It’s possible that I shall make an ass of myself. But in that case one can always get out of it with a little dialectic. I have, of course, so worded my proposition as to be right either way (K.Marx, Letter to F.Engels on the Indian Mutiny)
Friday, November 01, 2024
Pakistani Navy Rescues Stranded Iranian Fishermen off Yemen
This week, a Pakistani Navy warship rescued 23 Iranian fishermen who were adrift in the Gulf of Aden, the service reported Thursday.
The frigate PNS Zulfiquar was under way off Yemen when it received a distress call from a fishing dhow, the Al Muhammadi. The dhow's crew reported that one of the fishermen had sustained serious injuries to his hand while attempting to fix the boat's engine, which had broken down. They were stranded and adrift, about 1,200 nautical miles from home.
Zulfiquar rendezvoused with the Al Muhammadi and dispatched a small boat with an assistance team. They provided medical aid the victim, and they made the necessary repairs to the dhow's engine, allowing it to return to its voyage.
In a statement, the service said that the encounter showed the Pakistani Navy's "unflinching resolve towards safety and security of seafarers plying the Indian Ocean."
Courtesy Pakistani Navy
It is not the first time that Pakistani forces have aided Iranian fishermen on the high seas. In March, the corvette PNS Yarmook responded to a distress call from a dhow that had caught fire at sea. The crew responded to the scene, rescued the crew and helped extinguish the blaze, earning recognition and praise from the Iranian government.
PNS Zulfiquar is a 2009-built frigate designed and constructed by CSSC Hudong-Zhonghua, the Shanghai shipyard that constructs large warships for China's navy. The ship's history nearly took a disastrous turn in 2014, when an Al-Qaeda terrorist cell attempted to seize the vessel in shipyard and "use its missile systems to target a U.S. fleet." The uprising - which involved several Pakistani Navy personnel - was quickly put down by Pakistani special forces.
Civil Liability Case Over Dali Begins to Take Shape Targeting 2026 Trial
Lawyers and the judge in the civil liability case met to begin to shape the case (USCG)
The lengthy and complex legal civil liability case surrounding the containership Dali and the destruction of Baltimore’s Francis Scott Key Bridge is beginning to take shape as lawyers for the owner and operators and the 46 claims currently filed met in a U.S. District Court on Tuesday, October 29. Judge James K. Bredar is working to shape the case while also being conscious of the potential it has to reshape maritime law.
During the scheduling conference with three dozen lawyers, the judge reportedly asked, “The Dali is going to be the vessel with which we rewrite maritime law. Is that the hope?” reports the Baltimore Sun. The judge said he would be issuing key rulings to “bring structure to this sprawling and unusual matter.”
The sides are arguing over everything at this point with the claimants asking for the trial to begin in December 2025 while owners Grace Ocean and operators Synergy Marine proposed January 2027 for the start of the trial. Judge Bredar anticipates a lengthy discovery process and stacks of motions as they proceed toward his target of a trial in early 2026 which he anticipates will take 15 days. However, he also noted that often these cases settle saying his goal was to deliver the case “to the launching pad for settlement.”
Grace Ocean and Synergy Marine reached a settlement agreement with the U.S. Justice Department for the costs of the cleanup and that $102 million settlement was accepted by the court. The Singapore companies however highlighted the “agreement pertains solely to costs related to clearing the channel in Baltimore Harbor, and no punitive damages have been imposed.” They also emphasized they “expressly reject” liability for the event.
During the court hearings, lawyers for the Singapore companies raised what could be a key element of their case to limit liability to $43 million. They cited the responsibilities of Maryland to have installed protections around the bridge as well as shipbuilder Hyundai which they proposed built a faulty electric system that contributed to the failure and the vessel hitting the bridge.
Maryland claims the ship was not in good repair, used inadequate measures to make repairs, and hid details of its power problems from the authorities and pilots during the fateful trip. Lawyers for the state told the court they had international exports aboard the ship for 10 days and in the filing have documented what they believe was a disregard for safety.
The Baltimore Sun reports Judge Bredar plans to split the case with the first phase addressing the claims of limited liability and the second phase if the companies are not exonerated to determine the amount of damages. The judge also moved to group the claims into categories including death and injury, property damage, economic loss, and government claims.
Maryland has the largest claim seeking the replacement cost of the bridge as well as the costs it incurred in the clean-up and the environmental damage. Others have direct property claims including the operator of the gas pipeline that was damaged when the bridge collapsed. Legal experts said cases for lost business and more indirect impacts for the loss of the bridge and harbor closure will be more difficult cases. Families of the six victims have also filed claims.
Everyone agrees that it will be one of the most complex cases and has the potential to have lasting impacts on the shipping industry and others.
Heavy Lift Vessel Driven Ashore on Taiwan During Typhoon
Heavy lift vessel was driven ashore in the storm and one of the cranes toppled over (New Taipei City Government)
The Chinese heavy lift vessel Yu Zhou Qi Hang (12,135 dwt) was driven ashore early on Thursday, October 31, during Typhoon Kong-rey which was reported to be the largest storm to hit the island in nearly 30 years. The vessel had dropped its anchors after losing power and was evacuated by the Taiwan Coast Guard as the storm approached.
Officials from the New Taipei City government held a briefing on Thursday, October 31, reporting the vessel had been driven aground by the wind and waves of the storm. One of the three cargo cranes loaded on the vessel also toppled over in the winds.
A possible plan to tow the vessel off the shore was abandoned, and the officials are now saying they will attempt to pump the fuel oils from the vessel when the weather improves. The Environmental Agency reports oil arresting ropes were strung as a precaution at the entrance to three local fishing ports and the water inlet to a nuclear plant although so far, no oil has been spotted leaking from the ship. It has also staged other equipment for a possible response.
At its peak, the typhoon had wind gusts of between 155 and 160 mph with reports that some of the wind barometers had gone offline due to the strength of the storm. Kong-rey had weakened from the status of a Super Typhoon overnight before hitting the eastern shore on Thursday and is now expected to move across the Taiwan Strait and brush the coast of China. Parts of Taiwan are reporting over three feet of rainfall. One person is known to have died and there are widespread reports of damage and power outages. Over 300 international flights were canceled but so far, the heavy lift vessel is the only one known to have been caught in the storm. Two typhoons earlier this year grounded several ships.
Officials reported the heavy lift vessel has 247 tons of heavy oil and 37 tons of light oil aboard as well as 6,280 liters of lubricating oil. The goal is to start siphoning the oil from the tanks as early as Friday or Saturday.
The Yu Zhou Qi Hang departed Keelung port at approximately 0800 Tuesday morning October 29 bound for China with three large container cranes aboard. The storm at the time was east of Taiwan, but the vessel only made it about 2.4 nautical miles offshore before reporting problems attributed to the wind and waves. Media reports suggest the vessel lost power and a salvage tug had been sent but it was not due to reach the ship till Wednesday.
The captain dropped two anchors to slow the vessel’s movement. By Tuesday night, the captain was preparing to evacuate the ship, and the Taiwan Coast Guard despite the worsening weather was able to rescue the 17 crewmembers.
The New Taipei City Government Environmental Protection Bureau said the ship’s owners would be required to take the necessary contingency measures to prevent pollution. Failure to comply they said could result in a fine of $940,000. City officials said the shipowner will be held accountable for the environmental cleanup and legal responsibilities.
Video: Chinese Heavy Lift Carrying Cranes Abandoned in Typhoon off Taiwan
Loaded heavy lift vessel encountered weather problems as a typhoon approaches Taiwan (Coast Guard video)
Taiwanese officials are reporting they were successfully able to evacuate the crew from a heavy lift vessel that was in danger as a strong typhoon approaches the island. It is the latest in a series of mishaps for the vessel which was also involved in an incident at Keelung Port earlier in the month.
The vessel named Yu Zhou Qi Hang (12,000 dwt) is loaded with three Chinese-made large container cranes. It had a crew of 17 aboard which Taiwanese officials noted despite being from the mainland were rescued in a humanitarian effort and given shelter in Taiwan.
The vessel attempted to leave Keelung early on October 29 to cross the Taiwan Strait bound for China ahead of the approaching typhoon. According to the Taiwan Coast Guard, they observed the ship stalled approximately 2.4 miles north-northwest of the port and acting “abnormally.” As Typhoon Kangrui was approaching with winds near gale force above 30 mph and seas above 16 feet, they contacted the vessel and reportedly were told the vessel was being affected by the strong winds and waves.
The Chinese crew reported they were waiting for a tugboat dispatched from the mainland which was to aid the vessel. However, later reports said the tug was encountering problems due to the weather and finally around 2100 the captain ordered the crew to abandon the heavy lift vessel. The ship had drifted to a position approximately 0.6 miles from shore and dropped both of its anchors to stop or slow its movement.
The Taiwan Coast Guard reports despite the deteriorating weather conditions its patrol boat was able to reach the vessel. They took aboard the 17 crewmembers and were continuing to monitor the vessel due to a concern it could ground in the approaching storm. The Chinese tug was expected to now reach the vessel sometime on Wednesday.
The same ship was involved in a prior incident when it was arriving in Keelung on October 14. As the ship was coming alongside the cranes it is carrying made contact with one of the container cranes on the dock. The container crane fell backward landing on and destroying five empty containers on the pier. There was also damage to the surface of the pier.
Same vessel toppled a container crane when it arrived in Taiwan earlier in the month (Keelung Port Police Station surveillance video)
The Taiwan Coast Guard has issued alerts to vessels warning of the strength of the approaching storm It is expected to impact the eastern side of Taiwan on Thursday and continue with rain and wind into Friday. It is the latest in a series of strong storms that have battered the island and grounded several ships on the coast of Taiwan.
WWIII
Military Challenges to China's South China Sea Claims are Increasing
Deployments of ships and aircraft to challenge China’s illegal claims in the South China Sea are increasing. European ships are appearing more often, while Asia-Pacific countries are increasingly conducting activities in areas that China regards as sensitive.
Several nations have claims in the South China Sea, but China’s claim is the most extensive and controversial. Beijing seeks to enforce sovereign rights and jurisdiction over all features within the nine-dash line, including the islands, rocks and atolls that make up the Paracel and Spratly Islands. China claims this territory despite a 2016 ruling that found that China’s claims had no basis in international law.
With international law doing little to curb China’s ambitions, more countries are using their militaries to challenge China’s claims. In 2024, more European navies operated in the South China Sea than previously in recent years, with Britain, France, Germany, Italy and the Netherlands all sending ships to the region. Meanwhile regional counties, such as Japan, Canada, New Zealand and Australia, stepped up their engagement, including via joint sailings with the Philippines in the South China Sea.
Different countries take different approaches to challenging China’s illegal claims in the South China Sea. Some militaries are operating within the nine-dash line. Others sail naval ships directly through the Spratly Islands. Some advertise their activities; others do not.
Only a few have conducted activities close to the Paracels, because doing so is unusually risky. A 2022 incident in which a Chinese pilot dumped chaff in front of an Australian P-8 Poseidon surveillance aircraft is an example of the risk.
The US is the only country to send aircraft or ships within 12 nautical miles of claimed features. By doing so, it would be entering territorial waters if China did in fact own the territory.
These military activities to challenge China’s claims have occurred since 2015:
Apart from countries around the South China Sea, which must routinely operate on or over it, the US has by far the most public and active military presence. In 2023, the US military conducted 107 activities, including six specific operations to challenge China’s illegal claims under the US Freedom of Navigation program. US activities are always accompanied by strong public statements.
France and Canada are both active in the region, including within the Spratlys. Both advertise their military presence and actions. Canada now carries journalists on some South China Sea transits. It has operated close to the Paracel Islands, but, as demonstrated when a Chinese fighter fired flares near a Canadian helicopter in 2023, doing so comes with risks. In 2015, France boldly exercised its right to freedom of navigation by sailing a task force through the Paracels.
Australia has an active military presence in the South China Sea. There’s evidence that Australia operates close to China’s illegal claims. However, the tempo and nature of its military challenges are hard to determine, because Canberra does not advertise them. China’s military has been aggressive in seeking to deter Australia from operating near the two island groups by engaging in unsafe intercepts.
New Zealand has a semi-regular presence inside the nine-dash line, commensurate with the size of its armed forces. Meanwhile, Japan has a growing military presence in the region and is increasingly working with partners, such as the US, Australia and the Philippines. As with Australia, there are signs that Japan and New Zealand operate close to, or within, the Spratly group, but neither publicise specific actions, so the nature of them is hard to determine.
Britain sent a carrier strike group through the South China Sea in 2021 and intends to do so again next year. The British military operates close to the Spratly and Paracel Islands and uses public messaging to reinforce the importance of sailing in these areas.
Signalling growing European interest in the region, Germany, the Netherlands and Italy sent navy ships to the area in 2024. But none seems to have overtly challenged China’s claims within the Spratlys or Paracels.
The most notable regional absentee is South Korea. In 2018, a South Korean destroyer, Munmu the Great, took refuge from a typhoon in the Paracel Islands. But Seoul quickly clarified that the ship was not there to challenge China’s claims. Likewise, when the littoral states of South East Asia routinely operate there, they do not directly challenge China’s claims via freedom of navigation transits.
The growing presence of European navies in the South China Sea and stepped-up activity of Asia-Pacific countries there is welcome. It’s helping to push back on China’s growing aggression and reinforce longstanding rules and norms that underpin regional prosperity.
Joe Keary is a senior analyst at ASPI. This article appears courtesy of The Strategist 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.
Vietnam Puts Strategic Airfield on Newly-Built Island in the Spratlys
Barque Canada Reef from space. Small-scale civil engineering works can be seen at center (Sentinel Hub)
Vietnam is building a new airstrip on newly-reclaimed land in its segment of the Spratly Islands, capping off a large-scale campaign of island-building that began in 2021.
According to Radio Free Asia, Vietnam added more than 600 acres of dry land to its holdings in the Spratly Islands over the last year alone, using a combination of shore-based dredging equipment and cutter suction dredgers. The largest amount of activity was on Barque Canada Island: it is nearly three miles long now, and has enough space to develop a strategic airstrip of military value (3,000-plus meters). The airstrip in progress is currently about 1,000 meters long and growing.
The Asia Maritime Transparency Institute (AMTI) predicted that Vietnam would install an airstrip on the island earlier this year, and suggested that it would help the Vietnamese military expand the reach of its maritime patrols.
According to RFA, Vietnamese sources expect that their government will add at least one more new airstrip in the area, and perhaps several. Barque Canada Reef is at the southern end of the archipelago, south and west of most of China's largest military installations. Vietnam also occupies islands to the north of Mischief Reef and Fiery Cross Reef, where China maintains naval harbors and large strategic airstrips, and the Vietnamese military could potentially straddle China's positions with new base infrastructure on either side.
Beijing's South China Sea Probing Initiative claims that the Vietnamese effort could eventually eclipse Beijing's massive military infrastructure program in the region. So far, however, China's response has been muted - unlike its confrontational and contentious relationship with Manila, which has an EEZ claim over the archipelago but no island-building programs.
The Philippines and Vietnam have moved to settle their maritime claim differences in the South China Sea, and have pledged to abide by the outcome of an international arbitration process. However, Vietnam is on track to have the upper hand in the area, according to Chen Xiangmiao of the pro-China National Institute for South China Sea Studies.
"With recent upgrades to its port facilities, Vietnam is poised to maintain a continuous maritime law enforcement presence, which will significantly strengthen its control over the entire Spratly region," Chen told the South China Morning Post. "These maneuvers could lead to an escalation in maritime interactions and competition between China and Vietnam, raising significant concerns for Chinese authorities."
Dominion Finishes First Installation Season for Virginia Offshore Wind Farm
Dominion reports 78 monopile foundations and four offshore substation foundations were installed this year (Dominion Energy)
Dominion Energy completed its first monopile installation season for the Coastal Virginia Offshore Wind farm reporting it exceeded installation targets while the overall project remains on schedule and budget with completion still projected for late 2026. The company highlights that the project demonstrates regulated offshore wind works in the United States while it has also taken steps to continue to build its offshore wind energy portfolio.
Offshore installation on the project which is approximately 27 miles off the coast of Virginia Beach began in May with a target of a minimum of 70 monopolies in the first season. As of August, it reported that number 50 was installed 33 miles off the coast and today they said the season ended with a total of 78 monopole foundations and four offshore substation foundations installed.
CVOW, the largest offshore wind project under construction in the United States, will consist of 176 turbines with a total capacity of 2.6 GW. The company reports the project is now 43 percent complete. The approved construction plan called for a pause of monopile installations during the winter and the whale migration season.
For the next few months, the company will focus on the installation of the first offshore substation, continued export cable lays, and onshore transmission construction, and placement of transition pieces on top of monopiles in preparation for turbine installation starting in 2025. The second installation season is scheduled to begin in May 2025.
The monopile foundations are being staged at Portsmouth Marine Terminal and manufactured by EEW SPC. DEME Offshore and its vessel Orion are undertaking the installations and in September also began the cabling. Siemens Gamesa Renewable Energy will supply the turbines.
After starting construction of the first project, Dominion also reported it had agreed to acquire from Avangrid an approximately 40,000-acre lease, known as Kitty Hawk North Wind, which is approximately 25 miles south of the first project. The acquisition was recently completed with the project renamed CVOW-South and Dominion reports it could support 800 MW of offshore wind generation capacity in the 2030s.
The company was also the successful bidder for an additional 176,505-acre lease area from the Bureau of Ocean Energy Management in August. Adjacent and to the east of where the company's Coastal Virginia Offshore Wind is under construction, the additional lease is located approximately 35 nautical miles from the mouth of the Chesapeake Bay. Dominion said it gives the company the option to pursue additional offshore wind development in the mid-Atlantic. The Bureau of Ocean Energy Management indicated the lease area could support between 2.1 gigawatts and 4.0 gigawatts of offshore wind energy generation.
Dominion Energy sold a 50 percent non-controlling interest in the Coastal Virginia Offshore Wind to infrastructure alternative investment firm Stonepeak. It received proceeds of $2.6 billion, representing reimbursement of approximately half of its project-to-date capital investment. Stonepeak will fund 50 percent of the remaining project costs as they are incurred.
First Large Containership Methanol Conversion Completed for Maersk Halifax
Ceremonies marked the compleition of the methanol conversion of Maersk Halifax (Photo courtesy of Zhoushan Maritime Safety Administration )
Ceremonies were conducted in China on October 29 marking the completion of the conversion of the Maersk Halifax into a dual-fuel methanol vessel. It is being hailed as a landmark in the effort toward green shipping as it becomes the first large, in-service vessel converted for methanol operations.
The work was completed at the Zhoushan Yatai Ship Engineering and Repair Co. where the vessel arrived in July, although work had begun with steel cutting in March 2024 after the 2023 contract signing. The shipyard prefabricated sections to speed the conversion time which is reported as lasting 236 days.
The modification project is reported to have involved the modification of the main engine, the installation of methanol tanks, and the lengthening of the overall lengthening of the ship. Built in 2017 in South Korea as the Maersk Honam, the vessel was a casualty in 2018 but rebuilt and returned to service renamed Maersk Halifax. Prior to the methanol conversion, the vessel was listed as 1,158 feet (352 meters) in length with a capacity of 15,226 TEU. The Chinese reports are saying the vessel is now 1,204 feet (367 meters) and Maersk lists the vessel with a nominal TEU capacity of 15,262.
“Retrofitting a MAN B&W engine to dual-fuel running is straightforward as our standard, electronically-controlled ME-C diesel engines are constructed as ‘dual-fuel ready’ and therefore readily retrofittable,” commented Klaus Rasmussen, Head of Projects and PVU Sales at MAN PrimeServ, when the contract was announced in June 2023.
Maersk noted however that it faced space challenges for the project which involves adding a new fuel line for methanol alongside the traditional fuel line. Alfa Laval provided the fuel supply system. Chengxi Walxin Special Coatings Co., a division of CSSC, applied a special inorganic zinc coating for the methanol tank which it reported is 2,800 square meters.
The vessel was reportedly fueled with methanol in mid-October. The Maritime and Safety Administrated listed the vessel as undergoing sea trials between October 16 and 20. Maersk’s online systems reflect the vessel as departed Shanghai on November 5 and making stops in China and South Korea before crossing the Pacific to APM Terminals Lazaro Cardenas in Mexico.
Maersk previously said it would continue the retrofit project to other ships of the class. They are planning a conversion on a sister ship timed to a special survey due in 2027.
Other major carriers including COSCO, CMA CGM, and Seaspan working with Hapag-Lloyd have announced plans for similar methanol fuel conversions. Work began last week at Shanghai COSCO Shipping Heavy Industry for the first project on a 20,000 TEU COSCO containership. This project is being promoted as another advancement as both the MAN S90 main engine and the Wärtsilä W32 auxiliary engine are being converted to operate on methanol. Steel cutting began for the project.
Maersk Signs Long-Term Methanol Sourcing Deal in China
Naming for one of Maersk's large methanol-fueled vessels in the UK (Maersk)
Maersk entered into a new long-term bio-methanol offtake agreement while highlighting that China continues to play a pioneering role in the development of alternative fuels. With this latest agreement, Maersk reports its combined methanol offtake agreements now meet more than 50 percent of the dual-fuel methanol fleet demand in 2027.
LONGi Green Energy Technology Co., a developer of photovoltaic and solar power projects and an electrolyzer manufacturer, will supply the bio-methanol produced at a facility in Xu Chang, Central China. The bio-methanol will be produced from residues of straw and fruit tree cuttings, with the first volumes expected in 2026. Full production is expected at the end of the decade.
Maersk notes that this agreement has evolved out of its growing global alternative fuels portfolio. The company which has previously said the supplies of the alternative fuel were in short supply notes that several of its other methanol projects “are currently in advanced stages of maturity,” including current efforts with several promising projects in the U.S. The company states that bio- and e-methanol continue to be the most promising alternative shipping fuels to scale up in this decade.
Developing a steady supply remains a key part of Maersk’s decarbonization strategy. The company notes that it now has seven of its dual-fuel methanol vessels, including six of the 16,000 TEU vessels in service. The company has orders for a total of 25 dual-fuel methanol vessels with the deliveries underway while it also has underway the conversion of its first in-service vessel to operate as dual-fuel methanol.
While the company continues to espouse the virtues of methanol, Maersk was seen as wavering on its strategy as part of its current fleet renewal program. In August, Maersk reported it had elected a mix of methanol and liquified gas dual-fuel propulsion systems saying in the short term, Maersk also foresees a multifuel future for the industry which includes liquified bio-methane. Once the fleet renewal is implemented, Maesk says around a quarter of its fleet will be equipped with dual-fuel engines.
“Global shipping’s main net-zero challenge is the price gap between fossil fuels and the alternatives with lower greenhouse gas emissions. We continue to strongly urge the International Maritime Organization’s member states to level the playing field by adopting a global green fuel standard and an ambitious pricing mechanism which the industry urgently needs,” the company said announcing the new offtake agreement.
Maersk says it believes that the future of global logistics will see several pathways to net-zero, with today’s agreement underscoring the continued momentum for methanol projects.
China continues to play a pioneering role, and it is encouraging to also see strong market developments in other geographies as well. One example is the US where we are engaging closely with several promising projects.
Judge Vacates Permits for Construction of New Delaware Container Terminal
Rendering of the planned Edgemoor container terminal to expand the Port of Wilmington (Diamond State Port Corporation)
Plans to develop a massive new container terminal in Wilmington, Delaware that will quadruple the port’s capacity and dramatically increase vessel traffic were put on hold by a U.S. District Judge who vacated the construction permits. Judge Mark Kearney on Monday, October 28, sided with the Port of Philadelphia (PhilaPort) and ruled that the U.S. Army Corp of Engineers had improperly approved permits for dredging and construction of the new terminal.
The competing ports have long been arguing over the plan for Wilmington to dramatically increase its capacity. Delaware officials cited the limited capacity and relatively shallow waters at Wilmington’s current terminal when they launched plans for the new Edgemoor terminal which would be about two miles to the north of the current facility. They are billing Edgemoor as the largest new terminal on the Delaware River since the opening of the Port of Wilmington in 1923.
Diamond State Port Corporation which controls the Port of Wilmington bought in 2017 a former industrial site at the conjunction of the Delaware and Christina Rivers. Its plan was further enhanced when it switched port operators with a new long-term contract with Enstructure which also holds a large adjacent piece of land. The Massachusetts-based company took over the operation of the Port of Wilmington in July 2023 from a U.S. division of Gulftainer.
With an estimated construction cost of $635 million, Edgemoor would have an annual capacity of 1.2 million TEU in addition to the current 400,000 TEU at the Port of Wilmington. The terminal would also be dredged to a 45-foot depth which the operators said would permit a 55 percent increase in vessel traffic as well as handling larger vessels. Delaware has committed $250 million toward the construction of the terminal saying it would be a major contributor to the state’s job market and economy. Enstructure would invest more than $300 million to develop the terminal and the EPA announced earlier this week a further $127 million federal grant to be used at the Port of Wilmington and Edgemoor for eco-friendly equipment.
Approximately 25 miles to the north along the Delaware River, PhilaPort and Holt Logistics Corp. operate larger container terminals in Philadelphia and South Jersey. Philadelphia has ambitious plans to further expand its container port operations, but Edgemoor which would be closer to the Atlantic could be a significant competitor.
The Port of Philadelphia and Gloucester Marine Terminal in New Jersey filed suit against the U.S. Army Corps of Engineers after they announced the granting of permits for the dredging and construction of Edgemoor. They argued that the Army Corps did not follow procedures and did not “engage in reasonable decision-making,” when it granted the permits. They argue the new terminal and a newly created turning basin in the Delaware River would block river traffic and create a safety and navigation hazard.
Wilmington contends the new terminal would be good for the region attracting more business and investments. Many observers however believe Philadelphia fears Wilmington would draw away volume from the ports especially because of its more convenient position for ships.
Judge Kearney found for Philadelphia ordering the Army Corps to re-evaluate the plan and specifically Philadelphia’s objections. The Army Corp could appeal the court’s decision.
Delaware officials while not named in the suit objected to the decision and its impact. They said this would only delay their efforts and that they would be working closely with the Army Corps to address the concerns and complete the plan for the new terminal.
RIP
All Hands Feared Lost from Philippine Cargo Ship Missing for a Week
A cargo ship operating in the Philippines with 10 crewmembers went missing a week ago (PCG)
The Philippine Coast Guard on Thursday reported that it was investigating the growing number of reports of debris and a possible sighting of bodies after days of intensive searching for a missing coastal cargo ship. Contact was lost with the vessel during one of the recent typhoons that hit the area.
Shipping company Synergy Sea Venture told the Philippine Coast Guard that its vessel MV Sta. Monica-A1, had 10 crewmembers when it set out last week. The vessel had reported encountering heavy weather and due to the adverse conditions was seeking shelter.
The search was launched on October 27 when the shipping company said it had not been able to contact the crew. The Coast Guard was conducting aerial searches hoping that the vessel had sought shelter in a remote area while also asking for the aid of ships in the area.
Philippine Coast Guard is searching from air and water for the missing vessel (PCG)
Fishermen located the first pieces of debris handing over to the Coast Guard 10 LPG tanks that were recovered. The Coast Guard was able to confirm the origins of the tanks and that they had been sold to a local buyer. On October 29, a resident of the region also reported to the Coast Guard that his nephew had recovered a life jacket marked "MV Sta Monica-A1" and two unmarked life rings approximately 10 nautical miles off Paluan during a fishing trip in the northwest Philippines. These items were also turned over to the CGSS Mamburao.
In response to the developments, the PCG-251 Islander of PCG conducted an aerial search over the waters off North East El Nido and Mamburao, Mindoro, in an effort to locate further signs of the missing vessel. The PCG reported it was continuing its coastal and seaborne patrols in search of further debris and signs of the missing vessel.
Local fishermen however have told the Coast Guard that they saw at least two bodies floating in the water approximately 14 nautical miles off Paluan. Other fishermen have now reported also seeing debris and possibly more bodies but said due to the proximity of the floating objects they were unable to get closer to investigate.
Body of Missing Canadian Coast Guard Crewmember Found off Newfoundland
Canada's federal police force says that it has identified the body of a Canadian Coast Guard crewmember who went missing from the cutter CCGS Vincent Massey last month. The search and rescue mission had long since ended, and the unexpected discovery of the remains brings closure to the case.
The crewmember went missing at some point between September 15-16 while the vessel was operating off the coast of Newfoundland. The ship's crew discovered a possible MOB situation when the ship arrived in St. Johns on the morning of the 16th and the crewmember could not be located on board. After an extensive search of the vessel, the Coast Guard launched a large-scale SAR operation with its own assets and assistance from good Samaritans.
Given the cold water off Newfoundland, the odds of survival were low, and the search was called off on the 17th. "We are devastated to confirm that one of our own employees has been lost at sea," the CCG said in a statement on the 18th.
More than a month later, on October 19, a commercial vessel found and recovered human remains in Placentia Bay, about 80 nautical miles southwest of St. Johns. On Wednesday, the Royal Canadian Mounted Police confirmed that the body belonged to the missing CCG crewmember from Vincent Massey.
Canadian Minister of Public Services and Procurement Jean-Yves Duclos identified the deceased as Jocelyn De Varennes, a resident of Quebec and an electrical officer aboard the Massey. The CCG will fly flags at half mast through November 3 in De Varennes' memory.
CANADA/U$A
North Pacific Patrols Again Document Widespread Illegal Fishing
Sir Wilfrid Laurier led the efforts for the Canadian Coast Guard (CCG photo)
The waters of the North Pacific continue to be hotspots for illegal, unreported, and unregulated (IUU) fishing, report the U.S. and Canadian Coast Guard at the conclusion of more than two months of patrols. They are reporting the harvesting of shark fins continues unabated, as are criminal activities largely masterminds by dark fleet vessels.
The annual multinational mission known as Operation North Pacific Guard included patrolling the waters both at sea, in the air, as well as through satellite observations. They report it has once again exposed the deeply rooted menace of IUU.
The mission, which is led by Canada and brings together partners including the U.S., Japan, and Korea, saw Canadian fishery officers and crew aboard the multipurpose coast guard ship Sir Wilfrid Laurier patrol over 20,000 kilometers of North Pacific waters. During the mission, they conducted inspections of 15 fishing vessels and found illegally harvested shark fins, evidence of fishing during a closed season, and unreported catch. They also documented instances of marine pollution.
USCG images from 2024 patrol
The officers also discovered that many vessels had their monitoring systems switched off. They reported the vessels were attempting to carry out the criminal activities as dark vessels.
Apart from the sea patrols, Canada also conducted aerial observations flying over 50,000 nautical miles over the course of 34 patrols, and visually inspected 407 vessels. They reportedly discovered additional incidents of shark finning, the targeted harvest of dolphins, pollution incidents, and vessel marking violations.
The U.S. Coast Guard cutter Midgett, which was part of the mission, conducted 21 high-seas boardings and inspections that detected four potential fishery violations under international laws. In the air, the USCG observed 411 vessels and was able to detect potential shark finning violations and improper fishing vessel markings on multiple vessels.?
The mission report highlights that IUU fishing, which is detrimental in the long-term, undermines national security, international relations, and global economics, continues to flourish. Annually, up to 27 million tons of fish are caught illegally worldwide, a demonstration officials said of a vibrant underhand industry that is responsible for depleting fish stocks. The illegal activities also threaten the livelihoods of legitimate fish harvesters around the globe.
“Canada’s ongoing presence in the North Pacific is an example of the multi-national cooperation required to monitor and protect fish stocks and marine ecosystems,” said Diane Lebouthillier, Canada’s Minister of Fisheries, Oceans and the Coast Guard.
Operation North Pacific Guard aims to monitor and enforce the United Nations ban on high seas driftnets and to ensure compliance with regulations that protect against IUU fishing. Fishery officers also collect environmental data and water samples to support the understanding of the high seas environment, including the migration range of species of interest, such as Pacific salmon, and the levels of microplastics in the water.
During this year’s mission, Canadian officers reported they had their first opportunity to enforce the newly adopted ban on Pacific salmon retention, which has been in force for North Pacific fishing fleets since this July.
“IUU fishing is a complex and global problem that calls for an international unified response,” said Capt. Ryan Waters, chief of enforcement for the Coast Guard’s Seventeenth District. “North Pacific Guard is a prime example of a strong, sustained?multi-lateral partnership to maximize the impact of collective counter-IUU fishing enforcement efforts and promote the rule of law at sea.”?
Operation North Pacific Guard is supported by funding from the Pacific Salmon Strategy Initiative, which aims to enhance conservation, protection, and enforcement efforts in high-risk areas for Canada’s Pacific salmon stocks.
Apart from countries around the South China Sea, which must routinely operate on or over it, the US has by far the most public and active military presence. In 2023, the US military conducted 107 activities, including six specific operations to challenge China’s illegal claims under the US Freedom of Navigation program. US activities are always accompanied by strong public statements.
