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)
Saturday, June 08, 2024
ECOCIDE
South Korea Opens New Frontier Region to Offshore Drilling
South Korea's government has opened the door to drilling for oil and gas E&P off the country's eastern coastline, launching what could be a strategic new source of energy for Asia's fourth-largest economy.
The prospect off the coast of Pohang could contain up to 14 billion barrels equivalent of oil and gas, according to President Yoon Suk Yeol. This is enough to supply four years of national oil consumption and 29 years of gas demand. It will be explored by American consultancy Act-GEO for Korea's Ministry of Trade, Industry and Energy, with a budget of about $360 million.
The objective of the campaign is to prove out the frontier region's potential by mid-2025. With leasing, permitting and the FEED process, any production could take up to a decade to bring online.
South Korea imports about 90 percent of its carbon-based energy, including 98 percent of its natural gas; it ranks in the top five importing nations for both LNG and crude. New domestic production would allow it to reduce its dependence on foreign suppliers. It would also potentially reduce a key source of demand for globally-sourced LNG, freeing up volumes that could supply other top consumers like the EU and Japan.
While the prospects of the new offshore region are far from certain, Yoon's announcement sent the stock prices of Korean gas companies soaring as investors scrambled to capitalize on the new opportunity. Shares in Korea Gas Corp. rose 30 percent in a day, the maximum allowed by exchange rules. SK Gas briefly jumped by 29 percent, then closed the day at a still-healthy increase of seven percent.
ECOCIDE
Cleanup Underway After Oil Spill Impacts Antwerp’s Container Terminal
Operations around the container terminal in Antwerp are impacted by a bunkering oil spill (Port of Antwerp)
Port officials in Antwerp are saying that they expect it will take several days to fully complete a remediation effort after an oil spill that is encompassing the port’s Deurganck Dock, container operations, and Kieldrecht lock. About 20 ships, both inland and ocean-going, are reportedly impacted after a spill during a bunkering operation was detected late on Thursday afternoon, June 6.
“There is currently a selective ban on sailing to the Deurganck dock,” the Port of Antwerp-Brugges said in a statement on the situation. They emphasized that the terminals remain operational but that vessel traffic is being diverted with operations in the lock suspended to prevent the spread of the oil. “The other locks remain operational,” they said while confirming, “The situation is causing delays for some shipping.”
Port officials declined to name the source of the spill or speculate on the amount of oil that entered the water. A picture released by the port shows MSC vessels alongside, as well as one from Evergreen, and at least one bunker barge.
After reports of the spill, the port suspended operations in the area and launched a survey and recovery effort. They have drones deployed to get a picture of the extent of the spill while cleanup boats are already operational. They said absorbent booms and oil screens were being deployed.
The survey showed that some of the vessels were “stained” and port officials said they would not be permitted to leave until they have been cleaned. Oil has been found in the shipping channel and on the quay walls. However, they said they had not seen any oil in the Scheldt River.
Remediation boats are “sweeping” the oil from the waterway. The quay walls are also being cleaned.
Antwerp is Europe’s second busiest port and the Duerganck is home to the single largest container terminal in Europe operated by PSA. Owned jointly by PSA and MSC’s TIL, the terminal had nine berths and over 12,000 feet of quay. It was relocated nearly a decade ago to this location and expanded to have an annual throughput capacity of 9 million TEU.
Pipeline Crack Prompts Transport Shutdown at Sleipner Riser Platform
Equinor's Sleipner Riser platform has been forced to shut down some of its gas transport operations due to a crack in a pipe on board, and repairs to return it to service could take until June 7. The outage prompted a 10 percent jump in the benchmark Dutch TTF natural gas futures market, moderating to a five percent increase at the close on Monday.
According to Norwegian gas production company Gassco, a crack was discovered in a two-inch pipeline aboard the Sleipner Riser platform. The facility is the junction point for the Langeled North and Langeled South pipelines, which connect Norwegian gas sources with UK markets.
Gassco said that the platform's workers have shut down the connection temporarily for maintenance, causing a gas transport outage for export of natural gas from the Nyhamna processing plant to the UK's Easington receiving terminal on the other side of the North Sea.
The Langeled pipeline system (or Britpipe) is a subsea gas line completed in 2006-7. It connects Easington to the Sleipner Riser platform, then Sleipner Riser to Nyhamna, which feeds in gas from the Ormen Lange field. (Ormen Lange is a 100-percent subsea installation, with no offshore platforms.) Its maximum capacity is about 26 billion cubic meters a year, or roughly one fifth of the UK's annual natural gas needs.
The Sleipner Riser platform (Sleipner R) can transport dry gas from the prolific Sleipner field into pipelines connecting to Draupner and Zeebrugge, in addition to Easington. It is also a connection point for an export pipeline from the onshore Kollsnes gas processing plant.
Equinor has invested heavily in electrifying operations at the Sleipner field, and as of April, all installations in the area are receiving power from shore, saving emissions amounting to about 1.2 million tonnes of CO? per year.
Central Atlantic Environmental Assessment Released Preparing for Wind Sale
BOEM is pushing forward toward the sale of two zones in the Central Atlantic region (file photo)
The Bureau of Ocean Energy Management (BOEM) continues to move at a fast pace to advance the U.S. offshore wind energy sector. Today it is announcing the availability of its final Environmental Assessment for potential offshore wind development off the Delaware, Maryland, and Virginia coasts collectively known as the Central Atlantic region.
The proposal for the offshore wind lease sale for two areas along the Central Atlantic was announced in mid-December 2023. In January and February, BOEM first released its draft of the environmental impact and then ren the mandated public comment period. The review concluded that there would be no significant impacts from lease issuance after reviews including a site assessment and site characterization activities such as geophysical, geological, and archaeological surveys.
The next step in the process would be publishing a final sale notice at least 30 days prior to the proposed auction. BOEM reports that it plans to hold the sale for the Central Atlantic region later this year.
“BOEM is proud to continue to support the clean energy transition in a responsible manner in the Central Atlantic region,”?said BOEM Director Elizabeth Klein. She highlights the approval of the nation’s first eight commercial-scale offshore wind energy projects along with four offshore wind lease auctions, conducted since the Biden administration took office in 2021.
The initiative is mapping out two parcels in the Central Atlantic. The areas include one approximately 26 nautical miles from the Delaware Bay that would potentially serve Maryland and Delaware. The second is 35 nautical miles from the mouth of the Chesapeake Bay to serve Virginia.
Work has already commenced last month on the first wind farm in the region. Dominion Energy has begun offshore work for its wind farm which will be offshore from Virginia Beach and is the largest wind farm so far in the U.S. Once complete in late 2026, Coastal Virginia Offshore Wind will consist of 176 turbines with a capacity of 2.6 GW.
The Department of the Interior defined a total of four areas within the zone of 20 to 60 miles of the coast ranging from Delaware in the north to North Carolina in the south as possible areas in the Central Atlantic. They also targeted two large zones further offshore into the Atlantic for possible future consideration.
In April, they mapped out a new five-year offshore wind leasing schedule, which includes up to 12 potential offshore wind energy lease sales through 2028. The leasing schedule includes four potential offshore lease sales in 2024, one each in 2025 and 2026, two in 2027, and four in 2028. Since then, they have also completed an environmental assessment in the Gulf of Maine and proposed sales for the Gulf of Maine and off the coast of Oregon.
The Gulf of Maine Wind Energy Area proposal would include eight lease areas offshore Maine, Massachusetts, and New Hampshire, totaling nearly one million acres, which have the potential to generate approximately 15 GW of renewable energy. The proposed lease sale in Oregon includes two lease areas totaling 194,995 acres, one in the Coos Bay Wind Energy Area and the other in the Brookings Wind Energy Area. The proposals for Oregon continue to face strong opposition from local groups.
The Department highlights it has approved more than 10 gigawatts of energy from offshore wind projects, enough to power nearly 4 million homes. It is moving forward with the goal of having 30 GW of offshore wind energy capacity by 2030 although many experts believe the setbacks in 2023 mean it is unlikely the goal can be reached on schedule. The department is also looking to advance floating offshore wind as part of the second phase of the industry’s development.
New York Finalizes New Power Agreements for Two Large Offshore Wind Farms
New York finalized pwoer agreements which restarts two offshore wind energy projects (Equinor)
New York State finalized new power contracts for two offshore wind farms, Empire Wind 1 and Sunrise Wind, which had previously been placed in jeopardy when their developers said that rising costs had made the projects uneconomical for development. The signing of the new contracts puts the two mature projects back on track and helps to jumpstart New York State’s offshore wind sector.
Empire Wind 1 is a planned 810-megawatt project to be developed by Equinor 15 miles south of New York, while Sunrise Wind is a planned 924-megawatt project to be 30 miles to the east in a joint venture between Ørsted and Eversource. Eversource however has agreed to sell its interests to Ørsted. Both projects were originally awarded by NYSERDA in 2019 as part of the state’s first offshore wind solicitation. The original contracts set the strike price at approximately $118 per megawatt-hour for Empire Wind 1 and $110 for Sunrise Wind.
The projects had sought to renegotiate their contracts in 2023 but the regulator New York State Energy Research and Development Authority (NYSERDA) refused. In a hastily arranged fourth solicitation, New York reopened the wind for the projects on the condition cancel their existing contracts and rebid, but they were ultimately selected. New York Governor Kathy Hochul reports the weighted average all-in development cost of the contracted offshore wind projects over the life of the contracts is now $150.15 per megawatt-hour, which she asserts is on par with the latest market prices. It is however still below the $160 that the developers had asked for last year in the negotiations for Empire Wind 1.
The governor emphasizes that the new agreement put the two projects back on track to power over one million homes. She states that the average bill impact for residential customers over the life of these projects under these awards will be approximately two percent or about $2.09 per month. They will be the largest power generation projects in New York State in over 35 years once they enter operation. Equinor plans to bring in a partner before completing a financial close by the end of the year and targeting first power by late 2026.
As part of the new contracts, the projects also agreed to an additional $32 million committed to community-focused investments and $16.5 million towards wildlife and fisheries monitoring. They must also purchase at least $188 million of U.S. iron and steel and reach a labor agreement for operations and maintenance services.
Both of the projects are mature having already completed most federal and state permitting milestones. To support the wind farm’s connection to New York’s electric grid, onshore construction relating to the Sunrise Wind project is already underway, having received approval for its proposed onshore cable route on Long Island in November 2022. Empire Wind 1 achieved a critical milestone last month when the New York State Public Service Commission approved the project’s plan to connect to New York’s electric grid. Work is underway to transform the South Brooklyn Marine Terminal into a state-of-the-art staging and assembly port and long-term operations and maintenance hub for project developer Equinor.
Restarting these two projects is critical to New York’s plans for renewable energy. In April, NYSERDA announced it was not awarding contracts from the third-round solicitation citing technical and financial considerations which they linked to GE Vernova’s decision not to manufacture the larger turbines on which the projects were based.
NYSERDA began in April seeking input for a fifth wind solicitation. It is expected to launch by summer 2024.
Asian Ports Top World Bank Rankings While Many Large Ports Rank Lower
Shanghai Yangshan remains at the top of the list despite also being the largest in the world (file photo)
The World Bank is out with its latest port ranking and predictably ports in Southeast Asia continue to dominate the top of the ranks, but some of the world’s largest container ports, and most in the U.S., ranked far lower. The Container Port Performance Index they say is designed to pinpoint areas for enhancement while citing the critical role containers play in global commerce.
Looking at the top-performing ports, China’s Yangshan Port (Shanghai) earned the top spot for the second consecutive year, while Oman’s Port of Salalah retained the number two position and Tanger-Mediterranean in Morocco held steady in fourth. The port of Cartagena in Colombia rose to third and throughout the listing, some ports showed strong improvements. Tanjung Pelepas Port in Malaysia rounded out the top five.
At the bottom of the list, which grew with 57 new entrants overall, remains Cape Town, which was in last place at number 405 with South Africa’s Ngqura port at 404. Durban did not fare much better coming in at 398, but possibly more surprisingly Savannah (Georgia) was number 395, Oakland (California) at 397, and Prince Rupert (Canada) at 399. Major U.S. ports did not rank higher with Long Beach at 373 and Los Angeles at 375. Overall, U.S. ports failed to break the top 50, with Charleston highest (53), and followed by other regional ports including Philadelphia, Port Everglades, Miami, Boston, Wilmington (North Carolina), before reaching New York, the U.S.’s third-largest port, which ranked 92.
“While the challenges caused by the COVID-19 pandemic and its aftermath eased further in 2023, container shipping continues to be an unpredictable and volatile sector,” said Martin Humphreys, Lead Transport Economist at the World Bank. “Major ports need to invest in resilience, new technology, and green infrastructure to ensure the stability of global markets and the sustainability of the shipping industry.”
The World Bank says the report aims to aid in identifying areas for enhancement that would benefit not only the shipping lines but also national governments and consumers. They highlight that ports and terminals can cause shipping delays, disruptions in the supply chain, additional expenses, and reduced competitiveness.
Among the largest container ports outside China, Singapore ranks best (17). Antwerp is 76, Rotterdam 91, Hamburg 121, and Felixstowe 182.
“Efficient high-quality port infrastructure can facilitate investment in production and distribution systems, engender expansion of manufacturing and logistics, create employment opportunities, and raise income levels,” they assert in the 92-page report. They believe that efficient container ports are vital and have become a prerequisite for successful export-led growth strategies.
The report applies two criteria and requires at least 24 port calls within 12 months. It uses both a technical analysis with statistics as well as a pragmatic methodology adding in expert knowledge and a level of judgement. They said this ensures it reflects actual port performance while being statically based.
The data included an analysis of 182,000 vessel calls, 238. Million moves, and approximately 381 million TEUs. One hundred ports improved their ranking. In some cases, the largest moves improved by over 200 places in the ranking. They did not state how many ports declining in the rankings.
Auto and Container Volumes Surged in NY/NJ Port in April
Auto volumes surged up by a quarter in April at the Port of New York and New Jersey while Baltimore was closed (PANYNJ)
While remaining the busiest port on the U.S. East Coast, the Port of New York and New Jersey saw a surge in volumes in April. The ports had pledged to aid while the channel was blocked in Baltimore and the Port Authority’s data shows the absorbed volumes.
The strongest gain came in vehicles. The Port Authority is reporting a nearly 24 percent increase in vehicles passing through the Port of New York New Jersey in April. Over 38,000 autos were handled in April while Baltimore, which has the largest vehicle terminal was blocked. The NYNJ volume was more than double the year-to-date increase of 12 percent for the first four months of the year.
The Georgia Ports Authority which handled autos at Brunswick however saw the biggest portion of the diversions in April. They reported a record 80,600 units of Roll-on/Roll-off cargo in April, an increase of more than 44 percent, or 24,760 units, compared to the same month in 2023.
Container volumes in New York/New Jersey also continued strong, maintaining the momentum gained in 2024 and further growth in April. Total container volumes increased 9.4 percent compared to April 2023 reaching a total of 709,469 TEUs. Imports were up 9 percent while exports were even strong up 10.5 percent.
April container imports were a further increase for the port building on the solid numbers in March and the second consecutive month above 700,000 TEU but it remains below the peak volumes of 840,000 to 850,000 being handled in NYNJ during 2022 and the surge in container volumes.
The strength of the volumes also put NYNJ in a solid third position between Los Angeles (770,337 TEU in April) and Long Beach (750,424 TEU). The Port Authority highlights that in 2022, the Port of New York and New Jersey was the country’s busiest for four consecutive months.
The Port Authority notes that it expects the seaport’s cargo volume to double or triple by 2050 as forecast in the seaport’s capital and operating master plan. They recently outlined several initiatives designed to maintain the growth in port operations. With the US Army Corps of Engineers, the Port Authority recently agreed to a $50 million harbor maintenance effort and a further $32 million to deepen the Gravesend Anchorage near the harbor entrance. Additionally, $20 million was authorized at the end of 2023 for project engineering and design as the next step toward deepening and widening the harbor. They look to add five feet to the navigation channels which are currently at a 50-foot depth.
The Port Authority, the City of New York, and the State also announced plans in April to overhaul parts of the waterfront. Under the swap agreement, the Port Authority will take full operational control of the city’s 225-acre portion of the Howland Hook Marine Terminal on Staten Island and coordinate its expansion with CMA CGM’s planned investment in the terminal. The City of New York will expand operations on the Brooklyn waterfront including adding new specialized container cranes.
Wärtsilä Solutions to Minimize Emissions of Two New CMA CGM Ferries
Technology group Wärtsilä will supply the engines, fuel gas supply system and thrusters for two new Ropax ferries being built for French operator La Méridionale, a subsidiary of CMA CGM. The vessels, which have been specifically designed to minimise emissions, are to be built at the China Merchants Jinling Shipyard (Weihai) Co., Ltd., and will operate between Marseille and Corsica. The order with Wärtsilä was booked in April 2024.
Ferries are on the front line of the energy transition and are among the first sectors to target net zero-carbon operations. However, ferry operators face increasing pressure from customers who continue to expect a fast and cost-efficient service, which runs to a timetable, and is increasingly sustainable. Ferry operators, such as La Méridionale, are looking to leverage technologies which offer minimal service disruption and to maximise return on investment, all while reducing carbon footprint.
“The design of these two Ropax vessels reflects our commitment to reducing the carbon footprint within our own fleet. These will be among the most energy-efficient, low-emission ships in operation globally, and we value the support from Wärtsilä, whose technology and solutions help make this ambition possible,” says Xavier Leclercq, Vice-President, CMA Ships, CMA CGM.
The company will continue its efforts to reduce the environmental impact by adopting LNG as the primary fuel for the new ships as well as preparing them to operate on alternative fuels such as biogas and synthetic methane, as these become available at scale.
For each ship, Wärtsilä will supply two 12-cylinder, one 10-cylinder and one 8-cylinder Wärtsilä 31DF engines. The two ferries will benefit from Wärtsilä’s groundbreaking NextDF technology, which will be implemented in the Wärtsilä 31DF engines. Whilst operating on LNG, the NextDF version of the Wärtsilä 31DF further reduces methane emissions and nitrogen oxide (NOx) significantly (compared to the already emission-efficient standard Wärtsilä 31DF). The scope of Wärtsilä’s supply for this contract also includes the Wärtsilä LNGPac, a fuel gas supply system for LNG-fuelled ships, as well as Wärtsilä’s thrusters.
“The drive towards net zero emissions is one of the most important challenges facing the industry today,” comments Stefan Nysjö, Vice President of Power Supply, Wärtsilä Marine. “That’s why we are pleased to support our long-standing partners, CMA CGM and China Merchants Jinling Shipyard (Weihai) Co., Ltd., with our integrated solutions – ensuring these ferries are able to benefit from outstanding fuel efficiency, operational reliability and a significant reduction in GHG emissions.”
The 180-metre-long ships will be able to accommodate 1,000 passengers as well as cargo freight. The Wärtsilä equipment for these ferries is scheduled to be delivered in mid- 2025, with the ferries expected to enter service during the first half of 2027, operating between Marseille and Corsica.
The products and services herein described in this press release are not endorsed by The Maritime Executive.
State-of-the-Art Solutions for Third Prysmian Cable Laying Vessel
PALFINGER MARINE has again been selected to supply state-of-the-art marine solutions for the new cable laying vessel.
Following the previous orders to equip the state-of-the-art cable laying vessels Leonardo da Vinci and Monna Lisa, PALFINGER MARINE will provide deck equipment and lifesaving appliances (LSA) for another upcoming cable laying vessel built by VARD for Prysmian. Because the vessel is the evolution of Prysmian’s previous cable layers, the package from PALFINGER for the new vessel consists of a large A-frame for plough operations, an active heave-compensated lifting/towing winch, one towing winch, one quadrant/auxiliary winch, two auxiliary winches, and one towing roller. Additionally, the vessel will be fitted with access equipment including one tension elevator with hatch cover, two mooring platforms, two provision platforms, and two ROV doors with L-hatches. Finally, PALFINGER will supply an LSA package encompassing two lifeboats, two fast rescue boats with davits, two life raft davits and six fenders.
The new vessel of VARD 9 18 design – an evolutionary vessel design based on experience from the two previous vessels for Prysmian – has a length of 191 meters and breadth of 34 meters and will incorporate advanced cable installation solutions. For instance, the cutting-edge cable laying vessel will be equipped with three carousels with a total capacity above 19,000 tons, making it one of the highest cable loading capacity vessels in the industry. Additionally, it will feature state-of-the-art DP3 positioning and seakeeping systems.
"We are honored to be selected once again and to continue serving as a major supplier for the third cable laying vessel for Prysmian. This demonstrates our position as a reliable and leading supplier of mission-critical equipment for large and advanced vessels of this kind", says Klaus Schreiber, VP Sales & Service at PALFINGER MARINE. The vessel is scheduled to enter commercial operation in early 2027.
The City Council in Alameda, California has put an end to a scientific experiment aboard the WWII carrier USS Hornet, a museum ship permanently berthed at Old Alameda Point.
Last year, a team of researchers from the University of Washington and funders at nonprofit SilverLining arranged to use the deck of the Hornet to test a cloud-brightening machine - a device designed to emit aerosols that promote water droplet formation and create reflective white clouds, partially shielding a small area from the sun's heat. Their plan was to put the small nozzle-like device aboard Hornet, run it for up to a year and collect data on how well it worked outside of the lab. As a test-size model, it is not expected to have measurable local effects, and its emissions are below the minimum threshold for environmental permitting.
However, some of Alameda's citizens objected to the testing, for two separate reasons. First, some residents expressed concern that the mist could have health effects. In early April, the city of Alameda ordered the experiment paused until it had further information on the impact on health and safety. After a brief period of research, the city managers determined that the tests did not post any measurable risk to the health of the surrounding community or wildlife, since the contents of the device's spray were naturally-occurring and similar to seawater.
The second reason is more complex, and reflects a matter of disagreement in the environmental community. Cloud brightening is a form of geoengineering - a deliberate intervention to slow down warming, whether or not humanity stops emitting large amounts of carbon. Some climate action groups oppose geoengineering on principle, arguing that it creates an excuse for inaction on carbon and uses up funding that could be spent on developing green energy alternatives. It could also have unpredictable consequences for natural ecosystems.
Researchers in the geoengineering field argue that it may be needed as a backup if the world's nations fail to follow through on their Paris commitments, and could help mitigate the impact of an already-changing climate on the developing world. If used at massive scale - for example, on thousands of oceangoing vessels - it could have a meaningful global impact.
This week, the Alameda City Council decided that it would not be taking any chances with the project. On Wednesday morning, the five council members voted to prohibit further testing aboard USS Hornet, despite the report from their staff advising that the process was safe. Among other issues, the council was concerned that its members had never been informed, and that local leaders found out about the project after the fact from media reports.
"Was it intentional? Was it an oversight?" Alameda Mayor Ezzy Ashcraft said, speaking to the East Bay Times. "The experiment was shrouded in secrecy, then it turns out it was in a controversial field."
Project leaders have denied any attempts at secrecy, and they emphasized that they had set up the test in an open, public space - USS Hornet, which they described as "unparalleled in its potential to increase access and equitable engagement for all people."
Gaza Aid Pier Restored After Repairs as U.S. Plans to Increase Aid Flow
View released by U.S. Central Command shows the exposed position of the pier (CENTCOM)
U.S. officials announced that after nearly two weeks of repairs, the temporary aid pier has been restored in Gaza. Speaking to reporters, Vice Admiral Brad Cooper, Commander of U.S. Naval Forces, said they were optimistic about increasing the flow of aid while politicians and others continue to criticize the efforts.
“I’m very pleased to announce that earlier this morning, in Gaza, U.S. forces successfully attached the temporary pier to the Gaza beach,” CNN reports Cooper told reporters. “Israeli Defense Force engineers provided all the necessary support to ensure the safe emplacement of the pier to the beach.”
The goal was to restore the operations in the coming hours and again start the flow of food, water, and other relief supplies into Gaza. The operation was suspended on May 25 after what the U.S. command called “unanticipated weather” damaged sections of the floating pier and caused it to break apart. Sections washed ashore along with two U.S. landing craft, all of which have now been recovered from the beach.
The Washington Post citing unnamed sources at the Pentagon said the anticipated repair costs would be between $22 and $28 million. The sections of the pier were taken to the Israeli port of Ashdod, north of Gaza, for repairs, and reinstalled this morning, June 7. Pentagon officials also highlighted that the effort is costing less than originally anticipated due to lower costs for the drivers and due to the British involvement. They now set the cost at approximately $230 million depending on the length of time it is used down from an earlier estimate of $320 million.
The pier was designed they said to work in one-to-two-foot seas and they expect the Mediterranean is starting a period of relative calm. Reports said the seas were up to about five feet when the pier broke apart.
U.S. officials contend that the effort was gradually increasing volumes and that some of the problems had been resolved. More than 1,100 tons of material they said had been landed between May 17 and 25 but admitted there had been problems getting the material from the dock to the warehouses. U.S. Navy personnel are only on the ships and the dock, not going ashore or handling the material as it is transferred to the distribution warehouses.
A new safer route has been established to prevent the convoys from being looted. Some reports said as many as 11 of the 16 vehicles had been overrun and supplies stolen before reaching the warehouse run by independent aid organizations.
“It is astonishing that President Biden is doubling down on this bad idea,” said U.S. Senator Roger Wicker, a Republican from Mississippi and member of the U.S. Senate Armed Services Committee. A vocal political critic using the project for political gain, he is calling for the effort to “end immediately.”
Experts point out that with no natural harbor or cove, the pier is exposed to the elements. Despite this, U.S. officials are saying they expect the pier will function well and that they can begin to further increase the movement of relief supplies. The goal is to get 500,000 pounds per day across the beach and then ramp up after that.
Last Bridge Section Removed Clearing Way for Reopening Baltimore Channel
View from last week showing the final section (center) and the mostly cleared site (USACE)
The last large sections of the collapsed Francis Scott Key Bridge have been removed from the channel in Baltimore clearing the path for the reopening of the full channel over this coming weekend. Normal navigation is expected to resume next week.
The Army Corp of Engineers reported on Tuesday, June 4, that the last of three pieces of what they called Section 4, the parts of the bridge truss that had been resting on the Dali and the area around the ship, was lifted from the water. The first of the three sections, weighing 140 tons, was lifted on May 24 and the second section weighing 470 tons was lifted on June 1.
The operation for this portion of the recovery was called “extensive” requiring approximately 200 tons to first be cut and removed before they could handle the main pieces. A spokesperson for the Army Corps explained that these sections were buried deep in the river mudline. They said the effort was more complex than initially estimated and required “shaking and hammering” to free the steel from the mud.
The final section of bridge truss was removed in three pieces (USACE)
Using concrete breakers, underwater surveys, and oxyacetylene torches, they separated tons of concrete roadway, cable, and steel rebar from Section 4 while removing debris with clamshell dredges.
“The final truss lifts are an important next step to re-opening the full 700-foot width of the federal navigation channel,” the Army Corps noted. The sections lifted from the water have been moved to the Sparrow’s Point area, where the recycling is being staged.
The last phase of the operation will include dredging and a final inspection of the channel to ensure that there are no remaining hazards. Some of the teams working on the operation have already been reported to be packing their gear and leaving the site.
No official timeline was released but reports are widely saying that the last work on the federal channel will be concluded between June 8 and 10. The channel is expected to officially be reopened to its 700-foot width by Monday, June 10 from the current 400-foot limited access channel.
The Dali remains at the Seagirt Terminal although local media reports have shown images of ongoing work removing additional debris from the vessel. It is still expected that the vessel will be shifted in the coming weeks to a shipyard in the Norfolk, Virginia area.
Baltimore officials are highlighting the work will have been completed in approximately 80 days. The focus is already shifting to the replacement efforts with Maryland's Transportation Authority having issued a first request for proposals. The deadline is June 24 with media reports saying a contractor will be selected this summer, and the final design will be selected within the next year. The bridge is expected to be completed by the fall of 2028 at a cost of $1.7 billion.
ARCTIC ECOCIDE
Russia and China Plan JV Shipping Line for Year-Round Service on the NSR
NewNew Polar Bear started service last July on the NSR and stands accused of damaging a key gas pipeline (Global Ports)
Continuing forward with Russian President Vladimir Putin’s imperative to develop the Northern Sea Route as an alternative means of transporting cargo, Rosatom which oversees the NSR and a Chinese shipping company announced an agreement to form a joint venture. The plan calls for the building of ice-class containerships that will be used to establish year-round transit on the NSR.
A year ago, Russia said it was seeking China’s help as it worked to accelerate plans for year-round transit of the route through the Arctic. While global warming has made year-round passages more likely, the route still requires the use of icebreakers to support ships and ice-strengthened vessels. However, it was reported earlier this week that Russia has also authorized the first non-ice class cargo ship for the route.
Under the agreement announced today in Saint Petersburg, Rosatom will form a joint venture partnership with China’s Hainan Yangpu NewNew Shipping Company to develop the year-round service. Rosatom said the plan is to build up to five Arctic-class containerships which would allow year-round service. Each vessel would conduct a minimum of three to four voyages.
Hainan Yangpu NewNew Shipping Company commenced service on the route in July 2023 with the NewNew Polar Bear (15,952 dwt), which was acquired earlier in the year. The ship, registered in Hong Kong, was built in 2005 and is 554 feet long with a capacity of 1,600 TEU. She reached the Russian port in Kaliningrad after a six-week passage and began the return voyage to China in late August. The company, which is shown as running five containerships, reports it completed a total of eight trips from China to St. Petersburg, Kaliningrad, and Arkhangelsk in 2023.
The NewNew Polar Bear continues to be caught up in controversy since its return trip to China. On October 8, the Balticconnector gas pipeline between Finland and Estonia was severed. Post-accident inspections of the site found a miles-long drag trail leading up to the pipeline, a broken anchor at the damage site, and a smaller drag trail the size of an anchor stock leading away, while pictures of the vessel surfaced online appearing to be missing one of her anchors. She remains the likely suspect but China and the shipping company have not cooperated with the investigation.
According to the plans that were outlined today, they look to focus the new operation on Arkhangelsk which they highlighted is less than 700 miles from Moscow. They point out that it can become a more profitable route and provide a vital link for the transshipment of goods both for import and export.
They also highlight the potential for Murmansk, which is already a year-round port along Russia’s northern coast. They said the NSR carried 58 million tons of cargo to Murmansk in 2023 which was a three percent increase. They highlighted the potential for the port to handle 110 million tons annually.
The goal for the NSR they are reporting is to exceed 200 million tons by 2031 and reach 1.8 billion tons by 2035. China reportedly moved about two million tons of cargo on the route in 2023 with a projection that it would increase to three million this year.
The joint venture is expected to be completed by August. They are planning the first meeting for the new company for October, although no timeline was projected for the new vessels.
