Saturday, December 02, 2023

India Moves Ahead With Plans for Mega-Port in Nicobar Islands

A forest reserve on Great Nicobar (Prasun Goswami / CC BY SA 4.0)

India’s government has announced progress in the construction of the proposed International Container Transshipment Port (ICTP) at Galathea Bay, on Great Nicobar Island. This follows a visit last week by the Minister for Ports, Shipping and Waterways Shri Sarbananda Sonowal, who held a review meeting on the construction timeline of the project.

At an estimated cost of over $5 billion, ICTP is envisaged as a key project under India’s newly launched Amrit Kaal Vision 2047 - a strategic blueprint by the Indian government to spur maritime development in the country. The development of ICTP is anchored primarily on its strategic location, 40 nautical miles from the lucrative Colombo-Singapore route via Malacca Strait. Further, the terminal will have a natural water depth of over 20 meters, suitable to handle the largest container ships.

“This project will be a major landmark in developing India to become a self-reliant nation and will support economic development of the country,” said Shri Sonowal.

In November 2022, the Ministry of Environment and Forests issued an environmental clearance for the project. A forest clearance for the project site has also been obtained.

Recently, the Ministry of Finance granted “In-Principle” approval for the ICTP development. With this, it is expected that the tenders for the construction of the first phase of the project will be announced early next year, according to a statement by the Ministry of Ports and Waterways (MoPSW). The terminal is expected to be developed in four phases until 2058 and will have a capacity to handle 16 million TEUs per year at full buildout.

For years, India’s maritime sector has been hobbled by poor port infrastructure. Nearly 75 percent of India’s transshipped cargo is handled outside the country at Colombo, Singapore and Port Klang.

To reverse this situation, MoPSW established the Sagarmala Program, identifying 574 projects across the areas of port modernization and new port development. This includes creation of three megaports from the country’s existing port clusters and two new major ports with a capacity for over 500 million tons per year. ICTP is one of these major new port projects.

In October, Adani Ports inaugurated Vizhinjam, hailed as India’s first deep-water port. The port is designed to position the country as a global transshipment hub.

Meanwhile, development of ICTP is not without controversy, as some are concerned with the scale of the project in a rather pristine island. The Great Nicobar Island is an ecological paradise hosting a unique and threatened tropical evergreen forest ecosystems, which are also designated as UNESCO World Biosphere Reserve. Further, the project site - Galathea Bay - is a nesting ground for the leatherback turtle. In this regard, environmentalists and scientists have raised questions over whether the damage to the biological and cultural heritage of the area can be mitigated by the project contractor.

Unions Schedule Strike Vote for Royal Navy’s Royal Fleet Auxiliary

Royal Fleet Auxiliary UK — UK unions have schedueld a strike vote for the civilian employees of the Royal Navy's RFA (file photo)

The UK has experienced several very high-profile labor disputes hitting everything from railways to ports and the postal service, as it like the rest of the world emerges from the pandemic and feels the impact of high inflation. However, if the powerful trade union group Nautilus and the UK’s National Union of Rail, Maritime and Transport Workers (RMT) follow through on the plans, the next strike would be the most high-profile of them all, the Royal Navy’s Royal Fleet Auxiliary, the civilian supply arm of the Navy.

Nautilus International, the union representing officers at the Royal Fleet Auxiliary (RFA), confirmed in an announcement today its intention to conduct a ballot for an industrial action. They plan to launch the ballot on December 6 seeking authorization to proceed with a strike against the RFA. The RMT, which says it represents about 500 RFA members, had in mid-October announced that it was planning to launch a strike authorization vote.

Nautilus says that alongside the RMT union, the two organizations began arbitration with the RFA using the UK’s advisory, conciliation, and arbitration service (ACAS) to resolve a pay dispute in the new contract. Because they have not reached what they call “a suitable resolution” and no improved offer has been made, Nautilus believes it has no option but to ballot for an industrial action.

“Industrial action at the RFA will cause significant disruption and severely limit the UK’s naval capacity,” predicts Nautilus head of recruitment and membership Derek Byrne. “Nautilus members have clearly indicated their frustration at the latest offer of 4.5 percent concluding it does nothing to repair the damage done since 2010. Over a decade of pay restraint leading to significant real-term pay cuts has led to systemic barriers for the RFA to retain and recruit maritime professionals. This has, in turn, led to widespread poor morale across the workforce.”

The RFA is the civilian arm of the Royal Navy. The mariners are trained by the Royal Navy and the civilian-crewed ships, which include support and supply vessels and tankers, provide vital logistic and operational support to the Royal Navy and Royal Marines. According to the Royal Navy, the RFA is the largest British employer of British non-military merchant navy sailors and personnel who have all the benefits that come from being Ministry of Defence-employed civil servants.

Nautilus reports that the latest offer was a 4.5 percent pay offer that falls far below the rate of inflation. Justifying their actions, they highlight that since 2010, RFA employees have faced what the unions say is a pay cut in real terms of over 30 percent. Nautilus contends the situation had led to significant challenges in recruitment and retention and low morale across the workforce.

The union organizations are calling for “a pay increase reflective of the real terms pay cut since 2010 and the current high levels of inflation.” They contend that RFA members have consistently seen their pay fall below other services, such as the armed forces, police, fire, and ambulance.

UK Deploys One of its Most Advanced Vessels to the Middle East

HMS Diamond destroyer — HMS Diamond, one of the Royal Navy's most advanced vessels, is being deployed to the Middle East (Royal Navy)

One of the Royal Navy’s most advanced vessels, the HMS Diamond, one of the six-member Type 45 destroyers launched a decade ago, is underway to the Middle East. The vessel departed Portsmouth a week ago the Royal Navy reports with a mission to strengthen patrols aimed at ensuring freedom of navigation, reassuring merchant vessels, and ensuring the safe flow of trade.

“Recent events have proven how critical the Middle East remains to global security and stability,” said UK Defence Secretary Grant Shapps revealing the deployment on November 29. “From joint efforts to deter escalation, following the onset of the renewed conflict in Israel and Gaza, to now the unlawful and brazen seizure of MV Galaxy Leader by the Houthis in the Red Sea – it is critical that the UK bolsters our presence in the region, to keep Britain and our interests safe from a more volatile and contested world.”

The UK has already stepped up its presence in the region after Iranian vessels harassed merchant ships earlier this year. Shapps highlights the importance of the region noting that each day around 115 major merchant ships pass through the Strait of Hormuz and around 50 large merchant ships pass through the Bab-el-Mandeb connecting the Red Sea to the Gulf of Aden. While the UK did not reveal the exact departure date, it appears to have come before the most recent incidents and the warning issued to shipping by the UK on Wednesday.

The Diamond will be joining the HMS Lancaster, an older frigate (built in 1992) that has been deployed to the region since 2022. In addition, three mine hunting vessels, HMS Bangor, HMS Chiddingfold, and HMS Middleton, and a Royal Fleet Auxiliary support ship, RFA Cardigan Bay, are also deployed as part of the operation, helping to keep the vital trade routes of the Middle East open for business.

The Royal Navy said HMS Diamond departed last week (Royal Navy photo)

The Royal Navy highlights that the Diamond was dispatched on short notice. She had just completed three months of operations in Northern Europe with the UK’s Carrier Strike Group. She was providing air defense for the carrier HMS Queen Elizabeth.

The destroyer, which is 152 meters (498 feet) in length and displaces 7,350 tonnes, has a top speed of 30 knots. Commissioned in 2011, she carried a normal complement of more than 200 and has a range of 7,000 nautical miles.

The Royal Naval highlights the class was built for anti-aircraft and anti-missile warfare, equipped with some of the most sophisticated long-range and missile detection radar. The SAMPSON system lets the Diamond track threats from over 250 miles away as well as guide friendly missiles. The Sea Viper missile system can launch eight missiles in under 10 seconds and guide up to 16 missiles simultaneously.

The Diamond is also carrying a Wildcat helicopter with Marlet air-to-surface missiles. The destroyer is armed with a 4.5-inch main gun as well as its sophisticated electronics. She expands the air coverage as the Lancaster is also equipped with a Wildcat helicopter which has been central to her activities since arriving in the region last year. According to the BBC, Lancaster is scheduled to remain on station in the Gulf region until at least 2025.

Freighters Collide in Kerch Strait

Last week, Russian maritime safety authorities closed the Kerch Strait to navigation through November 30 due to severe stormy weather. On Wednesday, three merchant ships collided in a pileup in the strait - exactly the outcome that the closure was intended to avert.

Video of the collision has circulated on social media. According to the Ukrainian Navy, the accident was caused by a "violation of water safety requirements."

"The Russian occupiers constantly neglect security requirements. They turn off, for example, the system of identification of ships in the area so that it is impossible to see how they violate international maritime law," said Ukrainian Navy spokesman Capt. Dmytro Pletenchuk in a radio interview (transcribed and translated by Ukrinform).

Pletenchuk noted that the Kerch Strait Bridge's pylons create an artificially narrow passage through the strait, restricting transits between the Sea of Azov and the Black Sea. The construction makes it easier for Russia to control marine traffic, as its border service has previously done by maneuvering a freighter lengthways across the opening (in fair weather).

A video of the collision shows two freighters stopped in close proximity to each other and rolling heavily. The bows of the two vessels make contact from the rolling at low speed. The extent of damage was not reported.

Ukrainian Telegram channel Shot identified the ships as the Matros Shevchenko and Matros Pozynich. The outlet said that after the collision, the two vessels drifted into an anchored ship, the Kavkaz-5.

Russia's ferry operations across Kerch Strait have also been suspended because of the storm. The severe winter weather has caused multiple casualties and navigation closures around the region, affecting the ports and waterways from Russia to Turkey to Greece.

UK MAIB: Watch Officer was Sleeping and Likely Drunk as Cargo Ship Grounds

cargo ship grounding — BBC Marmara grounded in July 2021 in Scotland (file photo courtesy of Briese Schiffahrts)

The UK Marine Accident Investigation Branch (MAIB) issued a damming report today investigating the 2021 grounding of a cargo vessel on the west coast of Scotland. They identify issues including the fact that the watch officer was likely drunk and sleeping when the vessel grounded as well as endemic issues in the industry of falsifying records and disabling bridge alarms. The local control station was also overwhelmed and distracted by other duties meaning it failed to challenge the vessel as it failed at several steps before the grounding.

The findings were considered sufficiently alarming that MAIB followed up its specific recommendations to the shipping company, Briese Schiffahrts of Germany in the case and to the Maritime and Coastguard Agency, with a broader safety flyer to the shipping industry. They are warning of the dangers of “circumvention of navigational safeguards.” They are urging ship owners and managers to carry out detailed and accurate reviews looking at the use of lookouts and navigational systems while highlighting in the report the frequent violations or flagrant falsifying records. The issue of ships disregarding the requirement for lookouts at night and in low visibility situations has surfaced recently in other cases such as collisions in the North Sea, including the fatal collision of the Scot Carrier and Karin Høj in December 2021.

The 46-page report details the investigation into the grounding of the BBC Marmara, a 5,344 GT multipurpose dry cargo vessel built in 2010 and registered in Portugal. Manning requirements called for 12 crew to be aboard and the vessel was properly staffed with 11 Russian/Ukrainian nationals and one German.

The vessel departed Ireland on July 23, 2021, carrying 1,407 metric tonnes of reinforced concrete beams and was sailing to Scotland. The approved routing called for the vessel to navigate the Scottish coast to the port of Scrabster on the north coast of Scotland.

On the evening of July 24, the second officer, a 37-year-old Ukrainian who had been working for Briese since 2014, was in the cabin of the vessel’s able seaman along with a cadet. He later admitted that he was drinking beer and had a Jagermeister, a German drink that is 35 percent alcohol by volume, for three hours before his watch. Shortly before midnight, he went to the bridge and did a handover and conversation with the master of the vessel before taking the watch. The report does not address if the master observed any signs of drinking.

The drinking, however, did not stop there. Shortly after his watch began, the AB and cadet joined him on the bridge and were drinking beers, which they said the master had given them. They were also talking and the report says music was played.

Shortly after 0200, the BBC Marmara overshot a planned course alteration, and the Electronic Chart Display (ECDIS) and Information System’s alarm began sounding. It rang 15 times before a course correction was made. About 40 minutes later, the vessel missed a reporting call to the traffic monitoring station and at 0330 the ECDIS “look ahead alarm” went off. The vessel was moving at 11.2 knots and two minutes later went aground causing what MAIB describes as “significant damage,” with a survey showing the bow thruster and forepeak tank were penetrated.

Damage pictures from MAIB report

During their investigation, the review of the vessel’s voyage data recorder picked up “loud snoring” at 0248 and it continued intermittently as the vessel crossed its planned track. Despite Briese’s written policy saying a lookout was mandatory during darkness and restricted visibility, they found the second officer was alone on the bridge except for the brief period when he was socializing. They also noted that the shipping line’s policy prohibited the consumption of beverages above 19 percent alcohol while onboard.

The logs indicated however that a lookout was present. MAIB writes in the report, “It has become accepted practice on aboard to falsify documentation to satisfy the requirement of port state, flag state, and internal audits and inspections.” They also found that the crew considered the Bridge Navigational Watch Alarm System “an inconvenient distraction” and frequently disabled it as well as setting “inappropriate” limits on the ECDIS.

The final safeguard in this instance, the Stornoway MRCC, they found was distracted by another task. The VTM operator on duty was busy and failed to challenge the BBC Marmara. MAIB says staffing was at recommended levels but it did not reflect the other required functions of the staff when multiple incidents were underway. The report also notes that this was the third grounding of a general cargo vessel within the UK coastguard monitored area in a three-year period.

The ship owner and the Maritime and Coastguard Agency responded to the report and findings taking specific actions. MAIB however calls for a study of personnel issues and the impact of tasks for the MCA while calling for Briese to implement crew resource efforts and review and implement management assurance tools. At the same time, they are cautioning the broader industry that this and other similar recent cases highlight the need to adhere to navigation safeguards.

Navy Divers Show Details of Challenging Plane Salvage Project off Oahu

The U.S. Navy has released underwater footage from the wreck site of a maritime patrol plane that overshot the runway at the Marine Corps airfield at Kaneohe Bay, Hawaii last week. Luckily, the video appears to show only slight damage to the reef structure on the bottom.

At about 1400 hours on Nov. 20, a P-8 Poseidon attempted to land on the main runway at Marine Corps Base Hawaii. It failed to stop before the end of the pavement and skidded into the water, according to a Marine Corps spokesperson. The plane came to rest in shallow water just offshore.

Multiple federal and local first response agencies attended the scene. All nine crewmembers were able to make it to shore, and no injuries were reported. The Navy deployed three layers of boom around the plane to prevent any potential fuel spill from escaping into the bay; this proved unnecessary. The aircraft has now been fully defuelled, without any reported mishap or leakage.

Now that its fuel has been pumped off, the plane is making contact with the bottom at only two points, the Navy said this week. It is secured to mooring points in order to prevent it from drifting off.

The video suggests that the plane is essentially intact, including its landing gear and underbelly. The Navy is working on a salvage plan, and is prioritizing safety and environmental protection, it said in a statement. An investigation into the cause of the accident is under way, with an aim to prevent similar incidents in the future.

According to local media, two different salvage options are under consideration. The first would be picking it with a large crane and placing it on shore. The other would be to use roller bags to support it and then roll it back up onto the runway.

Maersk Tankers Looks to Lead Industry with Order for Large Ammonia Tankers

After having left ship ownership to become a manager and pool operator, Maersk Tankers along with investment partner Mitsui & Co. looks to lead the tanker sector into ammonia transportation. The company, which is owned by A.P. Moller Holding and has Mitsui as an investor in Maersk Product Tankers, placed the largest tanker order to date in the ammonia sector.

Maersk Tankers reported that it has placed an order with Hyundai Samho Heavy Industries in South Korea for large ammonia carriers. It includes a firm order for four tankers as well as options for up to six additional vessels. Maersk Tankers will operate the vessels and expects them to enter the charter pool by 2027 with Mitsui as a co-investor in the first four vessels. HD Korea Shipbuilding & Marine Engineering, the holding company for the shipyard, reported the value of the four-vessel order at $432.4 million.

Maersk highlights that many of today’s clean ammonia projects under development will require seaborne transportation. Ammonia is poised to become a fuel source as well as a carrier for hydrogen which can be released through a cracking process. Maersk Tankers looks to become a first mover in the sector responding to the market which is looking for solutions to transport larger volumes of ammonia.

“Concrete actions are needed for the tanker industry to progress the energy transition, and in Maersk Tankers, we want to play our part in making transportation of clean energy a reality,” said Tina Revsbech, CEO of Maersk Tankers.

The newbuilds will have a capacity of 93,000 cbm, which will be among the largest ammonia carriers in operation, capable of carrying a full cargo of ammonia. The first four VLACs are due to be delivered between late 2026 and the second half of 2027.

Maersk Tankers reports it is working with MAN Energy Solutions and Hyundai Heavy Industries’ Engine Machine Division (EMD) to make the vessels capable of running on ammonia. However, a decision to install ammonia-capable engines requires both regulatory and customer support.

Hyundai's rendering of large ammonia gas carriers

Both companies look to leverage their experience in gas tankers to develop this new segment of the market. Maersk Tankers highlights it was an early entrant into LPG and ammonia shipping starting in 1972 and continuing till it sold its gas tanker business in 2013. This year, the company again began managing gas tankers and reports it has nearly 30 very large gas carriers VLGCs now under management. Maersk Tankers manages a fleet of 150 vessels with 40 pool partners.

HD Korea Shipbuilding has been working on the development of designs for large ammonia gas carriers, having previously received design approvals from leading classification societies. Hyundai is building the segment reporting in September an order for four 88,000 cbm ammonia tankers with two to be delivered to EPS while the other two are being built for Greece’s Capital Management and will be operated by EPS. The deliveries are anticipated to begin in the second half of 2027 and each contract includes an option for one additional vessel.

Hyundai highlights that its shipbuilding operation has won approximately 61 percent of the orders for ultra-large LPG and ammonia carriers placed this year. They have a backlog of 23 ships from a total of 38 orders placed for gas carriers. In total, Hyundai’s shipbuilding companies have received orders valued at $15.74 billion in 2023 for a total of 154 vessels and a floating offshore production unit. HD Korea Shipbuilding reports that the orders represent more than 138 percent of its yearly target.

CMB.TECH Leads Effort to Build Four Hydrogen-Powered Shortsea Cargo Vessels

hydrogen shortsea cargo vessel — The vessels use an innovative design that provides space for hydrogen or other alternative power systems (Boeckmans)

Plans were announced for four hydrogen-powered general cargo vessels as the Saverys continue to push forward on multiple fronts with their efforts to develop what they are calling future-proof shipping. The announcement of the order for the cargo ships follows the news yesterday that they have also expanded their order for hydrogen-powered Commission Service Operation Vessels (CSOV) for the offshore wind sector.

Through their company CMB.TECH and in a partnership with Belgian shipowner and operators of shortsea vessels Boeckmans, the Saverys will build four hydrogen-powered vessels. They will be 5,000 dwt general cargo vessels suited for shortsea routes and designed to significantly reduce greenhouse emissions.

“By embracing innovative propulsion systems such as hydrogen, we are not just building ships; we are working toward a greener future for global trade routes,” said Alexander Saverys, CEO of CMB.TECH, announcing the order.

The vessels will be built at the Dung Quat shipyard in Vietnam with the first vessel expected to be delivered in the second half of 2025. The partnership said they will be deployed on major sea routes, including northern Europe, the Mediterranean, North Africa, and West Africa.

The four vessels will be based on an innovative design developed jointly with Dutch shipping company Handelskade. The concept places conventional diesel-electric engines under the ship’s forward accommodations block. As such they are also making the stern area available for alternate propulsion systems, such as hydrogen or other alternative low-carbon engines. This configuration also provides ample space available for the storage of these alternative fuel sources away from the accommodations.

“The ship’s primary design philosophy is to achieve lower emissions through hull shaping, innovative design, and the application of the latest technologies,” explains Pierre Durot, Director of Boeckmans.

By optimizing the design for the hull and the vessel’s operations, Durot highlights that they have already achieved a 40 percent reduction in emissions compared to traditional general cargo vessels operating with diesel propulsion.

“This can be reduced even further by implementing new sustainable propulsion systems,” says Durot. “The ship’s diesel-electric configuration simplifies the integration of new systems into the power grid and creates storage space for fuels such as hydrogen.”

The Saverys look to increase the use of alternative fuels including hydrogen and ammonia in all segments of the shipping industry. They have previously announced plans for a large bulker using alternative fuels. Yesterday, they confirmed that they have expanded an order with Damen Shipbuilding Group to five CSOVs that will be powered by hydrogen. They reported that construction has already begun on the first of the vessels and they will incorporate a hydrogen propulsion system similar to the technology used for the first hydrogen-powered crew transfer vessel.

Outlining their vision for the future, the Saverys detailed with their plans for tanker company Euronav efforts to accelerate the use of alternative fuels. They look to lead the shipping industry in the adoption of new power sources including ammonia and hydrogen.

EUNAVFOR Provides Details on Abducted Fishing Boat to Somalia for Follow-Up

fishing boat seized by pirates — Fishing dhow was tracked by EURONAV Operation ALALANTA before enter Somalia's territorial waters (EUNAVFOR)

The joint EU-sponsored force responsible for maritime security along the East African coast including Somalia reports that it has tracked and provided details to the Somali police forces for follow-up on the recent security incident. First reported a week ago, the disappearance of a fishing boat raised fears of new piracy activity in the northwestern Indian Ocean off Somalia and came days before the assault on the tanker Central Park, which the U.S. blamed on pirates.

Media reports in Somalia last week highlighted the seizure of the ALMERAJ 1 possibly as a stateless vessel involved in illegal fishing activities. The report said that pirates had seized the fishing dhow and were demanding $400,000 in ransom while threatening to use the vessel as a mother ship for additional assaults on commercial shipping.

The European Union Naval Force Operation (EUNAVFOR) ATALANTA which monitors shipping to maintain security in the region reports it was informed of the incident on November 22 by the commander of the Somali Coast Guard. EUNAVFOR began investigating the reports of an abduction of what they are calling an Iranian-flagged fishing dhow off the coast of Eyl (Puntland, Somalia).

Operation ATALANTA monitored the dhow closely for more than 230 nautical miles away from the coast of Somalia. This included the deployment of an unarmed drone and the involvement of the EU embassy in Mogadishu and the Somali authorities. An Italian and a Spanish warship are currently deployed to the area of operation for Operation ATALANTA.

EUNAVFOR reports tracking the vessel including through the use of a drone (EUNAVFOR)

“Ultimately, having also lost its two towed skiffs in adverse weather, ALMERAJ 1 reversed course toward the Puntland coast and reached the Somalia territorial waters,” reports the command of the EU operation. After being closely monitored by ATALANTA units, they communicated its last known position to the Somali police forces. “Eventually, Somali police forces took over the escort to shore, and for following actions with regard to the suspected pirates.”

EUNAVFOR reports that the last piracy incident in the region took place in 2019. The operation remains vigilant to any maritime security events in its area. They also strongly recommend merchant and other vulnerable vessels register in the Maritime Security Centre - Horn of Africa's Voluntary Registration Scheme, to provide the most effective monitoring and response by ATALANTA forces and their partners in countering maritime security threats.

Operations and the registration requirements transitioned to a voluntary basis after the successful efforts reduced the risk and ended the frequent actions against merchant ships in the region. However, with renewed tensions across the region, the U.S. and UK issued new security warnings this week for all ships operating in the areas ranging from the Gulf of Aden, the Indian Ocean, and the Persian Gulf.

Scotland’s Last Lightship is Falling Apart and Will be Deconstructed

North Carr Lightship Scotland — North Carr (2009 photo) is Scotland's historic lightship but is slated to be deconstructed in 2024 (M J Richardson photo - CC BY-SA 2.0)

Scotland’s last lightship, and one of the final surviving examples of the unique and critical part of navigation safety, is in critical condition and likely to be dismantled starting in 2024. The charitable organization that controls the vessel known as North Carr, reports it determined given the state of the vessel, there is no alternative except to scrap the ship.

“Over the past five years, it has become apparent the hull has suffered a significant level of decay,” wrote Taymara, a Scottish charity founded in 2007 to utilize the founders’ maritime skills and volunteering for the benefit of the community. The charity acquired the lightship in 2010 for £1 million intending to stabilize it, ultimately securing a permanent berth, and raising money for its full restoration. They contend over the past 13 years they spent £70,000 on the ship and countless volunteer hours.

Built in 1933, she was only one of two light vessels in Scotland, serving as an important marker for navigation. She is just 101 feet in length (30.78 meters) and has no propulsion. She had to be towed to her service points. In addition to her light, she was outfitted with a power horn used to warn ships. Her light is situated 40 feet above sea level and the directional foghorn reportedly has a range of ten miles. It was known to deafening.

In 1988 while she was still in good repair a decade after retirement - Timwether photo in public domain

She is credited as providing a critical service during World War II when she was repositioned to a point between the Mull of Kintyre and the Mull of Galloway. Her light was only lit at pre-arranged times for security, but she provided a vital navigation point both for the Arctic convoys and the troopships heading into and out of the Clyde.

Returning to normal service after the war, in 1952, a major refit was undertaken, installing new diesels and generators. A radio beacon was installed in 1954 and two years later the Watch House was built.

The coast of Scotland was battered by one of the worst gales in history in December 1959 and the North Carr at about 2:00 a.m. in the midst of the storm issued a distress call after breaking her moorings. Most of the RNLI lifeboats were unable to leave the harbor due to the storm, but the Broughty Ferry crew was in a more sheltered station and launched their boat, Mona, in a desperate attempt to save the crew of the North Carr. The Mona, however, was lost in the storm, with the bodies of seven of her crew found on the beach at Buddon Ness the following morning. The light vessel crew were eventually rescued by an RAF helicopter.

The lightship was decommissioned in 1975 and laid up at Leith intended for scrap. However, the following year she was purchased for display and in 1977 opened to the public. In 1989, financial and technical problems resulted in her closure. She reopened in 1992, but was sold in 1995 to Dundee City Council and 15 years later to the charity. She is registered with National Historic Ships UK.

She is decaying with the charity saying she becoming unsustainable (Taymara)

In recent years, the North Carr has suffered damaging leaks, the spread of extensive rust, and leaks in the hull which volunteers repaired with emergency cement boxes and other means. The vessel is largely original from 1932 and now the charity reports the time has come “when no more can be done.” They fear her deteriorated state will lead to her becoming unsustainable with potentially dire consequences.

They announced this week that they believe there is no other option but to deconstruct the North Carr lightship, setting January 5, 2024, as a deadline for alternate proposals. Taymara notes that it is an arbitrate date for the start of the deconstruction and it will be a lengthy planning process before actual work begins.

The lightship retains much of her original equipment including her lifeboats, which were previously removed for conservation, as well as firefighting gear, engine room generators, compressors, electrical equipment, onboard windlass, internal furnishings, and accommodations.

North Carr in 2008 at the dock in Dundee, Scotland (John Ferguson photo - CC BY-SA 2.0 license)

In the absence of any external intervention that might be forthcoming, the only solution available Taymara says is to rescue every movable artifact and ultimately to remove the hull from Victoria Dock in Dundee, Scotland.

Taymara concluded its message by saying it is a very sad time for members, who have a tremendous affection for the iconic vessel and who have worked tirelessly to try and ensure that she might have a future. Regrettably, given the state of the vessel, there is no other way forward.

Top photo by M J Richardson - CC BY-SA 2.0 license

LA REVUE GAUCHE - Left Comment