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)
Thursday, June 08, 2023
Study: Arctic Sea Summers Could be Ice-Free by Early 2030s
With the ongoing debate on the pace of Arctic Sea melting, a new study released this week is shedding some new light that we could be staring at ice-free summers in the Arctic, earlier than estimated. According to the recent sixth assessment report of the IPCC (Intergovernmental Panel on Climate Change), the Arctic was projected to be practically ice-free starting September of 2050, under intermediate and high-greenhouse gas emissions scenarios. Based on observed trends for the past 41 years, the strongest melting happen during September- October.
However, the new study, published in the Nature Communications Journal, claims that the IPCC models could have underestimated the rate of Arctic sea ice decline. Through re-evaluating the models’ datasets, the study projects ice-free Septembers could begin by 2030s to 2040, adjusting IPCC’s estimate by over a decade. Further, this revised Arctic Sea ice area (SIA) decline would proceed even in a low-emissions scenario.
“We are basically saying it has become too late to save the Arctic summer sea ice. There’s nothing really we can do about this complete loss anymore, because we have been waiting for too long,” commented Dirk Notz, an Oceanographer at the University of Hamburg and one of the study’s five authors.
The study emphasizes the profound impacts of greenhouse gas emissions on the Arctic and demonstrates the need to plan and adapt to a seasonally ice-free Arctic in the near future.
For the last four decades, the warming of the Arctic has been reported to be much faster than the rest of the world, a phenomenon known as Arctic amplification. Unfortunately, the impact of Arctic sea ice loss affects human society and ecosystems both within and outside the Arctic.
Loss of ice in this critical region will open the Arctic Ocean, leading it to absorb - rather than reflect - heat, causing global heating to escalate. This would upend the planet’s climate system, amplifying weather events such as El Nino and La Nina, associated with drought and flood emergencies.
A recent study by Australia’s Commonwealth Scientific and Industrial Research Organization (CSIRO), found that loss of permafrost ice, especially in the Antarctic, could slow some of the world’s most significant ocean currents. Typically, deep ocean circulation helps in nutrient cycling and replenishing oxygen in global oceans.
Meanwhile, Arctic Sea ice loss will open this pristine region to activities such as shipping. Russia is currently preparing to begin year-round voyages in the Arctic, along the Northern Sea Route (NSR). While the idea might look attractive from a commercial perspective, climate campaigners have warned it will exacerbate climate impacts. Shipping is still burning fossil fuels and an increase of vessels operating in the Arctic would introduce additional emissions in the region the scientists warn.
Op-Ed: Bio-LNG En Route to Deliver Decarbonization
The zero-emissions profile, availability, and cost of bio-LNG as a marine fuel have been widely discussed in the maritime industry. This includes in my last article, ‘The Emergence of Bio-LNG’ and The Maritime Executive’s coverage of the latest independent study commissioned by SEA-LNG – ‘The Role of Bio-LNG in the Decarbonization of Shipping’.
The expanding use of bio-LNG and the regulations surrounding its use continues to evolve as we travel down the LNG pathway to decarbonization. Work is now focused on the finer details such as the realization of regulations, feedstock traceability, and cementing the next steps on the journey. These practical discussions highlight the growing maturity of the bio-LNG value chain and its place in the LNG pathway that SEA-LNG has been highlighting for years.
Reaching the Regulatory Mile Marker
The journey to decarbonization is an incremental one, as recognized in the recent agreement in Brussels on FuelEU Maritime. This European legislation sets out probably the world’s most ambitious path to zero-emission shipping.
FuelEU Maritime has outlined greenhouse gas (GHG) intensity targets for all energy used onboard ships larger than 5,000 gross tonnes for intra-EU voyages, and 50% of the energy used on ships stopping in the EU and sailing to or from ports outside the EU. The trajectory specified starts with a 2% reduction in intensity by 2025 over a 2020 baseline, 6% by 2030, 14.5% by 2035, 31% by 2040, 62% by 2045, and 80% by 2050.
The use of LNG as a marine fuel enables vessels to be compliant with the well-to-wake GHG intensity targets proposed under the legislation until 2039, depending on engine technology. Following the LNG pathway, the use of a 20% drop-in blend of bio-LNG can extend compliance for a further 5 years. Thereafter, compliance can be achieved through increasing use of blends containing bio-LNG and its electro-fuel cousin, renewable synthetic (e-) LNG produced from renewable hydrogen as and when it becomes available together with other anticipated green fuels.
This compliance with FuelEU Maritime and strong performance within its framework highlights that the LNG pathway to decarbonization is not only a viable one but also a strong and practical route for shipowners and operators to continue to consider. The commercial weight behind LNG is proof that shipowners recognize this fact. Shipping stakeholders are investing in LNG because it provides a low risk, incremental pathway for decarbonization, starting now, not years or even a decade in the future.
Putting the right Gas in the Tank
For bio-LNG to be a zero-emission fuel, it must be produced from sustainable biomass feedstocks, i.e., those that do not compete with food, fiber, or fodder production. This generally means it is derived from waste streams, residuals from agricultural or forestry residues, as well as dedicated non-food energy crops grown on marginal land unsuitable for food production. This is not a challenge to bio-LNG supply as these feedstocks are plentiful and widely distributed.
Currently, the main way to produce bio-LNG (liquified biomethane) is through a process called anaerobic digestion. Here one puts waste biomass, mainly agricultural slurries, into a digester where it produces biogas. This biogas is then cleaned to remove impurities resulting in streams of pure biomethane and other commercially valuable byproducts.
While the traceability of bio-LNG supply chains and resulting certification is an international challenge that will require continued global collaboration, the EU does already have standards in place. Namely the revised Renewable Energy Directive (EU) 2018/2001 (RED II). Certification schemes like the International Sustainability and Carbon Certification EU (ISCC EU) are compliant with this standard and are recognized by the European Commission. These certification schemes ensure that bio-LNG can be traced back to a sustainable source.
This means it is increasingly simple for ship owners and operators, bio-LNG suppliers, and regulators to ensure that they’re putting the right gas, from the right source, in the tank. The recent bunkering of MSC’s new cruise vessel, the MSC Euribia, with bio-LNG supplied by Gasum, sets a new global standard for vessels operating at net zero emissions through the use of bio-LNG. When bio-LNG from sustainable biomass feedstocks is used, the net-zero or net-negative emissions benefits are clear. Further, there is a significant contribution to the circular economy offered by bio-LNG as it turns waste into a viable product.
Comparing the Viable Routes
Just as your satellite navigation systems might compare multiple routes to a destination, the shipping industry must compare its routes to zero emissions. The sat nav’s computer evaluates each route based on a consistent set of metrics and calculations and we must do the same for the emissions, availability, cost, and safety implications of each alternative fuel. We must compare alternative fuel pathways on a like-to-like basis.
It is also important to recognize that there can be multiple viable routes to decarbonization. Just as today, different vessel types may favor certain fuels due to design and operational considerations, that will continue into the future. SEA-LNG has long stated that there are likely to be a basket of alternative fuels and technologies if shipping is to reach its decarbonization destination. Our coalition believes the LNG pathway currently offers the safest, most practical, and realistic, cost-competitive pathway to net zero for maritime. It also is the only pathway with significant infrastructure in place thereby freeing the industry from massive investments into untried technologies.
The shipping industry is making newbuild investment decisions right now that will impact emissions today and for the next 25-30 years, the typical lifetime of a deep-sea vessel. Shipowners and operators need factual and practical like-for-like analysis that can inform their decisions and actions.
Acting now on shipping’s GHG emissions is a key point. Waiting is not an option. GHG emissions are cumulative and the longer low-emission, zero-emission, and net zero fuel decisions are delayed, the more carbon continues to accumulate in our atmosphere. Shipowners and operators can start down the LNG pathway to decarbonization now because the technologies are mature, and the fuel and infrastructure are in place. The LNG pathway to decarbonization looks like a four-lane highway, while some alternative routes look more like dirt tracks with the first paving is only in the initial planning phase.
Peter Keller is the chairman of SEA-LNG, a multi-sector industry coalition established to demonstrate LNG's benefits as a viable marine fuel.
UK Researchers Developing High-Speed Zero-Emission Passenger Ferry
Research seeks to develop the trimaran foiling high-speed ferries (Solent University)
A research project is getting underway in the UK to develop a new generation of high-speed zero-emission passenger ferries. According to the engineers, initial testing has demonstrated the potential for a foiling trimaran with low drag and power requirements that could provide a new cost-effective zero-emission solution for passenger ferries.
“Recent advancements in electrical propulsion technology mean zero-emission, low-drag, high-speed medium-capacity passenger vessels are now viable,” said Dr. Laurie Wright, leader of the project and Associate Professor of Marine Sustainability at Solent University. "These types of passenger vessels can open 'blue corridors', encouraging a shift from road to alternative transport on otherwise underutilized coastal waterways.”
The UK Government is funding the development of new clean maritime technology across a two-year period. The £1.86 million ($2.3 million) project to develop the high-speed ferries is being funded by Innovate UK, under the Cleaner Maritime Demonstration Competition. The project seeks to develop and build a scaled demonstrator vessel, proving that the concept is viable and can operate in a range of weather and sea conditions. The effort is being undertaken by an industry-led collaboration between Solent University, Chartwell Marine, and Newcastle Marine Services.
The concept was initially developed by Solent University, which reports promising results in its initial research. The goal of the new effort is to build on the original concept to develop an electric hydro-foiling high-speed trimaran. The group is aiming to have a vessel capable of carrying up to 40 passengers on short- to medium-range coastal routes.
“A traditional, diesel-powered, 40-passenger catamaran ferry operating at 25 knots typically requires well over 1000kw of power. The trimaran foiling ferry concept has the potential to reach 28 knots using just 250kW of power - equivalent to the power used by two modern electric family cars (2×125Kw motors),” explains Giles Barkley, leader of Solent University’s yacht engineering-based degrees. “This means it is possible to power the craft using zero-emission electric motors, with a significant reduction in associated fuel and operational costs compared to a traditional diesel craft.”
According to the project organizers, following the successful deployment of the demonstration vessel, a full-size vessel could be built for commercial operation offering cost-effective, zero-emission solutions for high-speed passenger ferry operators both in the UK and abroad.
Seafarer Labor Shortage Reaches 17-Year High Reports Drewry
The shortage of officers is forecast to continue for at least the next five years (IMO file photo)
Drewry warns in its latest report that the supply of officers and seafarers is growing increasingly tight for ships and is not expected to improve in the coming years. The global consultancy warns in its Manning Annual Review and Forecast that the shortfall has reached a record high and is likely to have lasting impacts on the shipping industry.
The new report says that the shortfall for officers widened dramatically in the past year. Drewry calculated that it was at about five percent a year ago and has now nearly doubled to nine percent of the global pool. They report that the shortfall is at “the highest level since Drewry first started analyzing the seafarer market 17 years ago.”
The report cites several factors contributing to the growing shortage of officers and seafarers. They write that the effects of Covid-19 persist saying that while the pandemic is over it had an impact on training. Equally significant is the psychological impact due to the reports of seafarers becoming “stuck on board vessels.”
The war in Ukraine is having another significant impact as both Russia and Ukraine historically supplied large numbers of seafarers and officers to the commercial industry. Drewry believes that some crews have returned home or gone to join the military.
“The seafarer labor market has become particularly tight,” writes Drewry. They warn that the shortfall has “important implications for recruitment and retention as well as manning costs,” for shipping companies.
As a result, the importance of well-being they conclude has become increasingly important in employee retention. “The trend of looking beyond wage rates is becoming stronger by the day,” they write in the report,” saying that “Things like good communication channels with families at home, comfortable facilities onboard, and a supportive work environment are gaining importance.”
Forecasting the outlook for the market, they predict that vessel manning will be challenging for the next few years, especially with regard to officer availability. The deficit is projected to continue at least until 2028 based on the limited number of new seafarers becoming available in the next five years.
“Employers are seeking alternative sources of supply to fill the gap, and wages have also begun to show more volatility,” said Rhett Harris head of manning research for Drewry. “While sectors like containerships and offshore supply vessels have already seen increasing wage rates due to the strength of the sectors, we expect wage cost to accelerate for other vessel types as well.”
White House Encourages Labor Negotiations as Delays Begin for Ships
Reports indicate that ships are beginning to be delayed by the labor shortages at West Coast ports ( file photo)
The White House on Wednesday confirmed that it is monitoring the situation at the West Coast ports as sporadic reports of vessel delays are beginning to appear attributed to labor shortages. While the ports report they are open, individual terminals continue to be short staff as daily employees are still not to showing up for shifts.
During the daily briefing at the White House on June 7, the spokesperson was asked about President Biden’s position and if they planned to honor the requests coming for retailers and manufacturers for the White House to intervene and guide the process to a resolution. Both the National Retail Federation and the National Association of Manufacturers issued statements on Monday calling for action saying the labor issues were likely to disrupt the supply chain and threatened the U.S. economy.
“Acting Secretary Su (Department of Labor) and others in the administration are regularly engaging with the parties, encouraging them to stay at the negotiating table and finish their work,” White House Press Secretary Karine Jean-Pierre told reporters. “When it comes to the West Coast ports, I can say that the President respects the collective bargaining process as the best way for workers and employers to reach mutually beneficial solutions, which he — we have said before.”
She said the White House is calling both parties to come to the table to resolve the issues. “The path forward is for the port workers and their employers to resolve the negotiations so that workers get the wages, benefits, and quality of life that they so deserve.”
Most terminals are officially open, although handling of containers appears to be moving at a slower than normal pace. The Port of Oakland, California however had a tragic accident on Tuesday afternoon in which reports said a crane operator was killed. A port spokesman confirmed the incident to the local media. The port suspended all operations, sending everyone home Tuesday afternoon while the incident was being investigated.
The Marine Exchange of California which oversees vessel movements into and out of the ports of Los Angeles and Long Beach released a list on Wednesday afternoon showing that six vessels in port were now reporting delays. In addition, four vessels due to arrive were also shown as reporting delays.
“Basically every container vessel is having their schedule pushed back by about a day or two,” they wrote in the update. While some agencies were not reporting reasons for the changes in their schedules, the Marine Exchange said it was hearing that the main cause is due to lack of “lashers.” Their report shows that there are currently 67 vessels registered on the Master Queuing List as heading toward the twin ports for berths.
One data analytics firm, Gatehouse Satcom, is reporting that it believes the number of berthing vessels outside the LA ports had already tripled. The Marine Exchange is reminding shippers that if a ship is delayed more than three days, unless already inside the safety and air quality area, it should remain outside until it is within three days of its scheduled berthing date/time.
CNBC is also reporting as of late today that the slowdown by the longshore workers has started to create congestion in the ports that is spreading to the freight railroads. Union Pacific briefly paused on Tuesday accepting empties and exports bound for the ports writes CNBC, although the railroad resumed on Wednesday while reporting it is monitoring the situation carefully. The concern is that backlogs will also begin to build inland.
For its part, the ILWU Tweeted messages of solidarity that it is receiving from sister unions. Unconfirmed media reports are saying that the contract talks are ongoing with the Pacific Maritime Association and the ILWU continuing their blackout on comments after their public statements in the past few days.
Analysis of Vessel Inspections Shows Safety Gaps in Offshore Sector
IMCA highlights the gaps in inspecting and safety identified in its analysts (file photo)
Concerns are being raised over the accuracy and thoroughness of inspections especially as it relates to the safety elements for vessels operating in the offshore sector. The International Marine Contractors Association (IMCA) released its annual analysis of the safety inspections performed on vessels and uploaded it into its database finding ongoing concerns around technical inspections and especially safety gaps identified in the reports.
The IMCA is a trade association representing the vast majority of contractors and the associated supply chain in the offshore marine construction industry worldwide. Among the services they provide the marine and offshore industry with standardized formats for vessel inspection. Offering a safety management system, the association says improves the quality and consistency of inspections while reducing their frequency on individual vessels through the adoption of a commonly recognized process. However, their recent review of the more than 1,500 reports on vessel inspections undertaken and uploaded to their database between April 2022 and April 2023, showed common themes that highlighted potential safety gaps that need to be addressed.
Fully 10 percent of the larger vessels covered with the association’s eCMID inspections had not completed technical inspections by their operators. They highlight that normally these inspections are carried out by a fleet superintendent and identify potential issues that need to be addressed.
Among some of the specific gaps in safety found by reviewing the surveys is that nine percent of vessels inspected did not have enclosed space entry adequately controlled. The association highlights this noting that confirmed spaces and their dangers remain a significant issue for the maritime industry. They report between May and August 2022, 11 seafarers lost their lives due to not following enclosed space entry procedures.
Some of the other issues that recurred in the review of the surveys were that seven percent of vessels had defects reported with their lifesaving appliances. They also report that nine percent of vessels had issues with bridge navigation equipment while an additional nine percent had obvious leaks in their machinery spaces and eight percent had issues with mooring and/or towing equipment. Also, 15 percent of vessels did not have a lifting equipment management system in place while 13 percent of vessels did not have formal cyber security incident response, disaster recovery, and business continuity plans in place.
A range of similar safety issues were also found in the review of the reports on smaller vessels. Many of the issues highlight failures to inspect and test systems following regulations.
“The high number of ISM non-conformances revealed in this analysis demonstrates very clearly why the eCMID and eMISW are credible and justifiable vessel inspection tools which allow us to identify, monitor, and drive down unsafe practices for vessel owners and operators which have the potential for accidents and safety incidents,” said Mark Ford, Marine & Quality Manager at IMCA. “This analysis will enable IMCA and its membership to focus efforts on reducing the number of findings,” he said while also saying their goal is to also reduce inconsistency in reporting and feed into training enhancements and system improvements.
The analysis of the inspections highlights the broad range of safety issues present on vessels that are putting the people working aboard in danger. IMCA’s goals are to enable the development of the world’s marine energy resources while raising the standards for safety and sustainably.
Video: MSC Containership on Fire in Persian Gulf Near UAE
National Search and Rescue Center in the UAE reports a fire on an MSC vessel (NSRCUAE)
The National Search and Rescue Center of the National Guard from the United Arab Emirates is reporting that it assisted an MSC containership (registered in Panama) that was experiencing a fire while in their territorial waters. Few details have been released other than a brief video posted by the NSRCUAE on social media.
According to the report, the unnamed MSC vessel had requested assistance and three tugs were working to help extinguish the fire which appears from the video to be in the stern of the ship. It is not known if it is a container fire.
The NSRCUAE reports that their helicopter evacuated a crewmember who is believed to have suffered severe burns. The report only indicated that the crewmember was taken to a hospital to receive “necessary treatment.”
Several MSC containerships are in the region and specifically the Khalifa Anchorage where the fire is believed to be taking place. The website Salvage and Wreck is identifying the vessel as the MSC Rita. AIS data shows that the MSC Rita had arrived in the region from West Africa. If it is the correct vessel, it has been in the UAE since June 4.
The MSC Rita is an 18-year-old containership. It is 104,850 dwt with a length of 1,065 feet. It has a carrying capacity of 8,034 TEU.
Video: Japanese Coastal Cargo Ship Runs Aground
Images from the TV news show the vessel hard aground (TBS News/YouTube)
[Brief] Japanese media is broadcasting images of a small coastal cargo vessel that went aground overnight on June 7. There are no reports of injuries while attempts are underway to refloat the vessel.
The news report said the cargo ship named Taisei Maru No.21, a 31-year-old vessel, was sailing in Japan’s Inner Sea east of the city of Hiroshima in a position near Kasaoka. It became stranded at approximately 1:00 a.m. local time with no reports of bad weather impacting the operations. The vessel had been sailing between Takasago City near Kobe in the eastern portion of the sea to Kure City near Hiroshima. The vessel is reported to be 249 feet long and 1,400 dwt.
The video shows the vessel mostly out of the water struck on the rocks of a small peninsular. Reports are saying there was no pollution or signs of hull damage. Five crewmembers were aboard and reported to be uninjured.
A tugboat was sent to assist and was planning to attempt to refloat the vessel at high tide.
NTSB: Cell Phone and Distracted Officers Caused Bulker-OSV Collision
Bulker Bunun Queen collided with the OSV Thunder with both vessels on auto pilot and the officers distracted (NTSB)
The use of a personal cell phone by an officer on watch is being cited by the National Transportation Safety Board as the probable cause of a vessel collision that resulted in $12.3 million in damages and endangered the lives of 38 crewmembers aboard a bulk carrier and offshore supply vessel in the Gulf of Mexico. In a report released today, the safety board faults both vessels for not maintaining a proper lookout while traveling in a busy sea lane and not using the navigation resources available to help safeguard their operations.
“Nonoperational use of cell phones should never interfere with the primary task of a watchstander or a bridge team member to maintain a proper lookout. It is important for personnel to follow established protocols regarding cell phone use,” the NTSB writes in its report. They further highlight that both vessels only had a single person on the bridge leading up to the collision further faulting the master of the OSV for not following his company’s watchkeeping policies.
The collision occurred on July 23, 2022, approximately 66 miles south of Port Fourchon, Louisiana. The weather was not an issue with the report saying there was good visibility, daylight, and fair-weather conditions. They further note that each vessel’s automatic radar and plotting aid displays and AIS receivers were able to detect the vessels but that no alarms were set and with the officers on the bridge performing personal non-navigational tasks they were not checking the displays.
OSV received a significant penetration causing flooding and nearly $12 million in damages (USCG)
The Bunun Queen, a 590-foot, 37,300 dwt bulk carrier operated by Widom Marine International, departed Houston mid-day on July 22. The vessel was traveling in ballast bound for New Orleans. Before the accident, the vessel was on autopilot with a speed of 14.8 knots. There were 20 crew members aboard.
The second vessel was the Thunder, a 252-foot offshore supply vessel operated by Jackson Offshore Operations. The OSV had departed an offshore oil platform approximately 130 miles south of the port and was returning with a crew of 18 as well as cargo equipment and parts on its main deck. It was also on autopilot traveling at 10 knots before the accident.
The NTSB report reconstructs the actions before the accident reporting that the master was on the bridge of the OSV. He had sent the second mate and a mate-in-training to perform other tasks saying he would take the watch. While on the bulker, the second officer was on the bridge but the vessel’s AB had also left the bridge leaving the second officer without a dedicated lookout.
The master of the OSV later admitted to the NTSB that he had made a personal call using his cell phone, which he said lasted about one minute. Then he began using dictation to send personal text messages. At the same time, the second officer on the bridge of the bulker had begun printing updates for electronic navigation charts and digital publications. Later replaying the recording from each vessel’s VDR, the NTSB reports hearing “a machine” on the bridge of the bulker and the sounds of a “commercial (advertisement)” on the recording from the OSV.
The second mate aboard the OSV and an AB both saw the bulker approaching and sought to alert the master, who responded by disengaging autopilot, increasing the throttles, and turning to port “to minimize damage to the vessel.” Records show the bulker was still on autopilot.
Damage to the bulbous bow of the Bunun Queen (USCG)
The bulbous bow of the Bunun Queen struck the port side of the Thunder. The port side propulsion room of the OSV was penetrated and started to flood. The Thunder began to list to port and trim by the stern. The vessel lost propulsion but the chief engineer was able to maintain the electrical generators to power the ship. Eleven of the 18 crew were evacuated to another vessel in the area and the Thunder was towed to Port Fourchon.
The report concludes the penetration above and below the waterline of the Thunder caused its port propulsion room, port cargo tank, and port ballast tank to flood with repair costs of $11.6 million. The Bunun Queen suffered $680,000 in damages, including multiple dents and a crack in its bulbous bow, and a hull fracture in its shell plating.
The NTSB again cautions on the use of personal electronic devices saying they are distracting and companies should have policies against their use. Further, it is important for personnel to follow established protocols regarding cell phone use and watch policies.
Irish Coast Guard Airlifts Crew from Grounded Trawler
Irish Coast Guard airlifted the crew of a grounded fishing boat to safety (Castletownbere Coast Guard photos)
The Irish Coast Guard responded to a grounded fishing trawler on the west coast on Friday airlifting nine crewmembers to safety. The Coast Guard reports it was a challenging situation but that everyone was safe and the vessel was eventually pulled from the rocks.
A Coast Guard helicopter was first on the scene on Friday afternoon, June 2, finding the French-registered fishing vessel hard aground on the rocks near Dursey Island at the end of the Beara Peninsula. By the time they arrived, the crew of the vessel was all on deck in lifejackets. The helicopter was joined by an RNLI lifeboat from Castletownbere and the RCC Valentia from the Coast Guard.
The RNLI reports that they observed the 105-foot long vessel “listing and rocking back and forth,” raising concern for the safety of the crew. The weather conditions however were overall favorable with light winds and a moderate swell.
Because of the angle of the deck and the rocking motion the helicopter crew decided to begin airlifting the crew off the trawler. They later said the concern was that the vessel would roll over further. Nine non-essential crewmembers were taken aboard and transferred to shore.
Fishing boat being towed to port after being pulled away from the rocks (Castletownbere Coast Guard)
The vessel, a 35-year-old steel-hulled ship named Grand Saint Bernard had departed the port of Castletownbere, on the west coast of Ireland. The vessel, which is homeported at Bayonne in southwest France, had offloaded its catch in Ireland and refueled before heading back out toward the fishing grounds. Coast Guard officials were concerned over a potential diesel leak because the ship was reported to have full tanks.
The master of the Grand Saint Bernard, along with the engineer and a mate, chose to remain aboard the vessel. With the help of the lifeboat and three tugboats that had come to its assistance, they were able to refloat the vessel approximately three hours later at high tide. The trawler was pulled away from the rocks. While they reported no leaks or significant hull damage, the lifeboat said the trawler lost steering approximately 100 meters from shore.
The trawler was towed into the port of Castletownbere. It will be dry-docked for further inspection.
D-Day: Pausing to Remember the Largest Seaborne Invasion in History
Company E, 16th Infantry, 1st Infantry Division goes ashore at Omaha Beach (Robert L. Sargent / USCG)
Today, June 6, marks the 79th anniversary of the beginning of the Allied forces' landing on the beaches of Normandy, France for what was called the “liberation of Europe.” Although planning is already underway for larger events next year to mark the milestone 80th anniversary, each passing year becomes more significant as fewer veterans remain to recount firsthand the stories of bravery from that day.
It was the largest amphibious assault in history supported by years of planning and ingenuity as well as a flotilla of ships both for the landing and in the days that followed. The beach landings, the efforts at climbing the cliffs, and the paratroopers that went in behind enemy lines to take control of key crossroads are perhaps the most enduring symbols of courage supported by countless personnel all along the operation. The Maritime Executive pauses to remember the bravery and sacrifice of everyone on both sides of the conflict.
Officially known as Operation Overlord, but better known as D-Day, the heroic efforts are remembered as the finest hour in the response in the face of aggression and tyranny. On June 6, 1944, Allied forces under General Dwight D. Eisenhower took advantage of a narrow weather window and stormed the beaches at Normandy, France.
To support the operation, the Allies had a force of 150,000 soldiers, 11,000 aircraft, and 7,000 vessels at their disposal, including 4,000 landing craft and 860 merchant ships. Despite its massive size, "Operation Overlord" was kept secret until the beginning of the assault, a success attributable to a careful campaign of deception.
The target 50-mile stretch of the Normandy coast was divided into five sectors: Utah, Omaha, Gold, Juno, and Sword Beach. While the weather on D-Day was far from ideal, postponing would have meant a delay of at least two weeks, as the invasion planners had requirements for the phase of the moon, the tides, and the time of day that meant only a few days in each month would work.
Despite the weather, the landings were a success. By the end of the first day Allied troops were on shore and ready to push Nazi forces out of France - but at a heavy price. The men landed under heavy fire from gun emplacements overlooking the beaches, and the shore was mined and covered with obstacles such as wooden stakes, metal tripods, and barbed wire. 4,400 Allied personnel died in working their way up the beach, including 2,500 American soldiers. The landing at Omaha Beach accounted for nearly half of the casualties, as steep terrain and limited fire support made the going especially tough.
Within a day, naval forces began to engineer the installation of a temporary seaport at Omaha and Gold beaches. Dozens of merchant ships were stripped down, dispatched to the site, and sunk in place as block ships to create rudimentary breakwaters, making it easier to bring landing craft onto the beach. The armed crew of these grounded block ships were under aerial bombardment and artillery fire for weeks.
The immediate aftermath of the landings: an instant port for LSTs, arriving by the dozens (USN)
Within weeks, engineering teams turned the beachhead into a rudimentary port, complete with piers and floating roadways. It handled four million tonnes of cargo to fuel the fight over the next 10 months.
Today a few remnants of the day are still at the beaches and a series of museums along the coastline. However, the most poignant reminder of the sacrifices is the cemeteries overlooking the beaches with their simple white markers to honor the individuals who gave their lives to free the occupied nations and return peace to Europe.
