigation season. So far, around 95 percent of this cargo volume moves from Russia to China.

Russia plans to move around 150 million tons of cargo through NSR by 2030. To support this ambition, Kremlin plans to build 50 ice-breakers and ice-class vessels.

 

Norwegian Center to Host Three Floating Wind Demos to Advance Technology

METCentre will provde test locations for the development of floating offshore wind turbines (METCentre)

Published Oct 13, 2024 6:02 PM by The Maritime Executive

 

Three companies have signed up with Norway’s Marine Energy Test Center for demonstrations of floating wind turbine technologies. The center highlights it is the only place in the world for testing on a large scale and the aim is to reduce the costs of floating offshore wind technology which is viewed as critical in the next phase of expansion of offshore renewable energy.

Many locations around the world, including Norway, Japan, and the West Coast of the United States, will require floating technology to advance offshore wind energy power generation. The seabed topography and water depths require floating installation to harness the energy potential of these locations. However, the technology remains costly and has only been applied in a few advanced sites.

The METCentre is located off the West Coast of Norway and is already hosting projects including the Hywind 2.3 MW demo and a 3.6 MW Siemens Gamesa turbine as part of the TetraSpar platform. Last year the center received approval to expand its test area with up to four new test sites. The three new agreements call for the demonstration of floaters of 15 MW or greater capacity turbines. Detailers were not released because the next test projects are still competing for funding from Norway’s ENOVA a state-sponsored initiative to advance renewable energy projects.

“This is very good news for innovation in floating offshore wind,” said Arvid Nesse, head of METCentre and Norwegian Wind Offshore, a trade group to support the development of the wind supply chain. “We are the only place in the world ready with permits to test projects of this capacity. If we are to get floating wind offshore started in Norway without further delays, it must begin at METCentre.”

Nesse highlights that the goal is to gain important knowledge from both the construction and operation of these large-scale wind turbines. They believe this will help the industry to realize important cost savings and also help Norway to develop leadership in the sector.

They also highlight that the test location is close to the Utsira Nord area, which the Norwegian government has designated as one of the country’s first offshore wind sites. Norway completed an auction for a fixed-bottom location but delayed the tender for Utsira Nord to 2025. Details are expected to be announced shortly for the tender.

The Norwegian government in its 2025 budget plans to provide $3.3 billion in subsidies in a scheme to help support the development of floating wind technology. Floating wind is expected to play a critical role in the government’s target to allocate 30 GW of offshore wind power production by 2040.

Partnership to Design Next-Generation SOV for Floating Offshore Wind Ops

Project seeks to tailor the SOV design to the challenges of floating offshore wind projects (North Star)

Published Oct 13, 2024 12:03 PM by The Maritime Executive

 

A new industry collaboration is being launched by North Star, Vard, and others to solve the challenge of delivering high-performance operations and maintenance ships tailored for floating offshore wind farms. They look to leverage the collective expertise to develop a new generation of vessels better suited to the future of offshore wind operations.

According to the partners, as offshore wind moves into deeper waters with floating wind turbines located far from shore, the sector faces significant logistical and operational challenges that must be addressed efficiently and cost-effectively. While the industry has demonstrated the ability to safely complete transfers from traditional SOVs to floating wind platforms, they believe there is room for improvement in transfers where both the vessel and platform are dynamic and in motion.

North Star has signed a memorandum of understanding with MO4, Principle Power, SMST, VARD, and Voith Group, to establish a dedicated working group of industry experts to help fast-track the design and testing of a new SOV concept. Together, the six organizations have committed to developing a detailed, high-performance ship design to meet the needs of commercial-scale projects, such as the 17GW of floating projects awarded in the ScotWind leasing round.

“Floating offshore wind presents both challenges and opportunities, and through this collaboration, we can innovate, and design a solution specifically tailored for GW-scale projects,” said Andrew Duncan, North Star’s renewables & innovations director. “Our goal is to create an innovative, best-in-class ship design that supports the rapid expansion of floating wind technology. By pushing the boundaries of what's possible, we can ensure that our future SOVs deliver the highest levels of safety, efficiency, and operational flexibility, ultimately paving the way for a more sustainable energy future.”

They believe there exists an opportunity to optimize the transfer operations by developing SOVs that will operate under a long-term contract that specifically addresses the local challenges and the requirements of floating wind project operators. The collaboration seeks to capitalize on this opportunity by delivering an SOV design that sets a new industry benchmark for safety, performance, and efficiency.

North Star which provides support services for the UK’s offshore wind and oil and gas markets will be joined by VARD, a major global designer and specialized vessel shipbuilder which is a leader in SOVs, and Principle Power, which has been developing offshore wind platforms for 15 years. They will add emerging technology by involving Digital twin and AI decision support software firm MO4 as well as Voith Group, which will contribute propulsion options, and offshore equipment design and build specialist SMST.

“The detailed ship design will be put to the test through rigorous workability assessments, ensuring that it meets the highest standards of performance, safety, and efficiency before being implemented in future floating wind projects,” said Duncan.

 

Fire Aboard South African Fishing Vessel Forces Crew to Abandon Ship

The crew of the Ludwani rescue survivors from the fire aboard Armana (SAMSA)

Published Oct 13, 2024 4:03 PM by The Maritime Executive

 

The South African Maritime Safety Authority (SAMSA) has confirmed that an aging fishing vessel had a serious shipboard fire off Gansbaai on Sunday, forcing the crew to abandon ship.

In the early hours of Sunday morning, the 62-year-old fishing vessel Armana sustained a fire at a position about 60 nautical miles off Gansbaai, a town southeast of Cape Town. The crew initially believed that the vessel was sinking, and they successfully abandoned ship to escape the fire. All 20 crewmembers survived and were rescued by another vessel in the same operator's fleet, the fishing vessel Ludwani. The Good Samaritan vessel is on schedule to arrive at the pier at about 2000 hours local time and will be met at the dock by the authorities. 

The Armana remained afloat, and it is currently adrift and on fire at about the same position. A third vessel from the same fleet, Harvest Saldanha, remains on scene to monitor the disabled Armana; the South African Maritime Safety Authority (SAMSA) has instructed owner Viking Fishing Company (a subsidiary of Sea Harvest) to arrange for a salvor and tow the vessel to an appropriate place of refuge. 

Another vessel in the same operator's fleet, the 63-year-old trawler Lepanto, sank with the loss of 11 lives in May 2024. The Armana - now abandoned and adrift herself - found and rescued the nine survivors of Lepanto's sinking.

Call for safety review

Immediately after the fire, Minister of Transport Barbara Creecy instructed SAMSA to conduct an urgent safety inspection of all commercial fishing vessels operating in South African waters. 

"This year alone, we have witnessed no fewer than five significant incidents, tragically resulting in the loss of 18 lives," said Minister Creecy. "SAMSA has . . . been instructed to develop a fishing vessel safety improvement plan aimed at preventing future incidents and ensuring that vessels operating in our waters meet the highest safety standards. The safety of maritime workers is a matter of national priority."