Thursday, September 14, 2023

Navigating the New Challenges of Floating Offshore Wind

Offshore wind capacity needs to increase by an additional 50 GW each year over the next 30 years. How can we make sure floating offshore wind is able to play its part?

With decarbonization and energy security as top priorities for governments, corporations, and institutions worldwide, green energy sectors such as offshore wind are experiencing a developmental boom.

Fixed wind turbines can only reasonably be installed at depths of up to 60 meters, so floating offshore wind (FOW) must play a major role in deeper waters. Indeed, around 80 percent of the world’s offshore wind power potential is found at greater depths. With this in mind, the Global Wind Energy Council has revised its long-term outlook, forecasting 28 GW in floating offshore wind capacity by 2031. This trend will be principally led by Europe, North America, and East Asia.

The challenges on the horizon

To unleash this massive potential, floating offshore wind developers must overcome a number of challenges, not least of which is the need for a reliable supply chain. As turbines grow in size, competition for materials is intensifying. This is particularly the case for steel – where the oil and gas sector is contributing to scarcity and rising costs – but also for concrete, mooring line chains and synthetic fibers, and construction facilities. Materials must be sourced from around the world, resulting in increased demand for facilities for component construction. Add to this increasing scrutiny of sustainability credentials, which is forcing developers to pay close attention to the carbon intensity of their supply chain.

Next on a developer’s list of challenges is the fact that floating turbines are currently between 1.5 and four times more expensive than their fixed counterparts. Significant investment is required to unlock growth—like the £31 million ($39.5 million) of funding from the UK government, matched by over £30 million ($38.2 million) in funding from industry, recently pledged to develop FOW in UK waters.

In addition to these concerns, as turbines are placed in deeper and rougher waters, FOW support vessels have more specific design requirements. Operators will also need to provide more onsite accommodation for technicians and maintenance crews, as daily commuting to remote locations becomes inefficient.

Bureau Veritas: a partner in floating offshore wind

Bureau Veritas is supporting the growth of the FOW sector through the publication of dedicated marine renewable energy (MRE) guidelines and the creation of the NI 631 verification schemes, which complement the IECRE certification schemes for renewable energies.

To validate designs, Bureau Veritas’ international teams of experts provide Approvals in Principle (AiP) and Basic Design Assessments (BDA). Clients leverage Bureau Veritas’ knowledge in relevant disciplines such as mooring, structural integrity, and seakeeping, to verify suitability for use and environmental credentials. Building trust in new designs through independent verification is particularly important as FOW developers must adapt to various local regulations. As a trusted third party, Bureau Veritas provides clarity and a clear global standard.

Certification services available to clients include assessments of the structural integrity of prototypes/demonstrators and commercial projects – from design through operations, including fabrication and installation – and ensuring materials and equipment conform to specifications. Bureau Veritas experts can also verify a project’s compliance with a variety of requirements, including environmental rules, national regulations, and standards. For example, Bureau Veritas has been supporting the Provence Grand Large FOW project since 2017, certifying to IEC 61400- 22 for design, manufacturing, transportation, and installation surveillance. As a trusted classification partner for the marine and offshore industry, it provides expert services for both floater installations and the specialized vessels they require.

Looking to the future, Bureau Veritas is involved in a number of in-house and cross-industry research and development projects. The knowledge gained from these projects informs Rules and software, such as Bureau Veritas’ OPERA tool. Joint Industry Projects (JIPs) like those currently in progress with the EU also spread knowledge that helps legislators more effectively regulate and encourage funding.

Overcoming challenges, shaping trust

The floating offshore wind sector has huge potential and is facing major challenges, making this a pivotal moment for its players. This emerging technology raises almost as many questions as it answers. As one of the world’s foremost class societies, Bureau Veritas is perfectly positioned to support the industry to overcome its hurdles. It helps ensure that the sector develops safely and efficiently to shape trust in this high-potential technology.

Technical Advisory Consultancy

Bureau Veritas Solutions is a subsidiary of its Marine and Offshore division, dedicated to helping clients go beyond compliance. Its services range from support with design to technical studies and risk analysis. It offers environmental assessments and project management for platforms, mooring and anchor systems, and subsea cables, as well as in-depth expertise in marine operations for transport and installation.

Get more insight into marine renewable energy from BV Marine & Offshore online at: https://marine-offshore.bureauveritas.com/insight/business-
insights/supporting-breakthrough-ocean-energy

This article is sponsored by Bureau Veritas Marine & Offshore. For more information visit them online.

CRIMINAL CAPITALI$M

Engineer Charged With Bid-Rigging at U.S. Navy's Propeller Foundry

Propeller casting — Casting is the first step in the propeller manufacturing process at NFPC, followed by machining on a vertical turning center (USN file image)

Federal prosecutors have indicted a former engineering staffmember at the Naval Foundry and Propeller Center (NFPC) for allegedly rigging bid tenders to favor one company - and seeking employment at that company at the same time. The company went on to secure $26 million in U.S. Navy business, according to charging documents first reported by The Daily Beast.

Mechanical engineer Nicole Kristen Schuster worked at the Philadelphia NFPC facility from 2015-20, and she worked on projects for the future Columbia-class ballistic missile submarine program and the Virginia-class attack sub. According to an affadavit submitted by the Naval Criminal Investigative Service (NCIS), Schuster was unhappy in this post, and told her colleagues that she would prefer to work for one of NFPC's suppliers - a Milan-based manufacturer of machine tools.

In 2016, Schuster helped initiate a federal acquisition process to buy a new vertical turning center and gantry milling machine for use at NFPC. These gigantic, high-spec lathes are worth millions of dollars, and are purpose-built for making giant propellers - in this case, up to 25 feet in diameter.

An example of a gigantic vertical turning center, used for precision manufacturing of propellers

The request had to go through formal purchasing processes at the Defense Logistics Agency. In an email to a sales representative of the Italian supplier, Schuster said that she wrote the specs for the tender to match the supplier's product, and hoped to "influence the final choice of machine based on our technical review."

In an update she sent the firm in 2017, she said that she had almost "everyone on board with the plan for the next VTC and to sole source to" the Milan-based company. She also texted a colleague to say that "as long as the Italians get the VTC I'm happy."

In 2017, the Italian firm won an $11 million contract for one VTC for this tender.

During the same time period, Schuster emailed an employee at the Italian manufacturer to inquire about whether there were any open positions, according to email records retrieved by NCIS. Investigators interviewed colleagues of Schuster's at NFPC, and one individual said that Schuster "wanted to be in the good graces of the Italian companies to travel to Italy" and had "absolutely" tried to get a job with the Milan-based manufacturer in question.

In September 2019, Schuster got in contact with colleagues in Bangor about another VTC procurement contract. She asked these colleagues for the details of a bid submission from a competing firm, an unnamed Swiss company - then sent this competitor's proprietary bid package to the Italian supplier. It included confidential information on past bids, pricing, manufacturing processes, and other information for official use only. After receiving this information, the Italian supplier submitted a bid lower than the Swiss firm's proposal and won the contract for a total of about $15 million.

For transferring this bid package, Schuster has been charged with unlawful disclosure of procurement information. She never obtained a job with the Italian supplier, and up until the time of the indictment, she remained employed by the Navy at Puget Sound Naval Shipyard.

Amazon, Ikea and Other Consumer Brands Issue RFP for Zero-Emission Shipping

zero emission fuels for containerships — The group looks to transport 600,000 TEU using zero emission fuels

A consortium made up of many of the largest and best-known consumer brands is launching a request for proposals for zero-emission shipping services designed to accelerate the shipping industry’s move to low carbon fuels. They are seeking proposals for the transport of 600,000 containers over three years, which they believe will result in a reduction of nearly one million metric tonnes of carbon emissions.

Among the companies that have agreed to participate in the effort led by the Zero Emission Maritime Buyers Alliance (ZEMBA) are well-known consumer brands including Amazon, Electrolux, Ikea, and Philips. The group also includes Bauhaus, Brooks Running, Chewy, Flexport, Green Worldwide Shipping, Levi Strauss & Co., Lululemon, Meta, Moose Toys, New Balance, Nike, Patagonia, Schneider Electric, Sport-Thieme, and Tchibo.

According to the organizers, the initiative is designed to “kickstart the market” for zero-emission fuels. They hope to facilitate new or expanded partnerships across the maritime value chain to fulfill the requirements which would also lay the foundation to accelerate the decarbonization of shipping.

The first RFP which is being issued this month calls for 600,000 TEU with sufficient capacity from the carriers to cover aggregate demand for 6,000 nautical miles over three years. ZEMBA will negotiate a “green premium” for the aggregated demand of its members. The green premium accounts for the added cost of operating a vessel using zero-emission fuels.

The fuels to be used to provide the shipping services must achieve at least a 90 percent reduction well-to-wake in emissions compared to traditional fossil fuels. The fuels shall be derived from sustainable and/or waste, residual, or byproduct feedstock sources including hydrogen and captured CO2. It must come from transparent sources to provide for independent verification.

“ZEMBA’s RFP is focused on stimulating a new marketplace for zero-emission fuels and deploying long-term, scalable solutions for the entire shipping industry,” writes the group in the announcement. They also hope to build confidence among fuel suppliers and shippers to encourage the investments that will be required to build capacity and the technologies for zero-emission shipping.

The RFP is the first major buyer-led initiative to accelerate the transition to zero-emission maritime fuels. For the consumer brands participating in the effort, they hope that the aggregation of demand will provide earlier access to zero-emission shipping at more affordable pricing than any one of the members could have achieved on its own.

The group expects to follow this first effort with additional RFPs as they attract more shippers. They also note that future emissions targets might be increased beyond 90 percent as technologies develop for low carbon fuels.

ZEMBA was launched as a nonprofit membership organization in March 2023 by the Aspen Institute, Amazon, Patagonia, and Tchibo to fast-track commercial deployment of zero-emissions shipping services at scale, create a competitive market for these services, and help reduce emissions. It is part of the broader Cargo Owners for Zero Emission Vessels (coZEV), a platform for cargo owners to work together toward a decarbonized maritime sector, facilitated by the Aspen Institute’s Energy and Environment Program. The coZEV 2040 Ambition Statement has united 19 global brands to date around an ambition to exclusively use zero-emission shipping for their ocean freight by 2040.

The Aspen Institute, Amazon, Patagonia, and Tchibo Launch the Zero Emission Maritime Buyers Alliance (ZEMBA) to Accelerate Maritime Shipping Decarbonization - The Aspen Institute

First Officer of Vessel Being Overtaken is Blamed for Collision

collision discipline — Small Dutch bulker sinking after it was hit from behind by an overtaking vessel (Hjemmevärnskommandoen)

The Maritime Disciplinary Court of the Netherlands released its ruling on a September 2022 collision off the coast in which a reefer overtaking a smaller, slower bulker hit the vessel. In a surprising move, the Dutch inspector however finds that the smaller vessel being overtaken was primarily responsible and referred the officer on watch for disciplinary action.

The court concurred with the inspector’s extensive report saying that the first officer of the smaller ship “seriously failed in his responsibilities.” They however added an important note calling special attention for vessels sailing at slow speeds in busy lanes and being approached from behind. They are emphasizing the critical use of radar and recommended a setting of “radar center” as opposed to “off center” to maintain good visibility behind a vessel.

The collision took place early on the morning of September 9, 2022, approximately 20 miles west of the Danish coastline in what they highlight is a busy shipping lane. They are saying that visibility was good but note the winds were from the east at Force 7, the sea state was rough, and there was a moderate swell. It was also dark and raining.

The smaller vessel was the Netherlands-flagged multi-purpose dry cargo vessel Helge. She is 5,000 dwt and was sailing with a crew of eight operating at a speed of 8 knots in the busy lane. She was being overtaken by the Wild Cosmos, a 10,0000 dwt reefer traveling at a speed of 17 knots. The collision caused significant damage to the stern of the Helge, with water entering its ballast tanks and flooding into the engine room which caused the ship to blackout. The crew abandoned ship into a life raft and was 30 minutes later airlifted to shore by a helicopter. None of the crew on either vessel was seriously injured, and the Helge did not sink and was towed to port for repairs.

The first officer of the Helge had been on watch for about an hour and in his defense, he says the second officer and lookout from the prior watch did not alert him to any issues with the Wild Cosmos. The first officer was joined by a lookout but he sent the lookout below because the person had reported he was not well. The first officer did not replace the lookout after relieving the one person.

During the hearing he told the Disciplinary Court that he felt the court was being overly strict, highlighting that he was working on required paperwork and had only been in the position for two months. The inspector however finds a series of issues which the court says were well-founded. In addition to not replacing the lookout, only one radar was on and not all its functions were engaged. They believe the first officer lacked situational awareness and not he did not react in an attempt to prevent the collision. They, however, acknowledge the Wild Cosmos also had an obligation to maintain a safe distance between the ships.

They conclude the seriousness of the evident negligence and inadequate safe navigation warranted a suspension of the officer’s license. They however also find “extenuating circumstances.” The officer cooperated with the investigation and told the court he was dismissed following the accident. The shipping line contends he resigned. The officer said he has been unemployed for seven months.

The court reduced the recommended suspension from the inspector’s report and gave the first officer a total of eight weeks suspending his navigation license, but four weeks will not be imposed unless he “behaved contrary to his duty of good seamanship” in the future. They, however, also imposed a two-year probationary period.

Bankrupt Bed Bath & Beyond Seeks $15M in Damages from Yang Ming in FMC Case

Yang Ming containership — Bed Bath & Beyond continues to cite shipping lines as contributing to its bankruptcy (file photo)

Bankrupt retailer Bed Bath & Beyond continues to cite the shipping industry and its business practices during the pandemic as contributing to the demise of its operations earlier this year. In its latest move, the company filed a complaint with the Federal Maritime Commission seeking reparations totaling more than $15 million from Yang Ming for denial of service, premium fees, and detention and demurrage charges incurred in 2021 and 2022.

The filing with the FMC on September 12 is the latest in a series of legal moves by the bankrupt company attempting to seek restitution which would contribute to the bankruptcy settlements. In April, the company also filed a complaint with the FMC against Orient Overseas Container Line (OOCL) and OOCL (Europe) alleging that the carrier had “coerced,” “exploited” with price inflation in container shipping, and “deliberately” denied space to the retailer resulting in $25 million in excess costs as well as an additional approximately $6.4 million in D&D fees it contends resulted by OOCL’s business practices between 2020 and 2022.

Yang Ming took a preemptive step in April 2023 filing a complaint in the Southern District of New York, Federal Court. They sought to block Bed Bath & Beyond’s claims of $7.8 million in actual costs due to the issues cited with the service provided and fees imposed by the carrier. A week after the filing, the retailer informed the court of its voluntary bankruptcy petition and in June the court issued an automatic stay of "the commencement or continuation” of a judicial action based on the bankruptcy. The court case could proceed if Bed Bath and Beyond resolves the bankruptcy.

In its filing to the FMC, the former retailer cites many of the same issues as before, contending that “Yang Ming took advantage of price inflation in the container shipping sector and unfairly exploited its customers.” They allege that the carrier “engaged in a practice of systematically failing to meet its service commitments,” resulting in enormous expense to Bed Bath and Beyond, and then filed a “retaliatory declaratory judgment complaint,” in the U.S. District Court. Like the complaint against OOCL, they allege that Yang Ming flouted its service commitments, engaged in a practice of coercing the shipper, charged unreasonable D&D fees when it was not possible to return containers, and refused to negotiate.

At issue is an annual service contract that began on May 1, 2021, for the transport of 1,000 FEUs. They allege the carrier provided no space during the first month of the contract and when confronted admitted that it had over-committed to its customers. During the 12-month period, they report Yang Ming carried just 149 FEUs, 85 percent below the commitment resulting in more than $6.6 million in damages as the retailer sought other space for its containers. They further contend that Yang Ming coerced them into paying nearly $300,000 in surcharges, and charged nearly $750,000 in D&D fees, and refused refunds on the fees.

Citing a total of nearly $7.7 million in costs, Bed Bath & Beyond in the filing seeks an award of reparations. Under FMC rules they are seeking that the amount be doubled based on a conscious pattern which constitutes violations of the Shipping Act.

The complaint highlights that this is one of numerous similar complaints now before the FMC each citing denial of service. Many shippers have alleged that the carriers during the surge in shipments and capacity constraints failed to honor service contracts. Each of the complaints contends that carriers instead put the contracted space into the spot market where they could realize dramatically higher prices. Several service complaints have been settled under confidential terms while most of them remain in front of the FMC.

Eco-Activists Target Walmart Heiress' Yacht Twice in Two Months

XR activists paint the stern of the Kaos in Barcelona, Sept. 8 (Courtesy Extinction Rebellion)

Walmart heiress Nancy Walton Laurie's megayacht has become a favorite target for eco-activists. In less than 60 days, the 360-foot Oceanco yacht has been vandalized twice by paint-spraying environmentalists from two different groups.

The ultra-luxurious yacht, Kaos, was ordered by the Emir of Qatar and was delivered as the Jubilee in 2017. Walton Laurie, heiress to the multibillion-dollar fortune of Walmart founder Sam Walton, purchased it the following year for about $300 million. In recent months, Kaos and her crew have operated between Barcelona, Ibiza, Monaco and other landmark ports of the Mediterranean yachting circuit, according to AIS data provided by Pole Star.

On July 16, a small group from the Spanish social and environmental action group Futuro Vegetal went to Kaos' berth on the Avinguda de les Andanes, a public promenade at the heart of Ibiza's waterfront. The team brought fire extinguishers filled with paint, and they sprayed the yacht's stern with a spatter of red and black. The Kaos' crew attempted to hose off the damage, and members of the civil guard detained the two activists involved.

After the paint attack, Kaos called at a well-known yacht shipyard at La Ciotat, France. When the repair work was done, she returned to a favorite berth in Barcelona, according to AIS data. However, her experiences with vandalism were not yet over.

At 0700 hours last Friday, activists with Extinction Rebellion accessed Marina Port Vell, an ultra-luxury yacht harbor in the La Barceloneta neighborhood. Carrying large fire extinguishers filled with red paint, they managed to get past the marina's ISPS-qualified security system to reach the pier. When they got to the Kaos, they unloaded the fire extinguishers onto the vessel's starboard quarter, then held up a banner to broadcast their views. They appear to have had ample time within the secure facility: the group reported that they were arrested at about 0900, two hours after the operation began.

Extinction Rebellion published a list of policy demands after the action, including a proposal to confiscate the world's 6,000 largest yachts and a plan to tax billionaires for a climate mitigation fund.

Just Off Coast Guard Island, A Wave of "Piracy" Grows

Coast Guard Island ranks among the largest force concentrations for maritime law enforcement anywhere. The 67-acre outpost between Oakland and Alameda is the home port for four National Security Cutters, the service's largest and most capable high seas patrol vessels. Its 1,200 personnel run the command centers for Coast Guard operations across the Pacific, from deployments in the South China Sea to counter-narcotics interdiction off Central America. These are critical overseas missions - but there is also an unaddressed "piracy" problem in the base's own backyard, according to local residents.

Local boatowners and liveaboard residents report that boat theft and vandalism have reached unmanageable levels in the waters around Coast Guard Island. With crime on the rise in the city of Oakland, the local police department's response to petty crime on the water is limited or nonexistant, residents and businessowners have told local media. They say that a small number of irregular encampments and anchored-out boat communities are responsible for the crime - and some boat owners have begun taking matters into their own hands.

“Over the last couple of months it’s become extremely severe, boats are being stolen almost on a nightly basis,” former Oakland Marina harbormaster Brock DeLappe told NBC. “Residents in marinas are scared, they’re talking about forming groups, they’re arming themselves."

Marine businesses are feeling the impact as well. "I've tried going to the police to retrieve [stolen items] but haven't had a lot of success. We've been kind of going over there ourselves and kind of stealing our stuff back from [the thieves]," said Craig Jacobsen, president of Outboard Motor Shop, speaking to local TV outlet KRON 4.

Jacobsen's shop - located about four cable lengths southeast of the Coast Guard base - had two yacht break-ins within the span of a week, he said. When he reached out to the Oakland Police Department, he was told that officers were only available to respond to incidents of violent crime.

The department does have its hands full: the crime wave is even worse on shore. In Oakland, robberies have risen nearly 30 percent year-on-year, and carjackings have risen by 20 percent. The city has the highest rate of violent crime in California.

While local law enforcement may have few resources to spare for boat thefts and break-ins, the local boating community does have support from the Coast Guard. The command at Coast Guard Island has small patrol boats, and it is putting them to good use. "Our plan is to increase the level of Coast Guard law enforcement presence in the estuary at random times throughout the day," Sector San Francisco commander Capt. Taylor Lam told local ABC 7.

Sea Robbery in Singapore Strait Has Serious Consequences

Suspected robbers under way in the Singapore Strait (Singapore IFC)

[By Th? Nguy?n Hoàng Anh]

Since the beginning of 2023, sea robbery in the Singapore Strait has increased at an alarming rate. The 113-km long, 19-km wide strait that connects the Indian Ocean with the South China Sea is one of the world’s busiest commercial waterways through which approximately 1,000 ships pass every day. The strait plays a crucial role in international navigation and global trade. However, the traffic density in its narrow waters makes ships vulnerable to sea robbery.

A report released on 9 August by the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia Information Sharing Centre (ReCAAP ISC) indicates that 51 incidents have occurred on board ships while underway in the strait since January. This number far exceeds the 38 such incidents during the same period last year. The Philip Channel, off Pulau Cula, is a hotspot, even though most cases involved petty theft and caused minor or no injuries to crew members.

The majority of the robberies took place during the hours of darkness. They were opportunistic and non-confrontational in nature, with the perpetrators escaping upon detection by the crew. Target ships tended to share common characteristics such as lack of vigilance, fatigued crew members, having low freeboard, and traversing at slow speed.

Such sea robberies are flourishing in the Singapore Strait because those who commit maritime crime are generally facing financial difficulties brought about by unemployment, slow socio-economic recovery after Covid-19, and depletion of fish stocks. As a consequence, they turn to petty crime, attempting to steal crews’ property and ships’ valuables to earn their livelihood. The criminals also take advantage of the fact that there is inadequate surveillance and enforcement by the littoral states in areas of concern.

Although most sea robbery in the strait is deemed low-level crime, the current spike in incidents has a number of consequences. First, it puts crew members and other individuals on board at risk, both physically and psychologically. Second, the incidents cause loss of property, including engine spares and scrap metal. Third, shipping companies are expected to pay for added security and insurance when operating in areas where sea robbery is prevalent. Fourth, incidents can result in the interruption of maritime transport and adversely impact international trade. In addition, sea robbery can lead to collisions as ships manoeuvre to avoid threat situations, potentially leading to the temporary closure of the strait.

Since the Singapore Strait lies within the territorial waters of Indonesia, Malaysia and Singapore, the three littoral states have been striving to tackle sea robbery and ensure safe navigation. At the national level, government maritime agencies have been developed and patrols have been conducted in their respective waters. At the regional level, the Malacca Straits Patrol was launched in 2004 with the purpose of safeguarding the security of the Straits of Malacca and Singapore. Under this framework, the navies of participating states (Indonesia, Malaysia, Singapore and Thailand) conduct coordinated sea and air patrols. In addition, the Malacca Straits Patrol Information System was established to facilitate the sharing of maritime information. ReCAAP and its Information Security Centre are further evidence of collaborative efforts to suppress piracy and armed robbery against ships in Asia. They have strengthened regional cooperation and provided information and analytics through their periodic reports and incident alerts. This year, the navies of Indonesia and Singapore established CORPAT INDOSIN with the aim of conducting coordinated patrols, holding meetings between senior commanders, sharing information on maritime issues, and facilitating timely responses.

Notwithstanding ongoing efforts, sea robbery in the Singapore Strait continues to evolve. As a result, it is imperative that the region’s littoral states conduct more frequent patrols and surveillance. Relevant law enforcement agencies need to respond in a timely manner to reported incidents and make more effort to arrest and prosecute perpetrators. In these endeavours, accelerating the exchange of information among concerned states, the shipping industry, and regional organisations is a must. Addressing a complex and transnational crime such as sea robbery necessitates stronger collaborative efforts, as no single stakeholder is able to contend with it alone. Each government needs to enhance training on combating sea robbery for shipping companies, ship owners and crews. Training can include but not be limited to how to identify and report potential threats to the authorities and how to respond in the event of an attack.

As recommended by ReCAAP, all ships navigating in the Singapore Strait also have the responsibility to improve their security by installing closed circuit television and motion sensors, maintaining a careful radar watch, hardening doors, and using night vision aids, among other measures. These efforts are vital in reducing the risk of unauthorised boardings and attacks.

Th? Nguy?n Hoàng Anh is pursuing a PhD in Public Policy at the National University of Singapore. She holds an MA in Transnational Governance from the European University Institute and a BA in International Relations from Tokyo International University.

This article appears courtesy of The Lowy Interpreter and may be found in its original form here.

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

THE WAR AT SEA

Ukraine Claims to Have Destroyed a Russian Submarine

Kilo-class attack sub Rostov-on-Don (B-237) in 2014 (Mil.ru file image)

Ukraine's military intelligence service claims that a Russian submarine was destroyed in last night's missile attack on a shipyard in Sevastopol, along with a tank landing ship.

"Significant damage has been inflicted and we can now say that the vessels are most likely not recoverable. Yes, today there’s good news - the destruction of the large enemy landing ship . . . as well as the Kalibr-carrying submarine, which is very important," said Ukrainian intelligence officer Andriy Yusov in a televised interview.

Official photos from the scene confirm that one of the vessels was a Ropucha-class landing ship, and it appears that the attack destroyed much of the ship's superstructure.

While Ukraine's claim about the destruction of a submarine could not be definitively confirmed, it would align with satellite surveillance and with a recent report from a Russian military news channel. Telegram war-reporting account "Shot" reported Wednesday that a Kilo-class sub - identified as the Rostov-on-Don (B-237) - was damaged by the attack. Commercial satellite imagery also showed a Kilo-class sub in the drydock before the attack and blackened areas around the same spot the day after (below).

Russia's defense ministry has already confirmed that two vessels were damaged by the strike, without identifying their classes or names.

Apparent Kilo-class sub and Ropucha-class landing ship at the Pivdenny Bay drydocks, September 12 (BlackSky)

Apparent discoloration and damage at the same location, September 13 (BlackSky)

If accurate, the loss of two capable vessels would represent a serious blow to the Russian Black Sea Fleet, which cannot easily replace large warships because of the military traffic closure on the Bosporus. (Rostov-on-Don itself transited the Turkish Straits and entered the Black Sea just weeks before Turkey shut the waterway to naval vessels.)

It would also be a blow to the Russian Navy overall: in fiscal terms, the two vessels were worth several hundred million dollars, and the construction of a replacement Kilo-class would take years at backlogged Russian shipbuilder USC.

The wreckage left by the attack also takes two strategic graving docks out of commission for an unknown period of time. Drydocking capacity is already at a premium for Russian naval forces in the region, according to defense analysts.

For Ukraine, the destruction of a Kilo-class sub would be operationally and symbolically important. The Black Sea Fleet's diesel-powered subs have been used repeatedly to launch Kalibr cruise missiles at Ukrainian civilian infrastructure. They are also a potent threat to shipping, and Ukraine is working hard to restore confidence in the safety of the sea lanes to and from Odesa.

Russian Drone Strikes Cut Deep Into Ukraine's Danube River Lifeline

Repeated Russian drone strikes on Ukraine's Danube River ports are taking a serious toll, a top Ukrainian official warned Wednesday.

The ports of Reni and Izmail, located on the Ukrainian bank of the northern Danube estuary, are a lifeline for the nation's farmers and grain traders. When Russia shut off access to Ukraine's Black Sea coastline in July, resuming a de facto blockade of dry bulk shipping between Odesa and the Bosporus, the small Danube ports became one of the last remaining options for getting abundant Ukrainian wheat and corn to international markets.

Ukraine and its allies have been working on ways to boost throughput at Reni and Izmail, but Russian forces have been trying just as hard to destroy port capacity. Using waves of Iranian-designed Shahed suicide drones, Russia has repeatedly hit silos, truck marshalling yards, storage warehouses and other civilian infrastructure at the port complexes. Overnight Tuesday, the latest strike destroyed several buildings and left seven people injured, including two who required intensive care.

Interior Ministry of Ukraine

The strikes have cut back grain throughput at the ports by half a million tonnes a month, according to Ukrainian Minister of Infrastructure Oleksandr Kubrakov. This amounts to a measurable share of Ukraine's grain exports, which totaled some 50 million tonnes last year.

"This threatens food shortages in countries that depend on Ukrainian agricultural products. Additional air defense systems assets for Ukraine will strengthen global security," said Kubrakov.

Air defense could also strengthen security in neighboring Romania, where officials have set up temporary bomb shelters and air-raid alert systems for the villages located across the river from Reni and Izmail.

On Wednesday, the Romanian military recovered the remains of a Russian drone some 15 miles south of Izmail, deep in Romanian territory. It is the third time that pieces of a Russian suicide drone have been found inside of Romania, but the first time that a drone trespassed far past the border.

Romania's secretary of state for strategic affairs, Iulian Fota, summoned the Russian ambassador on Wednesday and lodged a stern protest "against the repeated violation of Romania's airspace." Fota called for a halt to attacks on Ukraine's civilian infrastruture, describing the Russian strikes on grain ports and other civil facilities as "war crimes."

Romania is a NATO member state, and the overflow of Russian drone operations onto NATO territory has raised concerns of possible escalation. NATO spokesperson Dylan White told media on Wednesday that “NATO has no information indicating any intentional attack by Russia" against a NATO member nation.

Video: Ukraine Hits Two Russian Ships in Strike on Sevastopol

A fire rages at the drydock in this image provided by the Russian regional government (Governor of Sevastopol Mikhail Razvozhaev)

Overnight Tuesday, a Ukrainian cruise missile attack struck a strategic shipyard in the inner harbor at the Russian-occupied port of Sevastopol. Residents captured loud blasts on video and shared images of a fire along the shoreline.

Russian media sources report that the explosions occurred at Sevmorzavod Shipyard, a repair complex used by Russia's Black Sea Fleet. The yard's twin graving docks are tucked into a small inlet on Pivdenna Bay, the narrow channel where the port's warship berths are located.

The Russian Ministry of Defense has confirmed that two ships under repair at the yard were damaged in the strike. The city's Russian administration reported that 24 people were injured, and news footage from the scene showed ambulances driving through at high speed.

As recently as this week, satellite imagery of the yard showed a Ropucha-class landing ship and a Kilo-class submarine in the graving docks, according to open-source analysts. A photo of the scene provided by the regional governor (top) would be consistent with the superstructure of a Ropucha-class vessel.

While it is unconfirmed, naval analyst H.I. Sutton suggests that the Kilo-class sub may have been the second vessel hit by the strike.

Russia's defense ministry also reported a simultaneous drone-boat attack on a group of Russian warships under way in the Black Sea. This secondary strike was not successful, the ministry claimed.

Ukraine has not claimed responsibility for the attacks or provided further details, but the strike follows after a series of Ukrainian attacks that degraded Russian air defense and radar installations around the Crimean Peninsula. Within the past month, Ukrainian forces have destroyed a high-end S-400 surface-to-air missile complex in western Crimea and recaptured four Russian-held oil rigs in the northwestern Black Sea; the rigs had been used as Russian military sensor and observation platforms.

LA REVUE GAUCHE - Left Comment