The Security Council called for all states to cooperate with a previously-agreed arms embargo on the Houthi group, which (if fully implemented) would prevent the militants from importing the equipment they need to attack ships. The group receives military support from Iran, and the U.S. has repeatedly seized cargoes of Iranian-made missile and drone components bound for Yemen; Iran denies any involvement in the Houthis' operations.
The council also called for resolving "root causes contributing to regional tensions" - an oblique reference to the ongoing conflict in Gaza - and urged all involved parties to avoid further escalation.
The timeline for ending the strikes will ultimately be up to Houthi leaders, who have vowed to continue attacks on shipping until they achieve their political objective: an end to Israel's military operation against Hamas in Gaza. There is as yet no firm timetable for the completion of Israel's operation; in the meantime, about half of all Red Sea-Suez traffic has opted to avoid the area and navigate the long way around the Cape of Good Hope. The other half continues to risk attack.
The U.S. government maintains an active air campaign targeting Houthi anti-ship capabilities within Yemen, and on Monday, American forces found and destroyed multiple Houthi storage and launch sites. Over the course of the afternoon, U.S. Central Command forces neutralized seven anti-ship missiles, three drones and three weapons storage containers in Houthi-controlled areas of Yemen. Central Command assessed that these weapons posed an "imminent threat to merchant vessels and U.S. Navy ships in the region."
U.S. warships are the target for many of the Houthis' attacks, and while the militants have yet to score a hit, the U.S. Navy is taking it seriously. "This is deadly stuff," destroyer squadron commander Capt. Dave Wroe told BBC. He noted that the last time that the U.S. Navy operated in an area where it could expect to be attacked daily was in World War II.
After issuing a scathing critique of the U.S. naval industrial base last month, Secretary of the Navy Carlos Del Toro called in executives from American ship repair yards for a round table to discuss shared challenges.
"This is what 'maritime statecraft' is all about,” said the secretary. “We’re all going to walk out of this room better informed and better able to make the strategic decisions required of each of us.”
The conversation covered maintenance delay days, contract award timelines, repair yard efficiency, training programs, and budget pressures. Performance metrics have improved slightly this year, according to Del Toro's office. About 41 percent of scheduled maintenance availabilities were completed on time in FY2023, up from 37 percent the year before. Maintenance delay days are also down year over year.
Del Toro has had tough words for American defense contractors this year. At the annual West conference in February, he took unnamed suppliers to task for decisions that "seem to prioritize stock prices" and executive compensation rather than investments in the industrial base. Del Toro also warned contractors that the Navy is doing a "deep dive" into "chronic poor performance and misconduct," not only at the company level, but at the level of specific personnel.
]]>When the ocean's average surface temperature hit a new record high in March 2023, it set off alarm bells in the scientific community - but few experts predicted that ocean temperatures would keep climbing off the chart. The average sea surface temperature has set a new daily record every day for the past 12 months, and is now beating the records set last March.
In the near term, the most immediately visible effect has been coral bleaching - the loss of photosynthetic algae that lives on (and grows) a coral reef. Australia's famed Great Barrier Reef is in the middle of a damaging bleaching event now, and the Florida Keys' corals suffered through historic bleaching conditions last year.
Global average sea surface temperatures from March 2023 (orange) through March 2024 (blue) broke daily records every day for a year, and set new all-time records multiple times (UMaine / NOAA)
The ocean surface temperature is still rising, and climate scientists aren't entirely sure why. Climate change would be an easy explanation, but the pace is much faster than the increases predicted by climate models. The El Nino weather pattern is a major natural driver of average surface temperature, but it is currently fading, and the thermometer is still rising.
One possible explanation could be cleaner air. Since the IMO2020 sulfur regulation took effect, ships are emitting far less SOx in their exhaust, meaning that there is less sunlight-absorbing pollution over the trade lanes. A similar phenomenon may be occurring with Saharan dust storms, which usually send vast quantities of particulate matter drifting out over the Atlantic - but are not doing so with the usual intensity. Reduced levels of these pollutants would let more light through to the surface, heating up the ocean.
“I’m not hearing any scientists that have a convincing explanation of why it is we’ve got such a departure,” marine geophysicist Rob Larter of the British Antarctic Survey told the New York Times. "The impression at the moment is that things have gone further and faster than we expected."
Marine scientists warn that the heat could get worse in 2024, and that could have big implications for the hurricane season. Warm water fuels tropical storms, and the North Atlantic has never been warmer in recorded history. When combined with an expected La Nina weather pattern, which favors hurricane development in the Atlantic, the heat could fuel an "explosive hurricane season," meteorologist Stephanie Abrams of The Weather Channel said last week.
]]>Spanish shipbuilder Astilleros Gondan has cut steel for the first unmanned offshore inspection vessel for USV A/S, a Norwegian joint venture that is among the first pioneers in this space.
DeepOcean, Solstad Offshore and Østensjø Rederi joined forces last year to order a unique unmanned offshore vessel, which could change the way that subsea inspections are done in the North Sea. The partners believe that they will be able to perform all subsea inspection tasks and most subsea intervention work, without any onboard crew, and with 90 percent less carbon emitted.
Their one-of-a-kind vessel is a 78-foot steel workboat with a sheltered back deck. The hull form is designed for seakeeping in "severe" weather, according to project partner Solstad.
The boat will have a hybrid diesel-electric propulsion system with enough fuel capacity to run for up to 30 days offshore. Its payload will be a work-class ROV rated for 1,500 meters of depth, an unusual piece of equipment for a vessel of this size. ROVs are usually launched from much larger vessels, so this small USV will have a newly-developed launch and recovery system for safe handling on its fantail.
“We will operate the vessel and the ROV from an onshore remote operations center. This is an excellent way of reducing cost, CO2 footprint and limit personnel exposure to offshore operations,” said Øyvind Mikaelsen, Chair of USV AS and CEO of DeepOcean, in announcing the order last year.
The partners hope to have the new vessel in operation in 2025.
The unmanned inspection and survey business space has multiple competitors, including Ocean Infinity, which is entering the market with first-of-a-kind "lean-crewed" ships starting this year. These ship-sized vessels are far larger, measuring about 255 feet in length, and will operate on a minimally-manned basis - for now.
Data for February from the southern California ports once again confirmed the continuing strength in U.S. trade and continued the positive trends in container volumes. Executives both the Port of Los Angeles and the Port of Long Beach highlighted the strong start to the year for the ports after weak 2023 volumes and the positive outlook based on the U.S. economy.
The Port of Long Beach cited cooling inflation, rising consumer confidence, and an ongoing effort to recapture market share boosted cargo shipments moving through the port in February. Similarly, the Port of Los Angeles pointed to the economy being led by job growth while noting that market confidence is strong and the cargo is flowing efficiently through the gateway.
February was the seventh month of consecutive year-over-year growth for the Port of Los Angeles. While total volume was up 60 percent over a very soft February 2023, the port also highlights that the volume is exceeding the five-year running average by 15 percent. They noted that volumes are back to pre-pandemic rates.
The growth they noted is coming in all categories for the Port of Los Angeles with a 64 percent increase in imports and a 61 percent increase in exports. It was also the ninth consecutive month of year-over-year increases in exports with the port saying that the growth was being led by volumes in agricultural products, recycled goods, and plastics.
They acknowledged that last February was softer than normal in large part due to an earlier date for the Lunar New Year but that shippers were also last year rerouting cargo away from the SoCal ports due to the protracted labor negotiations with the dock workers.
The Port of Long Beach saw similar strengths in February with an overall 24 percent increase in volumes, driven by a nearly 30 percent increase in import container volumes. Exports however lagged down 21 percent at Long Beach.
“Market confidence in our gateway is as strong as it’s ever been,” said Port of Los Angeles Executive Director Gene Seroka at today’s media briefing. “With American consumers still spending and economic indicators positive, the Port of Los Angeles is well-positioned as we move into the second quarter,” Seroka added.
He forecasted a possibly slight slowing in March with the impact of this year’s Lunar New Year celebration saying that container volumes might be around 650,000 this month. However, his overall outlook is positive with Seroka highlighting the increased movement of empties in February as shippers position boxes in Asia for future volumes. Empties volume was up 54 percent in Los Angeles last month while it was up nearly 45 percent in Long Beach.
Shippers Seroka said are closely watching the disruptions in the Red Sea/Suez Canal and the impact of the drought in Panama as well as labor negotiations for U.S. East and Gulf Coast dockworkers and the U.S. presidential elections. He said logisticians are working to determine the best routing for volumes based on the four issues overhanging the markets.
The prediction is also for a possibly slightly earlier peak season for container volumes. As in past years, shippers have advanced shipments to avoid potential delays as they also closely watch the geopolitical and other issues.
This is the first stage of a 25-year agreement between Peel Ports Group, the UK’s second-largest port operator, and E.ON could see as many as 63,000 solar panels – the same areas as that of 18 football fields – installed on 26 buildings across Port of Liverpool.
The panels could generate up to 31MW of renewable electricity and provide the same amount of power as the yearly needs of more than 10,000 average UK homes. The exact number of panels and their generation potential will be confirmed in the final designs but the solar array is expected to be the largest of its kind in the UK and will generate up to 25 percent of the Port’s annual electricity needs.
The first portion of the installation, more than 6,000 solar panels, have already been delivered to the port ready to be installed on the new 240,000 square foot Alexandra Dock warehouse which is nearing completion. Minimizing disruption within the local area, the project will be wholly contained within the existing footprint of the port, using existing roof space, and bringing all equipment and technology directly to the port by sea. The project is being financed by E.ON and is due to be completed by mid-2026.
“Ports of the future need to become more sustainable environments and we must play our part in a greener supply chain,” said Claudio Veritiero, CEO of Peel Ports Group. “There is still work to do, but this project is a huge step for Peel Ports Group in cutting emissions and driving our ambition to become a net-zero port operator by 2040.”
According to Peel Ports and E.On, the solar panels will reduce CO2e emissions from within the port by more than 6,500 tonnes each year, the equivalent of taking more than 2,250 cars off the road.
E.ON has committed to using local contractors where possible and will also be looking to work with local companies for the ongoing upkeep of the 25-year period.
The second stage of the agreement will replace the five existing wind turbines at the port with four new, larger turbines generating close to 20MW. This will bring Peel Ports Group within reach of its ambition of powering the Port of Liverpool entirely by renewable energy generated on-site, including at night and over winter when the solar panels are not producing as much energy. It is expected this phase could begin as early as 2027/28 following planning consent and consultation with the local community.
On Thursday, Cyprus' government will host officials from 40 countries to discuss the growing aid-sealift operation. "We now see a growing international humanitarian coalition and for that we are extremely pleased," Cypriot Foreign Minister Constantinos Kombos told The National.
The first shipment on the corridor arrived in Gaza last weekend when a tug operated by two NGOs delivered a bargeload of supplies. The group had to build a receiving pier out of rubble and dirt for the purpose, as Gaza has no meaningful seaport infrastructure, but it worked for a one-time delivery of urgently needed goods. A second, larger vessel is prepared to set sail when approved.
Gaza has been closed to seaborne trade since 2007, when Israel instituted a blockade of its maritime boundaries. That blockade has been lifted for the Cypriot aid corridor only, and Israeli officials are inspecting cargo at the port of departure (Larnaca).
Receiving facilities on the Gaza end will receive an upgrade soon when the U.S. military begins a Joint Logistics Over The Shore (JLOTS) operation. Five U.S. Army landing craft with floating-pier components and equipment are on the way to Gaza now, and the Pentagon has signaled that the temporary receiving terminal could be up and running within two months' time. In good news for aid recipients, Minister Kombos told The National that the JLOTS pier would likely be in operation sooner than that timeframe.
UN warns of famine
According to the UN World Food Programme (WFP), the entire population of Gaza is facing crisis levels of food insecurity or worse. The agency said Monday that famine is "imminent."
WPC said that half the population of Gaza (about 1.1 million people) are out of food and struggling with "catastrophic hunger" or starvation. The agency noted that this is a new record for its catastrophic-hunger category.
"There is a very small window left to prevent an outright famine and to do that we need immediate and full access to the north. If we wait until famine has been declared, it’s too late. Thousands more will be dead," said WFP Executive Director Cindy McCain.
At an aid conference Monday in Brussels, EU foreign policy chief Josep Borrell blamed Israeli border restrictions for the crisis. "In Gaza we are no longer on the brink of famine, we are in a state of famine, affecting thousands of people," Borrell said.
Borrell's assertion echoes recent complaints by the UN and by aid groups, who say that supply truck convoys have been blocked in North Gaza and have ground to a near-halt in Rafah.
"Israel allows extensive humanitarian aid into Gaza by land, air, and sea for anyone willing to help," fired back Israeli Foreign Minister Israel Katz. "It's time for Borrell to stop attacking Israel and recognize our right to self-defense."
]]>Chinese officials released details on a collision between an Evergreen containership and a local bulk carrier. The accident last week required the evacuation of the crew from the smaller bulker which was severely damaged and remains under investigation.
The Qingdao Maritime Affairs Bureau reported that the Ever Lucid (105,000 dwt) was outbound from Qingdao after departing on March 13. The vessel was heading to Shanghai but on the morning of March 14 collided with the bulker Huahai 78 off the port of Qingdao.
No one was injured aboard either vessel despite significant damage to the bulker. The vessel, which is 289 feet (88 meters) in length, started taking on water flooding its engine room. The bridge of the vessel was also severely damaged leaving the vessel unable to navigate. The local authorities reported that an immediate evacuation was required of the vessel. The 12 crewmembers were transferred to the Ever Lucid to wait for transfer to shore.
Damage to the bridge and superstructure after the collision with the Evergreen containership
The bulker was taking on water but it stabilized and remained afloat. It however was severely listing. After analyzing the condition of the vessel, the maritime authorities said the decision was made to begin towing the ship to port taking advantage of the good weather and calm seas. It took two tugs and two escort boats nearly 18 hours to get the bulker to port. The vessel was docked on March 15 in Qingdao.
The Ever Lucid, registered in Taiwan and operating on a route between China and Asia to Vancouver, Canada and Tacoma, Washington, suffered only minor damage to its bow. Built in 2014, the vessel has a capacity of 8,500 TEU and is 1,099 feet (335 meters) in length. The containership was taken into the anchorage off the port for the investigation. The containership also remains in Qingdao.
No details were released on the possible causes of the accident. Pictures appear to show hazy conditions which might have limited visibility but the reports cited good weather conditions in the area.
The action targets a Marshall Islands-registered shipping company known as Vishnu and its vessel, the Lady Sofia. The ultimate ownership and management of the tanker is in India with the U.S. officials reporting it has been involved with illicit shipments to the People’s Republic of China in support of Iran’s Islamic Revolutionary Guard Corps-Qods Force and Houthi financial facilitator Sa’id al-Jamal, who is sanctioned under U.S. counterterrorism authorities.
The 160,000 dwt tanker was built in 2001 and has been operating for its Indian owners while registered in Panama since 2021. U.S. officials highlighted that the tanker engaged in a ship-to-ship transfer with another Panama-registered tanker, the Mehle (150,000 dwt), which the U.S. listed in January 2024 for its involvement in the trade.
They are citing the Lady Sofia as spoofing its AIS signal to hide its true location during the transfer. The vessel was also using the false identity of a fictitious vessel called the Amor. The tanker incorrectly broadcasted its location as the South China Sea, while it was involved with the transfer off Singapore with the Mehle.
The Lady Sofia traveled in February 2024 to China to deliver the Iranian commodities it received from the Mehle on behalf of Sa’id al-Jamal. The Mehle was sanctioned on January 12, 2024, as property in which Cielo Maritime has an interest, for having materially assisted, sponsored, or provided financial, material, or technological support for, or goods or services to or in support of, Sa’id al-Jamal.
“We remain committed to disrupting the IRGC-QF and the Houthis’ attempts to evade U.S. sanctions and fund additional terrorist attacks,” said Under Secretary of the Treasury for Terrorism and Financial Intelligence Brian E. Nelson. “The United States will continue to target the key funding streams that threaten civilians and peaceful international trade.”
It is the latest in a series of actions by the U.S. sanctioning tankers involved in the trade. Last week, U.S. officials also confirmed that they had traveled to Panama to discuss the registry and called for Panama to remove tankers violating sanctions in the Iranian oil trade to be removed from the registry.
MAN CEON, MAN Energy Solutions’ digital platform, has successfully received Cyber Security Product Design Assessment (PDA) certification from classification society, the American Bureau of Shipping (ABS). The certification process involves rigorous assessments to ensure that digital solutions comply with the comprehensive ABS cyber-security guidelines, designed to protect vessels and offshore platforms from cyber threats.
Gregory Puckett – Chief Digital Officer, MAN Energy Solutions – said: "We are thrilled to receive this certification from ABS. It is a significant milestone, which stands testament to the robustness and resilience of MAN CEON's digital infrastructure and its adherence to the highest standards of cyber security. It not only validates our efforts in implementing stringent cyber security measures but also reinforces our commitment to delivering secure, high-quality digital solutions to our customers in the maritime and energy sectors."
MAN CEON
MAN CEON is characterised by its advanced data-analysis capabilities and offers real-time monitoring and support for MAN Energy Solutions products worldwide. The platform integrates data analytics, machine learning, and predictive technologies to optimise performance, enhance efficiency, and minimise downtime.
Environmental NGO Greenpeace could be thrown out of the UN's seabed regulatory agency over an altercation on the high seas last year.
Deepsea mining firm The Metals Company (formerly DeepGreen Metals) clashed with Greenpeace when the NGO's activists boarded its vessel on the high seas. In November 2023, the Greenpeace vessel Arctic Sunrise rendezvoused with the chartered offshore vessel Coco and launched an attempt to block its operations. In addition to small-boat protests near the Coco's stern, the plan called for sending a team of climbers aboard to occupy the vessel's A-frame platform. The operation effectively prevented the crew of the Coco from carrying out the vessel's mission of collecting environmental data on a trial run of mining operations.
Coco's charterer, The Metals Company (TMC), filed suit in the Netherlands and obtained an emergency injunction requiring Greenpeace to cease and desist. The group complied with the terms and withdrew its climb team from the Coco's weather deck, ending a week-long interruption in the ship's operations.
The Metals Company says that the Coco's mission was to gather data for the International Seabed Authority, and that Greenpeace disrupted its scientific mandate. Greenpeace, for its part, says that the environmental risks are too high to proceed with deep sea mining until appropriate regulations are in place.
"Responsible nations at the ISA are listening to the mounting science that shows deep sea mining would cause irreversible damage to the oceans. The Metals Company and startups like it, don’t have the time or the interest, for a serious and transparent debate. The momentum is on the side of a moratorium," said Louisa Casson, the deep sea mining campaign leader for Greenpeace.
The ISA's 167 member states will vote on whether to revoke Greenpeace's observer status when they meet this week.
]]>Venture Global, which is developing LNG facilities in Louisiana on the U.S. Gulf Coast is also becoming the first U.S. producer to buy and operate its own fleet of LNG carriers. The company revealed on Sunday that it has purchased nine vessels, including three of the largest carriers, with delivery of the vessels due to start later this year timed to the expected commercial start of the Calcasieu Pass facility.
Analysts called the entry into ship operations, versus competitors that sell to traders or charter vessels, a bold move that will permit the company to directly sell into the spot market and deliver its cargos. Removing intermediaries from the transaction is designed to improve profitability for Venture Global, which highlights that it is currently developing over 70 MTPA of production capacity. The company started production at Calcasieu Pass in January 2022 and expects to start Plaquemines LNG before the end of this year. They are also working on expansion projects at both sites as well as other potential deals.
CEO Mike Sabel highlights the fleet as further advancing the integration of the business across the entire LNG supply chain. Venture Global’s strategy is to span from natural gas transmission to liquefaction and export, transport on its fleet of LNG carriers, and regasification capacity in Europe. The company also previously announced a long-term terminal use agreement for regasification capacity at National Grid’s UK facility Isle of Grain LNG, which is Europe's largest LNG import terminal. The company previously said about three-quarters of its production is being sold to Europe.
The company however has faced challenges and disputes with customers due to delays in completing the commissioning of its first facility Calcasieu Pass. While they have been producing for two years, technical challenges and equipment malfunctions they contend have delayed the start of commercial operations. The company recently applied to regulators for delays till late 2024 while customers including Shell, BP, Repsol, and others filed arbitration claims. The customers cite delays in meeting their contracts while the company has sold more than 250 cargoes into the spot market.
Details of the ship construction and purchase agreements were not revealed but it is believed to be with Hanwha Ocean, formerly Daewoo Shipbuilding and Marine Engineering, one of the leading builders of LNG vessels. Venture Global was previously linked to construction orders with the company confirming yesterday that it will have a fleet will consist of six 174,000 m3 and three with a cargo capacity of 200,000 m3 vessels. The first cargo from Calcasieu departed on a JERA vessel in 2022.
They are highlighting that the vessels are being built with the latest 2-stroke engines and modern hull forms as well as shaft generator and air lubrication systems to increase fuel efficiency and lower emissions. They said the selected engines supported by the shaft generator technology will reduce methane slip compared to previous designs and engine designs.
The move to further expand the company’s competitive position comes at a lucrative moment after the Biden administration announced a review of the permitting process and delay for future projects. There is uncertainty in the market over the length of the delay which creates an advantage for the producers that already have capacity and permitted projects.
]]>[By OMSA]
The Offshore Marine Service Association (OMSA) today announced four CEOs to join the organization’s Board of Directors:
Wes Bordelon, Chief Executive Officer, Bordelon Marine;
Stacy Jo Stanley, Chief Executive Officer, Offshore Oil Services, Inc.;
David Dantin, Chief Executive Officer, Odyssea Marine; and
Lasse Petterson, Chief Executive Officer, Great Lakes Dredge and Dock.
With the addition of these four executive leaders, OMSA pays homage to its roots while welcoming expanded opportunities in emerging energy frontiers.
In addition, OMSA announced its 2024 Executive Committee:
Chairman: Ashton Laborde, President, Laborde Marine;
Vice Chairman: Rob Vosbein, Jr., Executive Vice President and General Counsel, Harvey Gulf International Marine;
Secretary/Treasurer: Garrett Rice, President, Master Boat Builders; and
Immediate Past Chairman: Otto Candies, III, Chairman of the Board and CEO, Otto Candies, LLC.
OMSA is at the forefront of expanding domestic offshore capabilities, advocating for fair and practical laws that promote American ingenuity, quality, and safety offshore. Ensuring complete enforcement of the longstanding Jones Act and advocating for the passage of the American Offshore Worker Fairness Act are two policies that are integral to ensuring the American offshore industry is utilized to its full potential. These policies ensure a domestic workforce is readied to meet national needs by ensuring fair opportunities for American mariners.
“I am thrilled to be joining OMSA’s leadership team and work to create a promising future for the American offshore marine industry,” said Wes Bordelon, President and CEO of Bordelon Marine. “Today, the industry is at a crossroads… American energy production is expanding in new ways and it is up to us to make sure we are the ones to see it through. OMSA’s advocacy ensures that American companies can continue to provide state-of-the-art fleets and qualified mariners to an array of industries, from oil and gas to renewables and offshore wind, and I am confident in our ability to prevail.”
“OMSA continues to be the voice of the offshore service industry and I am proud to join this dedicated group of leaders working to carry it through to the next generation,” said Stacy Jo Stanley, President and CEO of Offshore Oil Services, Inc. “As the fourth generation to lead my family’s business and the second member of my family to serve on OMSA’s Board of Directors, I understand the importance of advocating for the companies and employees who make up the American offshore service industry, and I look forward to furthering the work OMSA is doing to support the domestic maritime sector.”
“It is an honor to serve on OMSA’s Board of Directors and further the important work being done to advance fair policies that allow American companies and mariners to serve their nation,” said David Dantin, President and CEO of Odyssea Marine. “Change has certainly come to the industry, but we have met it every step of the way. Our crews and our fleets have adapted to the needs of the day, as vessels once designed for oil and gas production are now retrofitted to work in wind-energy development as well. Our ability to adapt will allow this historic American industry to grow alongside new energy opportunities, so long as policymakers understand the importance of investing in domestic capabilities.”
“It is my pleasure to be joining OMSA’s Board of Directors and contributing to the advocacy efforts that have long supported the men and women of the American offshore service industry,” said Lasse Petterson, CEO of Great Lakes Dredge and Dock. “This industry is integral to the American economy, national security, and of course the domestic energy portfolio. Thanks in part to OMSA’s leadership, the United States has been able to maintain a strong, capable, and reliable offshore workforce and I am eager to expand these efforts as opportunities continue to grow and evolve.”
The OMSA 2024 Board of Directors:
Ben Bordelon - President & Chief Executive Officer, Bollinger Shipyards
Wes Bordelon - President & Chief Executive Officer, Bordelon Marine
Tony Cheramie - Vice President, L&M BoTruc Rental, Inc.
Otto Candies III (OMSA Immediate Past Chairman) - Chairman of the Board & Chief Executive Officer, Otto Candies, LLC
Dino Chouest - Executive Vice President, Edison Chouest Offshore
David Dantin - President & Chief Executive Officer, Odyssea Marine
David Darling - Executive Vice President & Chief Operating Officer, Tidewater
John Gellert - President & Chief Executive Officer, SEACOR Marine Inc.
Barry Graham - Managing Member, Barry Graham Oil Service, L.L.C.
Todd Hornbeck - Chairman of the Board, President & Chief Executive Officer Hornbeck Offshore Services
Lee Jackson - Chief Executive Officer, Jackson Offshore Operators
Ashton Laborde (OMSA Chairman) - President, Laborde Marine LLC
Blake Miguez - President & Chief Executive Officer, SeaTran Marine, LLC
Lasse Petterson - Chief Executive Officer, Great Lakes Dredge and Dock
Court Ramsay - President & Chief Executive Officer, Aries Marine Corporation
Garrett Rice (OMSA Secretary/Treasurer) - President, Master Boat Builders, Inc.
Stacy Jo Stanley - President & Chief Executive Officer Offshore Oil Services, Inc.
Caitlin Sause - Vice President of Government and Public Affairs Sause Bros.
Karl Senner - President & Head of Sales Karl Senner, LLC
Lynn Strahan - President, Marine Systems, Inc.
Rob Vosbein (OMSA Vice Chairman) - Executive Vice President and General Counsel Harvey Gulf International Marine, LLC
]]>The Texas Department of Transportation (TXDOT) recently christened its new 293’x66’x16’ double-ended hybrid ferry, the ESPERANZA “HOPE” ANDRADE. The Shearer Group, Inc. (TSGI) began working with TXDOT to design and provide construction oversight services for the vessel in 2017. The vessel was built by Gulf Island Fabricators in Houma, LA. The ESPERANZA is a 495-passenger, 70-car diesel-electric ferry that provides service from Galveston Island to the Bolivar Peninsula, a 2.7-mile transit. The hybrid functionality of the vessel will improve overall operational costs while providing a higher level of redundancy and safety compared to the other vessels. The vessel’s namesake was the first female chair of TXDOT and the first Latina Texas Secretary of State, Esperanza Hope Andrade.
The vessel is designed with a diesel-electric power generation system and a Power Management System (PMS) programmed to use the onboard battery storage to allow for peak shaving to reduce fuel consumption and maximize efficiency and reliability. This means that during transit, only two generators will be online, with the batteries supplying the remainder of the power demands to the vessel. While loading and unloading, the generators stay online and will use excess power to recharge the batteries.
“TSGI is proud to have worked with TXDOT to design and oversee the construction of their newest Galveston-Bolivar Ferry vessel. This vehicle/passenger ferry is the first of its kind in the U.S. to operate under Subchapter H of Title 46 of the Code of Federal Regulations with a hybrid diesel- electric system that incorporates energy storage technology.”
To learn more, you can visit our website: http://shearer-group.com.
]]>Unique Group, global innovators in subsea technologies and engineering, today signed a contract with Kongsberg Discovery for USD 1.7million of advanced seabed mapping and compact acoustic positioning technology for the APAC region.
The agreement, for the delivery of cNODE Transponders, µPAP SSBL systems and the recently launched EM2042 multibeam echo sounder (MBES), allows Unique to boost its state-of-the-art subsea equipment rental pool, satisfying increasing market demand for innovations capable of unlocking the secrets of the seafloor.
Empowering success
Unique Group, an industry leader in subsea technology rental, sales and services, has an established relationship with Kongsberg Discovery, stocking a broad range of the Norwegian-headquartered company’s proven oceanographic equipment.
The latest order, confirmed at Oceanology International in London, will swell the capacity of Unique’s Singapore base, giving customers in South East Asia fresh access to the calibration free µPAP SSBL systems and the lightweight, robust and user-friendly EM2042, launched in September 2023.
As Sahil Gandhi, CEO, Unique Group, explains, the breakthrough MBES, created to deliver optimal seabed data gathering in remote, challenging environments, is exactly the kind of technology Unique’s ambitious customers require.
Quality counts
He comments: “The EM2042 multibeam systems will support the demand for both standalone rental and for installation on Unique’s Uni-Max USV for seabed mapping and hydrographic surveys. The EM2042 offers a quad-swathe high ping rate and predictive pitch for beam steering, allowing for increased productivity as higher survey speeds can be achieved without reducing data quality.
“This combination of the Kongsberg EM2042 and Uni-Max USV provides the absolutely highest quality data, with great operational functionality and efficiency for our growing customer base.”
Ocean intelligence
Spencer Collins, VP Sales, Kongsberg Discovery, adds: “The demand for high-specification underwater positioning and mapping technology reflects a burgeoning market, with a range of segments eager to enable the sustainable management, monitoring and development of the ocean space.
“With Unique’s track record of domain success, they’re often the first call for customers eager to utilise cutting edge technology, helping them achieve the highest quality data and powerful operational efficiencies. We’re delighted to support them in this mission with the latest acoustic positioning and mapping systems.”
Proven results
Kongsberg Digital’s cNODE family of transponders are market proven medium frequency units for highly accurate underwater acoustic positioning and data links, while µPAP is a small and compact acoustic positioning system for tracking ROV's, tow fish, divers and any other subsea target at ranges up to several thousand metres.
The EM2042 has made a significant market impact since launch, winning praise for its lightweight construction (60% lighter than the EM 2040), easy handling, efficiency, durability, and excellent ‘clean’ data acquisition.
For further details please see https://www.kongsberg.com/
A Chinese shipyard completed the first retrofit of a fully functioning carbon capture system aboard a large containership. The system can conduct all phases of the process from absorption through compression, liquefaction, and storage, which they believe will be an advantage in developing and commercializing the technology.
The installation was undertaken earlier this year aboard the Ever Top, a 152,300 dwt Panama-registered containership with a capacity of 18,000 TEU. Operating for Evergreen, the vessel is part of the line’s T Class, a group of 20 ships delivered between 2013 and 2017. The installation was timed to the 10-year class survey and an overhaul of the vessel at the Huarun Dadong Shipyard in Shanghai.
The system that was installed uses amine absorbents to selectively capture and separate CO2 in the ship’s exhaust. It is then compressed and liquified for transportation, storage, or utilization in industrial applications. They report in testing the system has been able to achieve a comprehensive CO2 capture rate of more than 80 percent with the purity of the CO2 reaching more than 99 percent.
The system was developed by Qiyao Environmental Protection, a company that is working on high-efficiency CO2 capture technology. Through their testing and the use of new absorbents, the company reports it has been able to greatly reduce the energy requirements for the system’s operations.
The Ever Top was fitted with an absorption module, regeneration module, compression refrigeration, and storage. Pictures of the vessel show an enlarged funnel with a parallel tower that contains the CO2 system. She completed her shipyard visit departing Shanghai and is now back in service sailing between Asia and Europe.
Carbon capture has been viewed as a promising technology similar to scrubbers in that it could provide a critical tool to extend the life of in-service vessels by cleaning engine exhaust. Several companies are working on developing the technology for aboard ships, with one of the challenges being to develop the shoreside infrastructure for the offloading of the CO2 and either its reuse or long-term storage.
One of the world’s leading manganese mines was damaged on Monday by a cyclone impacting the northern reaches of Australia with reports suggesting the damage to the wharf could require extensive repairs. Australia’s Groote Eylandt Mining Company (GEMCO), jointly owned by South32 and Anglo-American, confirmed that operations had been suspended at its facility while they were monitoring the storm and assessing structural damage to the wharf.
The Cyprus-registered bulker Anikitos (31,236 dwt) was driven into the wharf according to reports from the Australian Financial Review. The newspaper has been unable to confirm reports that the 623-foot (190-meter) bulker, which was loading ore, sustained hull damage holing one of its ballast tanks. The newspaper published pictures of the ship driven against the dock during the storm while reporting it had loaded 41,000 tonnes of metal but failed to depart before the storm hit. They are reporting that divers will be surveying the vessel’s hull.
Exclusive: ???????? South32’s manganese export operations face major disruption after bulk carrier ship MV Anikitos struck and damaged key wharf during high winds and swell stoked by Cyclone Megan in NT, company played down damage to market this morning https://t.co/6F4nU4lf5n
— Tom Richardson. (@tommyr345) March 18, 2024
Cyclone Megan, referred to by the Australian metrological service as a “severe tropical cyclone” hit the region on Monday, afternoon. The storm was reported to have top wind speeds of 105 mph with averages between 70 and 80 mph and was expected to drop 12 to 19 inches of rain.
While Groote Eylandt, an island in the Gulf of Carpentaria located nearly 400 miles east of Darwin, Australia, did not receive a direct impact from the storm, it experienced strong winds and heavy rain.
The island is the primary location for manganese mining and exports with the newspaper reporting 10 to 12 ships load more than 50,000 tonnes of manganese each month for export. The mine produced 5.9 million tonnes of the metal in 2023 with the largest portion of the exports going to China. The Anikitos shuttles between Australia and South Korea transporting the exports.
GEMCO is the only mining company operating on the island and was looking to expand its mining operations. Separately, mining company Glencore which also operates a zinc mining operation in the region evacuated workers ahead of the storm.
The storm was predicted to move inland and weaken overnight and into Tuesday.
]]>MB92 Group, the world’s leading superyacht refit, repair, and maintenance company with facilities in Spain and France, together with Pinmar, part of GYG Ltd, the world’s premier superyacht service and supply group, announce a pioneering sustainability initiative in collaboration with the Barcelona Port Authority.
A state-of-the-art 200m2 plastic recycling centre has been commissioned in the Port of Barcelona to manage the recycling of all waste plastic generated during refit projects at MB92 Group’s facilities and other Pinmar facilities. Financed by an MB92 Group investment with additional support from Pinmar, the centre will feature a modular system from KITECH recycling solutions, creating the capacity to process over 100 tons of waste plastic each year.
This development is the result of an extensive research project spanning over 12 months. Led by MB92 Group and Pinmar, and working closely with leading recycling consultants, materials experts, and equipment manufacturers, the objective was to determine the most sustainable way to continue to deliver the high-quality standards required on refit projects while reducing overall plastic waste throughout both companies.
It was previously the case that paint contamination encountered during a refit rendered any plastic used as unsuitable for recycling. However, the latest technological advances in recycling equipment allow for environmentally friendly, waterless, and non-chemical cleaning using physical manipulation and infrared filtration to decontaminate plastic safely. The equipment produces shredded plastic flakes, which can then be recycled into materials for a wide range of industrial uses.
The introduction of the new recycling centre will be another important contribution for Pinmar and MB92 towards their sustainability goals, enabling a significant reduction in the carbon footprint used during waste processing.
Marc Hervás, MB92 Group Sustainability Manager commented “We have focused a lot of attention on waste management over the last few years and have made real progress in areas such as waste classification, as well as identifying ways to extend the life of materials. For example, we have implemented a methodology to identify plastic protection for re-use, reducing consumption. We are also working closely with local circular economy projects at both sites to upcycle and give new life to certain materials. This recycling centre initiative is another example of how collaboration can lead to positive solutions. We are excited to see how it performs and look forward to sharing results and details of an ambitious second stage of the project .”
Remy Millott, GYG CEO commented “I am extremely excited by this important initiative, we carried out extensive research to explore the different materials and options available to replace plastic tenting, and the results were very conclusive. When treated properly, plastic is a highly efficient material which can be used multiple times and provides the performance and safety characteristics required for the important superyacht refit projects MB92 and Pinmar undertake. Having full visibility and control of the plastic lifecycle from beginning to end is key and provides transparency and accountability throughout the recycling process.”
]]>Glamox, a world leader in lighting, is replicating its success in lighting European offshore windfarms with three separate orders for LED lighting for the turbine foundation transition pieces for three fixed offshore windfarms in Taiwan and South Korea.
“The energy transition from offshore hydrocarbons to renewable power presents us with huge opportunities,” said Tommy Stranden, Chief Commercial & Sales Officer of Glamox’s Marine, Offshore & Wind business. “We lead the way globally in lighting wind farms and are seeing strong interest in our LED lighting portfolio worldwide. We’ve been lighting offshore structures for around 50 years and are unique in providing a one-stop-shop for technical lighting for wind farms and their installation and support vessels.”
All three contracts are for lighting offshore wind turbine foundation transition pieces. These steel structures connect the wind turbines to their monopile foundations. The transition piece helps with the alignment of the turbine tower. It protects the foundation from corrosion and is equipped with access components such as platforms, ladders, and boat landing systems. It must therefore be well-lit for access and maintenance and requires lighting that is capable of withstanding harsh marine conditions.
Glamox today announced the following contracts:
Hai Long Wind Farm 2 and 3, Taiwan: wind farm with an installed capacity of 1,044 MW, located 40-50 km offshore in the Taiwan Strait at depths of 35-55 m. Glamox was awarded a contract from SK Oceanplant, the Korean fabricator, to provide 468 linear Glamox TL60-1200 LED luminaires and 52 Glamox RLX80 floodlights to light 52 transition pieces. The installation of the lighting will be done by SK Oceanplant and is expected to be completed in Q2 of 2025.
Greater Changhua 2b and 4, Taiwan: wind farm with an installed capacity of 920 MW. Located 35-60 km offshore in the Taiwan Strait at depths of up to 42 m. Glamox was awarded a contract from HSG Sungdong Shipbuilding of Korea to provide 636 Glamox MIR linear luminaires and 36 Glamox FL60 40W floodlights to light 36 transition pieces. Installation of the lighting will be undertaken at the yard and is set for completion in Q3 of 2025.
Jeonnam Phase 1, South Korea: wind farm with an installed capacity of 99 MW. Located offshore from Sinan in the Yellow Sea. Glamox was awarded a contract from Hyundai Engineering & Steel Industries (HESI) of South Korea to provide 170 linear Glamox MIR luminaires, 50 linear Glamox MIX luminaires, and 28 Glamox E20-S emergency lighting kits to light 10 transition pieces. The installation of the lighting will be undertaken by HESI and is expected to be completed in Q1 of 2025.
]]>In February 2024, King Abdul Aziz Port in Dammam achieved a new record by handling 235,820 TEUs, an increase of 25.41% compared to the previous throughput of 166,956 TEUs in 2023. This marks the highest monthly handling in the history of the port, reflecting the growing efforts of “Mawani” in developing it, which contributed to enhancing its productivity, improving its operational efficiency, and supporting its operational and logistical capabilities.
The statistics for incoming containers reached 142,673 TEUs, representing a remarkable 48.95% rise in capacity compared to 95,787 TEUs in the same period in 2023, while the statistics for outgoing containers increased by 24.67% to reach 86,250 TEUs compared to 69,184 last year. Moreover, ship traffic increased by 247.46% to reach 6,897 ships, compared to 1,985 ships in 2023.
This achievement confirms the pioneering operational and logistical capabilities possessed by King Abdul Aziz Port in Dammam, through its 43 fully serviced and equipped berths, with a capacity of up to 105 million tons of goods and TEUs, in addition to specialized stations, advanced equipment, and modern machinery enabling it to handle various types of cargo. This aligns with the National Transport and Logistics Strategy (NTLS), solidifying the Kingdom’s standing as a global logistics hub bridging three continents.
It is worth noting that King Abdul Aziz Port in Dammam succeeded in breaking the record it set in January 2024 by handling 215,179 TEUs, confirming its role in enhancing the Kingdom’s leadership in the maritime sector and maximizing its ability to improve the transportation and logistics industry.
]]>MAN Energy Solutions has announced the production of a massive Cluster 5 Double Layer SCR (Selective Catalytic Reduction) catalytic converter for customer, MITSUI E&S Co., Ltd.. The cluster comes ammonia-ready and is the largest such unit that the company has ever built. Such systems are typically used aboard cruise ships and cargo ships to reduce nitrogen oxide emissions by 90%.
Dr. Daniel Struckmeier, Head of Sales & License Turbochargers & Exhaust Gas Treatment APAC, said: “As the very first SCR for an ammonia engine anywhere in the world, this is a historic moment. As the largest, high-pressure SCR we have ever built, this marks a new milestone for our business. The new equipment also passed its Factory Acceptance Test without any major issues and I congratulate everyone involved in this groundbreaking project.”
The Cluster 5 Double Layer has a diameter of 3,900 mm, a total weight of 28 metric tons, and will shortly be available for series production. The quality of the product was confirmed during the final inspection by MAN Energy Solutions and MITSUI E&S. Following a successful water-pressure test, the component was subsequently shipped from Dalian, China to Tamano, Japan.
MAN SCR
Exhaust gas after-treatment systems from MAN Energy Solutions optimise ship performance, not only in terms of emissions but also economy and operation.
MAN SCR (selective catalytic reduction) control systems are integrated into the overall engine-control system and adapted to the fuel-injection system and turbocharger, enhancing the efficiency and reliability of the entire system. Up to 2.5 g/kWh of fuel-oil consumption can be saved thanks to the integration of MAN SCR and optimised control strategies compared to the use of an SCR system provided by a third-party supplier. Besides reducing NOx emissions by up to 90%, they also deliver IMO Tier III compliance and increased efficiency in respect to fuel and urea consumption.
]]>RMI, a multimillion-dollar global company providing clients with medical, HSE, security and risk management staffing and services across the globe, has formalised its commitment to support the Armed Forces community by signing the Armed Forces Covenant (AFC).
An employer of former service personnel across its global teams, RMI has an extensive history of supporting service personnel, particularly through its employment of veterans and reservists, recognising the significant value of military skills and qualifications in its recruitment.
Alex Janzen, Chief Operating Officer at RMI said: “We are proud to be an Armed Forces friendly organisation. The challenges that service men and women face when their career in the military comes to an end can be complex, but their skills and experiences are invaluable and enduring. RMI has always been a company that understands the unique perspectives of those with military backgrounds, and signing the Armed Forces Covenant is an official recognition of that.”
The Armed Forces Covenant is a Ministry of Defence initiative that requires businesses, local authorities and charities to pledge their acknowledgement that those who are current and former service personnel should not face disadvantage and that, in some circumstances, special provision may be justified, especially for those who have given the most, such as the injured or bereaved.
RMI specialises in providing medical, security and intelligence support in some of the most remote locations across the planet. With the work requiring a unique skill set that is often found within ex-service personnel, the signing of the covenant marks a significant moment in the support of existing employees as well as any former service people looking to join.
To learn more about RMI and explore the type of careers available, visit: https://rmiglobalsolutions.com/.
]]>Over the past few months, Ukraine has begun a concerted effort to attack Russia's oil refining sector with unmanned aerial drones, and it has had considerable success. These strikes have sparked explosions and fires at more than a dozen refinery complexes to date, including six in the last ten days alone. While energy analysts suggest that this will have a limited effect on the Kremlin's revenue and fuel supply, it does appear likely that it will affect the mix of Russia's energy exports.
The Russian government has acknowledged that the Ukrainian attacks are having an effect on domestic refining, and Russian energy minister Nikolai Shulginov reports that refinery throughput has decreased seven percent since the start of the year. However, the strikes are not expected to impact overall oil production. His ministry claims that the effect will be felt only as a change in the mix of exports. Refining runs will go down, but unrefined crude oil shipments will increase proportionally, deputy energy minister Pavel Sorokin told state media last week.
Another Russian oil refinery hit tonight, this time in Slavyansk-on-Kuban, Russia-occupied Circassia (the Russians call it Krasnodar region).
— Sergej Sumlenny, LL.M (@sumlenny) March 17, 2024
This is the 10th Russian refinery hit in 2024, and the 6th one within the last 10 days. Excellent! Sanctions work! pic.twitter.com/8G5WOK5l66
/1. This morning in Ryazan, Russia, three kamikaze drones attacked an oil refinery. pic.twitter.com/rftm9VUN1V
— Special Kherson Cat ???????????? (@bayraktar_1love) March 13, 2024
One early sign of this shift is the Russian ban on gasoline exports, implemented last month in order to conserve domestic stocks. While gasoline exports have been canceled, seaborne crude exports were up about 12 percent in February, according to CREA.
Russian producers export roughly $500 million worth of crude oil and refined products every day by seaborne shipment, according to the Center for Research on Energy and Clean Air (CREA). Turkey is the leading importer of Russian refined products, followed by China and Brazil, and half a dozen others buy smaller amounts. Only two nations buy Russian crude in quantity: India and China.
]]>Twelve major Japanese energy firms including J-Power and NTT Anode Energy Corporation have teamed up to establish an association for floating offshore wind energy. The association, the Floating Offshore Wind Technology Research Association (FLOWRA), officially began operations last Friday after a general meeting in Tokyo.
Other members of the partnership include the Kansai Electric Power, Kyuden Mirai Energy, Cosmo Eco Power, TEPCO, Marubeni, Chubu Electric, Mitsubishi Offshore Wind Corporation, Tokyo Gas, Tohoku, Hokuriku Electric and Eurus Energy.
With Japan aiming to deploy 10 GW of offshore wind capacity by 2030 and 30-45 GW by 2040, floating offshore wind is tipped to be a critical component of this ambition. Due to the nature of its continental shelf, Japan has more potential for floating rather than fixed-bottom installations. This calls for investments in advanced technology needed to reduce early costs for installing floating offshore platforms.
FLOWRA will work on technological developments to accelerate commercialization of floating offshore wind in Japan. Further, the association will collaborate on joint research projects with overseas organizations, especially on topics such as standardization of floating offshore wind technological systems.
Last year, Japan and Denmark agreed to partner in researching and developing floating offshore wind power technologies. FLOWRA could be a viable platform for the collaboration, as the two countries also pledged to spearhead creation of de facto global standards for deployment of floating offshore wind.
The Japanese government has allocated $27 million to support floating offshore wind technology. An additional $2 billion will be funded through the government’s green transformation bonds, for building related supply chains for the floating wind. The association will be eligible to access this funding.
Japan appears keen to accelerate its offshore wind sector, having recently passed an amendment to allow expansion of the sea area dedicated for offshore wind to the Exclusive Economic Zone (EEZ).
]]>[By Fermin Koop]
"Now and again, we are called upon; history calls upon us to actually stand up and rise to the occasion. I’m afraid that today we have let history down.”
Those were the words of Fiji’s minister for trade, Manoa Kamikamica, to the World Trade Organization’s ministerial conference in Abu Dhabi, United Arab Emirates earlier this month. There, despite hopes expressed by environmentalists and developing nations beforehand, delegates couldn’t finalize an agreement to rein in fishing subsidies.
While governments pay tens of billions of dollars annually to subsidize their fishing fleets, 35% of fish stocks worldwide are exploited beyond sustainable levels, according to the UN Food and Agriculture Organization (FAO).
The subsidies primarily lower fuel and vessel construction costs for industrial fishing, enabling boats to catch more by going further out to sea for longer periods of time. According to one estimate, US$22 billion was spent in 2018 on such “capacity enhancing” subsidies, which critics say endanger fish populations and harm marine ecosystems.
WTO members had agreed a deal at a 2022 ministerial conference to limit some of the subsidies most directly linked to long-term damage of fish populations. But in order to reach a consensus, as required by WTO rules, they put off dealing with eliminating subsidies that contribute to overfishing and overcapacity – a fleet’s ability to harvest more fish than is sustainable.
While observers believed an agreement on that vital second element of the deal was possible after two years of negotiations, it ultimately proved elusive.
International waters, international disputes
At the Abu Dhabi meeting, a group of Pacific Island states argued that a draft text of additional rules on overcapacity and overfishing did not go far enough. They called for further changes, including an outright cap on fisheries subsidies, rather than the mooted option of allowing large fishing nations to continue providing subsidies in some circumstances, such as for stocks considered well-managed. Daniel Skerritt, a senior analyst at conservation NGO Oceana, said finding compromises on this took most of the week and “delayed the negotiations”.
China and the United States worked together to find solutions, noted Ernesto Fernández Monge, a senior officer at the NGO Pew Charitable Trusts. “China was ready to give up on its differential treatment as a developing country at the WTO for the purpose of this agreement, and had also accepted [including] a mention of distant-water fishing subsidies in the text,” he told China Dialogue Ocean. Imposing limits on countries subsidizing fishing beyond their own jurisdictions would make much current “distant-water fishing” no longer profitable, says Milko Schvartzman, a marine conservation specialist from Argentina. He cites the example of the fishing vessels that arrive from Asia every year in the South Atlantic – journeys that involve substantial amounts of fuel. “They wouldn’t be able to keep up with the costs,” he told China Dialogue Ocean.
‘Blocked by a few’
Towards the end of the meeting, there appeared to be a compromise text of the additional rules that the majority of WTO members could have agreed to. It included a new clause committing members to reviewing the effectiveness of the agreement in the future. But India and Brazil refused to accept the text due to the lack of agreement on agriculture reforms that were being negotiated at the same time, observers say.
“There was a lack of political will, and obstruction from just a few countries,” says Steve Trent, CEO of the Environmental Justice Foundation. “Everybody needs and deserve a voice, but countries can block progress.”
European Trade Commissioner Valdis Dombrovskis also singled out India. “Agreements were within reach, supported by an overwhelming majority of members, but ultimately blocked by a handful of countries – sometimes just one,” he said in a statement.
Choppy waters ahead
The 2022 WTO agreement deals with phasing out the most egregious subsidies. These are payments that support: illegal, unreported and unregulated fishing; catching of overfished stocks when no fisheries management measures are in place; and fishing on the high seas outside the jurisdiction of fisheries management bodies. It will only enter into force once 110 WTO members have ratified it – the number currently stands at 71.
The additional rules that many hoped WTO members could conclude in Abu Dhabi would have gone further and prevented subsidies that contribute to overfishing in the first place, says Tristan Irschlinger, a policy advisor at the International Institute for Sustainable Development (IISD). “They focus more on the root cause of the problem and not only on the most acute manifestations of that problem,” he notes.
Negotiations on the additional rules will continue at the WTO’s headquarters in Geneva. Observers hope a decision might not have to wait until the next ministerial conference taking place in 2026. Some have suggested that countries could instead vote on the new rules at a meeting of the General Council, the WTO’s highest decision-making body, or even call for an ad-hoc ministerial meeting focused specifically on fishing subsidies.
In the meantime, WTO Director General Ngozi Okonjo-Iweala said she expects the first part of the agreement to enter into force by mid-year, something many observers also believe is feasible. If this happens, a “sunset clause” provision will come into effect that mandates the termination of the agreement if a comprehensive set of rules is not established within four years. This gives a clear deadline to approve the additional rules.
“We came so close, but at the end of the day, there were one or two matters that we couldn’t reach,” Okonjo-Iweala told the media after the Abu Dhabi meeting. Nonetheless, she said, “with ministers here, it was helpful for members to understand the reservations of each other. It brought us closer to almost getting the package.”
Fermín Koop is an Argentine journalist, specialising in the environment with experience across diverse publications such as the Buenos Aires Herald, Clarín, Ámbito Financiero, Buena Salud and Notio Noticias.
This article appears courtesy of China Dialogue Ocean and may be found in its original form here.
]]>MAN Energy Solutions’ licensee, MITSUI E&S Co. Ltd., has announced that it has successfully tested a 50-bore MAN B&W two-stroke engine up to 100% load at its Tamano facility while running on hydrogen, a world-first for the maritime industry.
In collaboration with MAN Energy Solutions, MITSUI converted one of the four cylinders of an MAN B&W ME-GI (-Gas Injection) engine to hydrogen operation. The hydrogen was supplied from a hydrogen gas-supply system that MITSUI developed in 2023.
Stable operation was achieved at various loads and operating conditions, including successful hydrogen combustion up to 100% load. MITSUI also confirmed greenhouse-gas emission reductions of up to 95%, with the remaining fraction originating from the pilot-fuel employed during testing.
In its own press release, MITSUI stated: “This is the world's first successful hydrogen combustion test on a large, marine two-stroke engine. In achieving operation along with providing the hydrogen gas-supply system, we are now one step closer to developing a zero-emission ship that uses hydrogen as fuel.”
Gunnar Stiesch, Chief Technical Officer, MAN Energy Solutions, said: “This is a very interesting project and one of several activities related to hydrogen that MAN Energy Solutions is currently pursuing within both two- and four-stroke segments. My congratulations to MITSUI for achieving this world-first and pushing the envelope on decarbonisation.”
Brian Østergaard Sørensen, Vice President and Head of Research & Development, Two-Stroke Business at MAN Energy Solutions, said: “This exploratory work is illuminating and gives us much food for thought. MAN Energy Solutions continuously looks to support the decarbonisation journey within the maritime industry, and as often as possible with esteemed industry partners such as MITSUI.”
Bjarne Foldager – Country Manager, Denmark – MAN Energy Solutions, said: “We have worked closely with MITSUI on this research project and are very happy with the results achieved. This proves the advantages and the flexibility of two-stroke engine technology, and means that we are now also prepared for the future, not only for hydrogen derivatives but also for hydrogen as a fuel. MAN Energy Solutions closely follows the market to keep track of any significant developments and this test is a noteworthy progression.”
Thomas S. Hansen – Head of Sales and Promotion – MAN Energy Solutions, said: “MAN B&W-branded engines are flexible by nature and designed for an easy retrofit at a later stage to different fuel types. This is an encouraging milestone for hydrogen as a fuel. We will now take some time to evaluate the results and ensure that we are ready to take action if and when the market for hydrogen matures.”
]]>On Friday, the crew of a merchant ship reported an attack at a position about 65 nautical miles west of Al Hudaydah, Yemen. The vessel's master told UK Maritime Trade Operations (UKMTO) that his crew witnessed an explosion off the starboard beam. No damage or injuries were reported, and the ship carried on towards its next port of call. The vessel has been identified as the tanker Pacific 01, and early reports suggested that it had been hit; these initial assessments have since been withdrawn.
Early Sunday morning, UKMTO received a report of another incident at a position about 85 nautical miles to the east of the port of Aden. The master reported an explosion close to the vessel, but no damage or injuries were reported.
In addition, Houthi units launched two attack drones towards the Red Sea on Saturday. U.S. military forces destroyed one, and the other likely crashed into the water. Neither made it to a target.
U.S. forces were also actively engaged in suppressing Houthi activity on the ground. On Saturday night, from 2100-2230 hours, U.S. Central Command destroyed five unmanned drone boats and one aerial drone in Houthi-controlled areas.
Heightened inspections
Houthi forces are widely believed to receive training and weaponry from Tehran, though the Iranian government denies it. The UK and the US have called on the UN Security Council to implement a United Nations-backed cargo inspection campaign to block the group's supply of missile and drone components from Iranian paramilitary forces.
The existing UN Verification and Inspection Mechanism (UNVIM) has been in place at the Houthi-controlled port of Hodeidah since 2016, and it was created to keep advanced weapons out of the group's hands; however, Iranian ships regularly circumvent the inspections, according to UK deputy ambassador James Kariuki.
"All ships entering Hodeidah must comply and report to Unvim for inspection. We recommit our support to UNVIM, so it has the necessary capacity and funding to ensure Yemenis have access to essential goods while abating the smuggling of illicit arms," said Kariuki at a UN Security Council meeting last week.
]]>Shipowners have every incentive to ensure the cleanliness of their operations and go to great lengths to find the best solutions to keep environmental impact to a minimum. Ballast water and sewage need proper handling before discharge, and the penalties for noncompliance are steep in some jurisdictions.
Proper treatment requires the right equipment for the vessel and its mission: Each ship's specifications and trading patterns are different, and the key to high uptime and good performance is to find the right combination for the vessel.
Trusted suppliers can help with selection, engineering, installation and aftersales support, keeping the environment protected – and the ship out of trouble.
Listening to the Customer
French water treatment company BIO-UV grew its business onshore in the early 2000s, years before ballast water discharge was regulated by the International Maritime Organization (IMO). Today BIO-UV is a mainstay among ballast water treatment system (BWTS) manufacturers, and it’s made its name by meeting the specific needs of each sector.
“We listen to our customers’ requirements and react. This is the key to our success,” says Maxime Dedeurwaerder, head of BIO-UV Group’s maritime division.
This approach benefits BIO-UV in the yacht and OSV markets. For these small vessels, minimizing equipment footprint is a top priority. BIO-UV’s latest low-flow-rate system is the smallest and most compact BWTS on the market, designed for smaller vessels that have a discharge rate of 150 cubic meters per hour or less.
It was first developed to meet the needs of an Italian yacht builder who had to fit a system into a limited space in a machinery room, and its compact size makes it popular with other small vessel operators too. Like all of BIO-UV’s ballast water treatment units, it relies on filtration and UV-C disinfection, without any chemicals.
"We’ve also received orders for OSVs, research vessels and tug retrofits in Korea that have limited ballast capacity but still need to comply with the BWTS convention,” Dedeurwaerder notes.
The offshore sector is a growth area for BIO-UV, reflecting both the rebound in offshore activity and the suitability of the firm's products for the oil and gas industry. BIO-UV prides itself on rapid and reliable service, which is key for the high-uptime requirements in oil and gas. Its international service team provided the equivalent of six years of service days in 2023.
“We have more than fifteen years’ experience in the commercial newbuild and retrofit sectors, and these skills can be easily transferred to offshore supply vessels, drill boats and drilling platforms," Dedeurwaerder adds. “The recent uptick in the offshore energy business is delivering confidence that the sector is looking to invest again.”
The jewel in the firm's crown, though, is its partnership to supply the ballast water treatment system for a new sail-powered cargo ship, the Neoliner. This novel, 136-meter vessel is under construction at Tuzla Shipyard for Neoline, a French firm with a mission to commercialize sail-powered transport. Neoline’s first 5,000-dwt ship will operate in the North Atlantic beginning next year, and it’s expected to consume up to 90 percent less fuel on a dedicated liner route.
It’s a high-profile assignment: The sail-powered ro/ro will be a "flagship of the French merchant navy," and BIO-UV will be there to help along with a who’s-who of French maritime enterprises. "As a company, we’re very concerned about global climate change and sustainability. Our chemical-free ballast water treatment systems are designed to be the most environmentally safe solutions available. It was the obvious step forward to team up with Neoline and other shipowners and yards in developing wind-powered vessels,” says BIO-UV Group CEO Laurent-Emmanuel Migeon.
BIO-UV also supplied a ballast treatment system for the well-known sail cargo ship Grain de Sail, and Migeon expects there’ll be even more sailing-vessel project announcements in the near future.
Difference Maker
Ships are floating communities, and like any town or city they generate wastewater. Near coastlines and in environmentally-sensitive regions, wastewater discharges are tightly regulated. Reliable, quality equipment is required to meet these standards and keep operations running smoothly.
Biological digestion followed by disinfection is the common method for treating blackwater waste, and there are many options on the market that use this established technology. Czech/German manufacturer ACO Marine says that while the method is proven, the details matter.
"The difference is how the technology is packaged in order to maximize treatment efficiency and handle a denser wastewater load while keeping the equipment space envelope as low as possible," says ACO’s Head of Sales, Chaitanya Shah.
Its Clarimar MF model uses UV disinfection before discharge, unlike many competing designs that rely on chlorination and chlorine neutralization. This allows the company's systems to operate without any added chemicals, eliminating the need to source and stock consumable supplies for sanitation on board.
The tanks are made of a polymer material for a long, corrosion-free lifetime with about 40 percent less weight than a steel plant. They also come in a flat-pack format so they can be installed without a yard period. The tank components can be moved into the ship's machinery spaces and assembled in place without cutting into the hull or taking the ship off-hire.
"We have the Clarimar MF units fitted everywhere from tugboats to offshore platforms and mega-yachts to modern navy frigates," Shah says. "We’ve seen increased activity overall post-Covid-19 in most areas of shipbuilding and retrofit repairs, especially in the military and cruise sectors."
In partnership with local stakeholders in the Baltic, ACO has developed a system that meets or exceeds all the special requirements for the region's sensitive waters. "Our ties to the local industries and communities ensure we can perform ‘real-world’ prototype testing and assess the performance and results," says Shah.
ACO's Maripur NF range controls nitrogen and phosphorous levels in the discharge water, as required for at-sea discharges from passenger vessels in this designated "special area." Maripur NF's ultrafiltration treatment also addresses microplastic pollution, going beyond the letter of the law and helping with a growing environmental issue.
Technical performance is critical, but for shipowners and operators the flexibility of the installation footprint and the possibilities for customization are also important. "It’s our team's willingness to engage and contribute from the initial design concepts to final installation that adds further value," says Shah.
Made-in-America
Fort Lauderdale-based Headhunter has been in the marine sanitation business since the early 1980s when it began providing plumbing services for South Florida's luxury yacht industry.
The company quickly grew into manufacturing with the introduction of the Royal Flush marine toilet, which has become a standard in the yacht market. Today, it also builds sewage treatment plants and provides both biological and chemical/physical treatment options for clients of all stripes. Headhunter products can be found on rigs, OSVs, yachts, warships and merchant vessels with the naval and yacht markets being its biggest.
Headhunter's Tidal Wave system uses biological treatment supplemented by additional oxygen to speed up the decomposition process. The discharge water is treated with a mild disinfectant to ensure a "complete kill" of any pathogens. These systems are Coast Guard-certified to meet 33 CFR Part 159, and are well suited for U.S.-flagged vessels.
The company also makes a chemical/physical treatment plant that meets the tough standards of IMO MEPC 227(64), which is now in force for internationally-trading ships. The TidalWave HMX uses a combination of chemical oxidation (chlorination) and physical processes to break down, separate and disinfect the biomass, followed by polishing the effluent with an activated-carbon filter.
It can handle graywater too, and it’s available in treatment rate ranges from 300 to 50,000 gallons per day. This is enough to cover everything up to the size of a rig or an expedition cruise ship.
As might be expected for an all-American firm, Headhunter is a frequent supplier for U.S. Navy ships like the Spearhead-class Expeditionary Fast Transport (EPF) USNS Cody. EPFs are capable of moving as many as 300 troops at fast-ferry speeds of up to 40 knots. For the Cody, which will be specially configured as a hospital ship, Headhunter’s team supplied a 15,000 gallon-per-day treatment system based on its Tidalwave HMX.
Headhunter builds and tests all its systems in-house in a 50,000-square-foot facility in Fort Lauderdale and believes in vertically-integrated manufacturing (down to soldering its own circuit boards). This allows the team to provide customization for each vessel’s unique needs. It has its own team of pipefitters and welders and can provide turnkey installation of a full sanitation system from the head to the discharge pipe – a rarity for a manufacturer in this segment.
This level of quality control allows the company to offer a five-year warranty on its sewage treatment systems. "Headhunter offers quick delivery and a quality product that is fully functionally tested in our factory prior to delivery,” says Vice President Mark Mellinger. “Some of our competitors do not undertake such rigorous quality checks."
This provides more certainty that the vessel will stay compliant and keep running without a breakdown – the kind of certainty that every shipowner needs.
Paul Benecki is the magazine’s News Editor.
]]>On February 20th Damen Shipyards Group signed a contract with BOA Group for two ASD Tugs 3010 ICE. Due to Damen’s practice of constructing vessels in series for stock, the tugs were already under construction at the time of order and will be delivered later this year.
BOA’s fleet consists of specialised offshore vessels, semi-submersible barges and harbour tugs. The order for these two Damen tugs is a part of the Norwegian company’s strategic fleet renewal and aims at modernising the fleet while lowering fuel consumption.
Sustainable renewal
BOA CEO and shipowner Ole Torberg Bjørnevik explains, “There are a number of advantages to reducing the fuel consumption of our vessels. For one, it lowers costs, which helps us become more competitive. Crucially, it also allows us to pursue our goals of increased sustainability.” In this, BOA is aligned with Damen, which has set itself the goal to become the most sustainable maritime solutions provider.
To ensure that the tugs met the requirements of BOA, Damen worked closely with its client, considering its operational profile in great detail. BOA serves multiple ports, some of which are a considerable distance from one another, requiring up to 10 hours steaming, followed by harbour assistance.
Considering all options
“To ensure a good match, we considered a wide range of tugs, from various shipbuilders. I am confident that we have found the right vessel with Damen. The ASD Tug 3010 ICE represents the complete package for us. It’s got the fuel economy, the right draught, ice classification and availability of spare parts. It was very important for us that we had something that was proven – and with Damen you certainly get something proven,” says BOA Fleet Director Tugs and Salvage Eskil Bjørnevik. The two tugs will feature a range of options that ensure their suitability to BOA’s needs. This includes a Heila HLRM 65 - 4s crane with 3.3 ton lifting capacity at 12.65 metres, an aft winch, a modular oil recovery system, and a shore heating system. The vessels will be the first Damen newbuilds in BOA’s fleet. The two family-owned companies have, however, enjoyed a close relationship for many years already. This includes BOA’s repeated utilisation of Damen Shiprepair & Conversion yards. An example of this is the recent extension of the Boabarge 33 undertaken by Damen Shiprepair Rotterdam in preparation for BOA’s scope in a contract with TM Edison in Belgium.
In keeping with tradition
In keeping with company tradition, the tugs will receive names associated with Norse mythology. They are to be named BOA Hugin and BOA Munin (thought and memory, respectively, in Old Norse) for the two ravens said to fly around the world gathering information for Odin. Damen Sales Manager for Scandinavia Martin Verstraaten says, “It has been a pleasure to be in contact with such a knowledgeable client. I’m very pleased that we have been able to find a solution that matches BOA’s wide-ranging operational profile. It’s been quite a journey assessing the requirements and the possible solutions, but it’s gone smoothly and always been filled with warmth. I’m looking forward to the continued development of our relationship in the future.”
[By Mawani]
As the highest throughput in its history, King Abdul Aziz Port in Dammam continued breaking records by handling 235,820 TEUs.
In February 2024, King Abdul Aziz Port in Dammam achieved a new record by handling 235,820 TEUs, an increase of 25.41% compared to the previous throughput of 166,956 TEUs in 2023. This marks the highest monthly handling in the history of the port, reflecting the growing efforts of “Mawani” in developing it, which contributed to enhancing its productivity, improving its operational efficiency, and supporting its operational and logistical capabilities.
The statistics for incoming containers reached 142,673 TEUs, representing a remarkable 48.95% rise in capacity compared to 95,787 TEUs in the same period in 2023, while the statistics for outgoing containers increased by 24.67% to reach 86,250 TEUs compared to 69,184 last year. Moreover, ship traffic increased by 247.46% to reach 6,897 ships, compared to 1,985 ships in 2023.
This achievement confirms the pioneering operational and logistical capabilities possessed by King Abdul Aziz Port in Dammam, through its 43 fully serviced and equipped berths, with a capacity of up to 105 million tons of goods and TEUs, in addition to specialized stations, advanced equipment, and modern machinery enabling it to handle various types of cargo. This aligns with the National Transport and Logistics Strategy (NTLS), solidifying the Kingdom’s standing as a global logistics hub bridging three continents.
It is worth noting that King Abdul Aziz Port in Dammam succeeded in breaking the record it set in January 2024 by handling 215,179 TEUs, confirming its role in enhancing the Kingdom’s leadership in the maritime sector and maximizing its ability to improve the transportation and logistics industry.
]]>[By Asenav]
Ships in different sectors, such as tankers, container ships, or even big cruise ships, often need to be towed by another smaller ship but with greater pulling power. That is precisely what ASENAV launched: an escort tugboat manufactured with national engineering that transports the Chilean maritime industry to a privileged position in the world. It has already been launched into the Calle Calle River.
Belonging to a unit of the RAstar 3200-W model, this ship is the first of its kind, manufactured at ASENAV, to have the design of the renowned Canadian engineering office, Robert Allan Naval Architects, which represents a seal of quality for the tugboat industry, due to its very high global standard.
For this reason, this tug stands out for incorporating an advanced balancing method, which allows for much friendlier navigation for the crew and safer guidance of the ship it is towing. The latter allows it to be towed safely in demanding areas such as entering and exiting terminals.
“This tug puts us at the forefront in the manufacture of ships of this type in Chile at an international level, which a Canadian company also designed. We work with them thinking about meeting all the quality and safety requirements that the port industry demands of us, but that can also be adapted to the special conditions of other countries,” highlighted Ricardo Contreras, ASENAV's New Projects Manager.
In fact, the ship can be used to operate in complex places such as, for example, the port of Quintero, which - being a gas port - requires high safety standards; those of Valparaíso and San Antonio, dedicated mainly to the transportation of merchandise; although it is also very attractive for the port of Punta Arenas, just to mention some of the productive areas of this ship.
In this sense, security systems stand out, such as misting systems that protect it and allow it to approach a vessel in the event of a possible explosion or fire. These systems also transform the vessel into one capable of combating an external incident, among many other functions.
The above is interesting, especially considering that this ship was manufactured speculatively: that is, it is open to be acquired by any company or shipping company that needs a ship with these characteristics.
The vessel features 32 meters in length, 12.5 knots, wide accommodations for ten crew, and Fi-Fi 1. Additionally, is “fitted for” complying with TIER III and to add a stern winch. It also includes first-level equipment, which highlights MTU engines, Kongsberg propulsion system, Progener gensets, Ibercisa deck equipment.
“Although this tugboat is speculative for now, its construction adds to the 35 tugboats built by ASENAV with Chilean innovation and technology, which can highlight the name of the country in Chile and the rest of the world. Although this is a ship that could perfectly operate in the ports of Quintero, Mejillones, San Antonio, or Punta Arenas, it could also do so in international spaces, such as the port of Callao in Peru, the port of Buenos Aires in Argentina, or even in ports in the rest of Europe. In that sense, we believe that this ship adds another milestone to the experience we have in the construction of tugboats and, at the same time, highlights the Chilean shipbuilding industry in the world,” added Contreras.
]]>The significance of blue colour, representing water bodies (blue bodies) on the Earth, becomes evident while understanding the biological uniqueness of the universe. Water has been essential to countless ecological cycles and processes in addition to providing the environments required for life to evolve and flourish.
However, the unrelenting quest of mankind for material gain and economic expansion has resulted in widespread pollution, habitat destruction, and mismanagement of water resources. From industrial discharge to plastic pollution, from overfishing to deforestation along waterways, the cumulative impacts of human actions have taken a heavy toll on our blue bodies. This article briefly summarizes the extent of destruction inflicted upon these vital resources by human activities as well as how we can use blue biotechnology as a transformative application to heal and sustainably use the aquatic resources.
Earth’s blue bodies from ponds to oceans serve as important sources of energy, food and health for living beings and humans have been modifying the blue bodies for thousands of years. Although these activities have been essential to the growth of humanity (economic and social), they have also had a negative impact on the health of our blue bodies. In the majority of situations, water serves as the ultimate destination for our garbage, chemicals and other pollutants we release (Figure 1) and numerous studies have demonstrated that the rate of (man-made) water contamination has increased more than ever, due to advances in industry and urbanization.
Figure 1 Anthropogenic causes of water pollution. The figure was created using free icons available from Flaticon at: www.flaticon.com
Many resources that assist humanity are found in blue bodies, and a sizable fraction of the world's population depends heavily on the ocean and coastline for existence. It is to be noted that about 90% of the ocean's surface has been impacted by humans, which has resulted in drastic decrease in the number of current marine biodiversity compared to 1970 levels. The ocean ecosystem's resilience to tremors, potential to adjust to climate change, as well as its ability to fulfill its function as a global ecological and climate regulator are all being weakened by the loss of marine biodiversity. In addition, research on climate change has revealed that, in the event that greenhouse gas emissions continue to rise, the majority of all marine species on Earth will be in risk of becoming extinct by the year 2100. Exploitation, dredging, trawling, and development of the coastline also contributed to the loss of feeding and reproduction habitat of the marine ecosystem.
In recent years, there have been several significant coral bleaching events that have resulted in the disappearance of many corals due to water pollution, which raises the temperature and acidifies the water. This decrease in coral cover has resulted in a 60% decline in reef biodiversity and a negative impact on coastal populations10. In summary, humans have been remarkably successful in exploiting the resources provided by the blue bodies, however, this has resulted in a multitude of natural disasters, including the extinction of numerous aquatic species and ecosystems, the decline of marine biodiversity, excessive or insufficient sedimentation of the sea, increasing coastal erosion, and so forth.
Water wars: an emerging reality?
It's widely believed that conflicts in the future are going to revolve around water. Sharing of international waterways is expected to give rise to these ‘water wars’, which are defined as armed confrontations between multiple nations over limited water supplies. While, there is a persistent belief that water wars will remain a myth due to technological and resource advancements, statistical research and analyses indicate that this may not be the case. Several predictions suggest that between 2030 and 2050, the earth's water distribution will change drastically, and the vast majority of the planet will not be able to replenish the water that mankind have consumed and contaminated. According to the World Population Clock 2024, the global population is expected to expand by 73 million people annually or at a pace of about 0.91%.
But the amount of the available fresh water is not increasing, and if we don’t take necessary actions, the same amount of the water will be distributed to more number of people. Also, it is to be important to remember that, freshwater makes up only 3% of the world's water resources, and that a significant amount of it is extremely challenging for humans to access due to its location on the poles. Estimates suggest that mankind is presently consuming approximately half of the freshwater supply, and it is projected that this rate will grow in just a few decades. From the Lagash-Umma dispute over water and irrigation in ancient Sumeria in 2500 BC to Israel's retaliatory attacks on Gaza's water supplies in 2023, a total of 1634 major conflicts were recorded in the water conflict chronology database created by the Pacific Institute. This database itself serves as further evidence that water wars are real issues rather than an imaginary piece.
Blue Biotechnology
According to the Organization for Economic Cooperation and Development (OECD), blue biotechnology or marine biotechnology is defined as ‘the application of science and technology to living organisms from marine resources, as well as parts, products and models thereof, to alter living or non-living materials for the production of knowledge, goods and services’. The primary focus of the current definition is on measures to enhance accessibility of marine resources and how we can benefit from them. Therefore, it is essential to expand and redefine the term blue biotechnology as “a field of biotechnology that uses technical advancements that can heal or restore the harm we inflicted to the blue bodies as well as assist us in utilizing them”. Figure 2 summarizes the use of blue biotechnology for healing and sustainable resource utilization of blue bodies.
Blue biotechnology for healing our blue bodies
Blue bodies are the primary global recipient of contaminants, making water pollution a concerning and pressing issue. Various efficient biotech tools have been proven to be useful in addressing water pollution (Figure 2). Utilizing the unique metabolic processes of bacteria, fungus, yeast, microalgae, and microbial mats, bioremediation methods are a potential approach for cleaning up blue bodies. It is carried out through either bioaugmentation, which introduces viable populations of microbes or by biostimulation, which entails stimulating the native microbial population, for the biodegradation of aquatic contaminants.
Furthermore, the potential of marine microorganisms for bioremediation has been enhanced with the aid of biotech tools. Genetic engineering approaches can modify the catabolic potential of various organisms that are able to thrive and remain active in harsh environments or polluted areas. Using sensitive biotech techniques, like polymerase chain reaction (PCR), these microorganisms and the newly introduced catabolic genes can be tracked and even quantified. Remarkably, these bioremediation solutions are value-added, environmentally benign, and commercially viable.
The blue bodies also serves as the ‘carbon sink’ of our planet and also have a vital role in resisting the effects of change in the climate. As per one estimate, from the onset of industrialization, we have raised CO2 levels in the atmosphere by 50% and in the ocean's uppermost layer by 30%. This CO2 pollution leads to thermal and chemical stress on our blue bodies resulting in increased temperature of and change in the ocean chemistry, adversely affecting the marine biodiversity. Biological capturing, sequestration of contaminants by microbes, has emerged as one of the most efficient and significant carbon sequestration techniques in the globe today. This technique has also been proven to be a sustainable, cost-effective, and ecologically friendly approach. The potential of microalgae for metabolizing CO2 is 10-50 times greater than that of other terrestrial plants.
Another biotech application is ocean fertilization, commonly referred to as ocean nutrition, which is the introduction of nutrients into the ocean to promote the growth of marine microorganisms. Ocean fertilization has the potential to promote phytoplankton development, which can sequester and store more CO2. Therefore, biotechnology is an essential tool with enormous potential to repair the severe damage that humans have inflicted to the blue bodies. Biotechnology is constantly advancing, which makes us more capable of repairing the harm we have caused, even though there are still challenges to face.
Blue biotechnology for sustainable use of aquatic resources
The discipline of blue biotechnology is a rapidly growing area of study that looks into the abundant biological resources present in our blue bodies for a range of uses in industry, science, and medicine. However, while humanity is benefiting from theseresources, the declining rate of marine populations is also alarming. However, sustainable marine resource utilization can be made possible through marine bioprospecting, which is defined as "the systematic inquiry for interesting and novel genes, metabolites, molecules, and organisms from the marine environment that might be useful to the society and have economic potential to commercial product development." Currently, microorganisms account for almost 60% of the production of new marine natural products and because of the wide range of genetic alterations possibilities of marine microbes, they are becoming more significant for sustainable blue biotechnology. Numerous nations, including US, Japan and Europe, already have a thriving marine-based nutraceuticals business, and the market has grown significantly in the last ten years, across the globe. In light of this, blue biotechnology has become crucial for meeting the growing demand for nutritious, quality sea food while conserving the marine resource diversity.
Marine-derived therapeutics has gained huge importance in recent decades. For instance, sponges are known as the ‘drug goldmine’ because of the enormous diversity and therapeutic potentials of their secondary metabolites. Cytarabine, the first marine-derived anticancer drug to be produced for clinical use, was isolated from sponge and is being routinely used for the treatment of leukemia and lymphoma.
Due to the marine environment's relatively undiscovered biodiversity in comparison to the terrestrial environment, more medicinal compounds are now being separated from the blue bodies. Figure 2 summarizes the use of blue biotechnology for healing and sustainable resource utilization of water resources.
Figure 2. Blue biotechnology (BT) for healing and sustainable resource utilization of Blue bodies. The figure was created using free icons available from Flaticon at: flaticon.com.
Moreover, the notion of ‘blue bioeconomy’ is becoming increasingly significant due to the enormous potential of marine resources to increase human well-being and marine resource biotechnology has seen a steady increase in applications related to the market in recent decades. Our ability to produce high-quality protein and materials that are financially significant for human welfare, has improved because of the use of biotechnology tools in aquaculture farming, which involves the commercial rearing of aquatic animals and plants under human intervention. Therefore, biotechnology is assisting us in the resilience building and restoration of local marine populations that will further enhance the overall conservation of marine ecosystem. It also helps us in promote a restoration culture, and safeguard and improve blue economy investments that depend on thriving marine ecosystems.
Concluding remark
Blue biotechnology has its foundations in the profound understanding that water is the cradle of all life. From pharmaceuticals to renewable energy or from food security to environmental conservation, the applications of blue biotechnology are broad and far- reaching. Blue biotechnology is thus defined currently with an emphasis on using marine resources to advance humankind. However, blue biotechnology also provides viable strategies to mitigate anthropogenic impacts to our blue bodies. Thus, this sector offers opportunities for both the preservation of the environment as well as the growth of humanity through the sustainable utilization of marine resources.
Furthermore, it is imperative to utilize blue biotech applications cautiously and effectively, while also imparting this knowledge to the younger generation. It will be beneficial if we could introduce biotechnological concepts in the school curriculum at very early levels that will help build a foundational understanding and foster curiosity. Offering students the opportunity to engage in practical biotechnology experiments can increase their learning and ignite their interest in the subject. In addition to teaching future generations about the ethical and regulatory boundaries governing biotechnological tools, it is crucial to emphasize their role in promoting sustainable resource utilization. This will instill an understanding of the importance of responsible innovation and adherence to regulations.
Thus, acknowledging the equal importance of aquatic ecosystems alongside humanity, harnessing sustainable blue biotechnology can propel mankind advancement while simultaneously preserving and restoring blue bodies or in essence saving Biology by Biotechnology.
About the authors
Abhay H Pande is professor at the National Institute of Pharmaceutical Education & Research (NIPER), S.A.S Nagar, India, with more than 27 years of experience in biotechnology. This endeavor has resulted in an academic portfolio comprising numerous patents and articles in esteemed journals.
J Anakha is currently a doctoral researcher under the guidance of Professor Abhay H Pande at the NIPER, S.A.S Nagar, India. She holds a master’s degree in Biochemistry and Molecular Biology from the Central University of Kerala.
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The first port-free maritime shipment of aid to Gaza has been delivered, despite the risks of operating a barge near the surf zone without a formal pier, and a second is about to get under way.
NGOs World Central Kitchen (WKC) and Open Arms towed a small barge with about 200 tonnes of food aid to the coast of Gaza last week and delivered it alongside at a homemade jetty. (Gaza does not have any substantial port infrastructure.)
WKC acknowledged in advance that the delivery would be a risky attempt, with a high chance of failure - but said that it would be worth accepting the hazards because of the looming famine in Gaza.
A video of the operation shows the improvised nature of the pier, which might give commercial vessel operators pause. The dirt-and-rubble jetty extended out from an unprotected beach, no more than a hundred yards out from the surf zone. The tug did not approach the shore directly; instead, two RIBs guided the barge in to its berth. It was moored with its beam to the far point of the jetty, with breasting wires to hold it steady. A mobile crane hoisted the pallets off onto a truck for shoreside delivery.
Update from Gaza???? WCK is offloading almost 200 tons of rice, flour, proteins & more that arrived by sea earlier today. At the same time this shipment is transported ashore, our second vessel is preparing to set sail from Cyprus with hundreds more tons of food. #ChefsForThePeople pic.twitter.com/cHacgMJQ6c
— World Central Kitchen (@WCKitchen) March 15, 2024
"You knew we had to go to Gaza, had to give it a shot, even if it was crazy," said Open Arms founder Oscar Camps, addressing World Central Kitchen's Chef Jose Andres in a social media message. "You called up another crazy person, and we did it."
The next shipment will be delivered by a merchant vessel, the Jennifer, accompanied by an anchor-handling tugboat for maneuvering and cargo handling. The second shipment will include a large consignment of dates, which have spiritual significance during Ramadan, WKC said in a statement.
Aid groups say that these maritime shipments (and parallel U.S. and EU initiatives) are only necessary because Israel has sealed most land crossings into Gaza, prohibiting or sharply restricting aid. The northern half of the strip is most severely affected, as it is the furthest from the limited crossings near the Egyptian border.
Over the weekend, the UN Office for the Coordination of Humanitarian Affairs (OCHA) said that "there is no alternative to the large-scale delivery of aid by land." The White House and the EU's aid coordinator made similar acknowledgements in a statement early last week.
"[The famine] is manmade," said EU foreign policy chief Josep Borrell. "When we look for alternative ways of providing support by sea, by air, we have to remind [ourselves] that we have to do it because the natural way of providing support through roads is being . . . artificially closed."
The Israeli military has a responsibility to facilitate the movement of humanitarian aid into and across #Gaza, safely, regularly and at the scale required.
— UN Humanitarian (@UNOCHA) March 15, 2024
There is no alternative to the large-scale delivery of aid by land.
Watch how humanitarian assistance reaches Gaza ?? pic.twitter.com/tDcjJckQET
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The UK Royal Navy is investigating the cause of a fire that broke out aboard the aircraft carrier HMS Queen Elizabeth when the vessel was moored at a naval base on the coast of Scotland.
At about 2350 hours on March 8, Scottish Fire and Rescue received a request for assistance from the carrier, which was moored alongside at the Glen Mallan Jetty. The facility is an ammunition loading pier used by the Royal Navy at HMNB Clyde.
Scottish Fire dispatched three fire trucks and a ladder truck to the scene. They remained on standby while the crew dealt with the fire, departing again at 0215 hours on the 9th.
The fire was put out quickly, a spokesperson for the UK Ministry of Defence told media this weekend. No injuries were reported.
"We take the health and safety of our personnel extremely seriously and are investigating to understand the cause," the Royal Navy said in a statement.
The fire is the latest in a string of setbacks for HMS Queen Elizabeth. She was supposed to carry out a high-profile mission in February leading a NATO exercise, but days before departing, she had to stand down because of problems with a shaft coupling. Her sister ship HMS Prince of Wales has also had serious issues with shaft couplings, requiring protracted shipyard repairs.
]]>Corcovado Geosub Ltda today signed a multimillion-dollar contract with Kongsberg Discovery for advanced seabed monitoring equipment.
The agreement, for the delivery of cNODE Sensor Logging Transponders, will allow Corcovado to conduct long-term environmental monitoring for seabed horizontal and vertical displacement during both carbon capture & storage and oil & gas recovery, within the Brazilian market.
Empowering decision making
Corcovado Geosub, a specialist Brazilian supplier of Survey, ROV and AUV services, has an established relationship with Kongsberg Discovery, having conducted high resolution mapping of significant areas of the seafloor with the HUGIN AUV.
The latest order, confirmed at Oceanology International in London, will put Corcovado at the forefront of serving the Brazilian market to monitor seabed displacement. Monitoring for changes to elevation of the seabed during carbon capture, for example, is essential to mitigate against the risk of the stored gas escaping due to over-pressurisation.
As Donizeti Carneiro, Commercial Director, Corcovado, explains, the ground-breaking precision offered by Kongsberg Sensor Logging Transponders in the deep-water offshore environment is exactly what is required to deliver vital information to clients to ensure optimal decisions during production and carbon capture.
Precise performance
He comments: “The cNODE Sensors will be deployed for up to 10 years at a time providing high quality data that will be recovered every three to six months by acoustic telemetry.
“The sensors chosen within the cNODE Sensor Logging Transponders range include high accuracy digiquartz crystals and internal barometers for continuous calibration, providing the highest quality and precision in the data.”
Ocean intelligence
Spencer Collins, VP Sales, Kongsberg Discovery, adds: “The demand for high-specification underwater positioning transponders for seabed monitoring reflects the market demand in ensuring environmental safety during offshore operations.
“Kongsberg Discovery’s key mission is protechting people and planet and in providing the technology to Corcovado we enable the sustainable management, monitoring and development of the ocean space.”
Kongsberg Discovery’s cNODE family of transponders are market proven medium frequency units for highly accurate underwater acoustic positioning and data links, while µPAP is a small and compact acoustic positioning system for tracking ROV's, tow fish, divers and any other subsea target at ranges up to several thousand metres.
To experience Kongsberg Discovery innovations first hand please visit stand D600 at Oceanology International.
For further details please see https://www.kongsberg.com/
Following the adoption of the Revised GHG (Greenhouse Gases) Strategy in July last year, the IMO’s 81st session of MEPC (Marine Environment Protection Committee) will be taking place this week, with the expectation that it will finalize key mid-term measures, primarily the carbon pricing regulation and GHG fuel standard. Some progress was made last week during the sixteenth session of the Intersessional Working Group on Reduction of GHG Emissions from ships (ISWG- GHG 16).
This session provided some clues on the specific measures that IMO member states want to see included in the upcoming MARPOL amendment, scheduled for MEPC 83 in the Spring of 2025.
“It is hard to overstate the significance of what might be agreed in Spring 2025. Given this significance, ISWG-GHG 16 provides some important clues on where preferences are developing. However, this is still an early stage in the debate, with key evidence of the impacts and costs of different policy specifics expected this summer,” said Dr. Tristan Smith, Director of the maritime consultancy UMAS.
One notable progress made last week during the ISWG 16 was on GHG fuel standard (referred to as goal-based marine fuel standard), which was agreed in the 2023 Revised GHG Strategy as a candidate measure for delivering emissions reduction targets.
The GHG intensity limits of the candidate marine fuel have been linked to the indicative checkpoints, still adopted in last year’s Revised Strategy. This lays the ground work for shipping sector and its value chain to position its assets to achieve at least a 90 percent reduction in emissions by 2040.
The term “indicative checkpoints” was introduced in the last Revised Strategy, aiming to reduce annual GHG emissions by 20 percent, striving for 30 percent by 2030 compared to 2008 levels, and by at least 70 percent, striving for 80 percent by 2040.
Another topic central to this week’s MEPC session is on the GHG pricing mechanism, which has drawn mixed reactions from the member states. Although all the options that have been fronted are in support of carbon pricing, the level of ambition differs significantly.
This was visible during the ISWG 16, with 31 countries across the Caribbean, Pacific and Africa supporting a GHG price on shipping emissions. Of these states, 17 backed the most ambitious proposal for a $150 levy per ton of GHG emissions. Meanwhile, China, Brazil, Norway and UAE led a proposal for a more complex mechanism, the International Maritime Sustainable Fuels and Fund (IMSF&F). It involves setting an annual fuel intensity target from 2027 and establishing a fee for non-compliance. According to some experts, this would incentivize use of fossil gas (LNG) until 2030, yet without generating the necessary revenue to facilitate green transition.
At this stage, these different proposals are welcome as they set the stage for negotiations among member states before a final vote is taken. It is important to note that most members are yet to announce which proposal they will back.
]]>[By Saba Sinai]
The Yemeni Houthi rebels’ continued attacks on shipping in the Red Sea serve as a reminder that global supply chains remain highly vulnerable to disruption. Moreover, it highlights how food insecurity can simultaneously be an effect and cause of conflict.
To address this, the international community must move quickly to combine its hard and soft power, mitigating the push and pull factors leading people to terrorism, violence, and piracy—factors that include food insecurity itself.
The UN Food and Agriculture Organization defines food security as ‘when all people, at all times, have physical, social and economic access to sufficient, safe and nutritious food that meets their dietary needs and food preferences for an active and healthy life’. The latest UN statistics suggest that 691 million to 783 million people are food-insecure, many of them in fragile and conflict-affected states.
This latest disruption in Red Sea maritime traffic has historical precedent. The name of the maritime area in question is Bab el-Mendab, which translates to ‘the gate of lamentations’ or ‘the gate of grief’. In the current episode of the maritime drama, the grief for millions of people who depend on the life-giving goods transiting through this narrow strait may yet wax greater.
The Houthis’ disruption of Red Sea maritime traffic has already significantly affected the global movement and price of goods for some nations. Container traffic has slowed, and 95% of the container shipping that once sailed through the Red Sea is now often diverted around Africa, adding nearly 5000km to the voyage in some cases. The additional distance is already significantly increasing the cost of such essentials as food, medicine and fuel. For the same reason, the Red Sea attacks are increasing the price of inputs for food and agriculture.
For the globe’s most vulnerable populations, cost increases of this kind threaten to exacerbate pressures on food security and precipitate the kinds of downstream consequences that erode prosperity and security, fueling conflict.
In response to Houthi attacks on shipping in the Red Sea, ongoing since the 19 November hijacking of an Israeli-linked ship, Galaxy Leader, the US initiated the multinational Operation Prosperity Guardian to protect maritime safety in the waters around Yemen. The operation received implicit endorsement from a UN Security Council resolution passed on 10 January. The next day, the US and Britain launched strikes against Houthi targets in Yemen.
Until 11 January, it seemed Operation Prosperity Guardian would only respond to Houthi attacks if the group successfully damaged civilian or military vessels. Some may read the two-month delay in responding to Houthi attacks as a vulnerability in the international system ripe for exploitation.
It’s unlikely that a state, perhaps except Iran, whose government has form on this matter in the Strait of Hormuz, would engage in such tactics around the world’s eight most important maritime chokepoints. They are Bab el-Mandeb at the Horn of Africa; the Strait of Hormuz in the Persian Gulf; the Suez Canal, Egypt; the Panama Canal, Panama; the Strait of Gibraltar, between Spain and Morocco; the Strait of Malacca between Malaysia, Singapore and Indonesia; the Turkish Straits, Turkey; and the Cape of Good Hope, South Africa.
Whether by design or accident, the Houthis renown has received a boost from the maritime attacks. Other non-state actors may get inspiration from the Houthis’ use of these attacks to achieve political, ideological and military objectives. Of particular concern are the militant groups that operate around Bab el-Mendeb.
Beyond the immediate challenge of maritime terrorism and insurgency, events in the Red Sea are a reminder of the role of food insecurity in conflict. As former WFP executive director David Beasley outlined, ‘there is plenty of information on how conflict impacts food security, but there is very little evidence on how food insecurity can drive conflict or how food security might contribute to the building of more peaceful societies’.
Nevertheless, food insecurity can sometimes be linked to factors that promote conflict: the recruitment of combatants; mortality and morbidity rates that undermine stability in already fragile societies; disputes over land and water in resource-constrained settings; and the mass displacement of food-insecure people. The 1992 famine in Somalia illustrated how food insecurity could accentuate political, economic or social dysfunction.
The tragic irony of the Houthis attacks is that hunger is rife across Yemen itself, where 17 million people are food-insecure. Food insecurity has undoubtedly continued to undermine peace and stability in Yemen. It has been exacerbated by the conflict there and used to radicalise Yemenis to the Houthis’ cause. Strikes on Houthi positions and facilities through Operation Prosperity Guardian or otherwise under the Security Council resolution could deepen Yemen’s humanitarian disaster if such action harms civilians or civilian infrastructure.
Governments and multilateral bodies, particularly through the UN, must work to secure maritime trade to avoid food insecurity contributing to further conflict in the Middle East and beyond.
Saba Sinai is a lecturer in agriculture at CQUniversity, Australia and a fellow with ASPI’s Northern Australia Strategic Policy Centre. The views expressed here are his own and do not necessarily represent those of his employer.
]]>In a groundbreaking collaboration, Eyesea, a global maritime pollution mapping initiative, and Aurora Expeditions, a leading expedition travel company, have successfully recorded Eyesea’s first in-app marine pollution data reports from Antarctica. This effort marks a significant milestone in the project’s pollution monitoring reach and underscores the importance of preserving the pristine ecosystems of the southernmost continent.
Eyesea, known for its innovative use of technology to report and manage maritime pollution, partnered with Aurora Expeditions to test the performance of the Eyesea app in remote locations, measure clean- up work, and to assess the presence of pollutants in the region, providing valuable insights into pollution’s impact on one of the world's last untouched frontiers.
The expedition, led by the crew of Aurora Expeditions' vessel the Sylvia Earle, recorded pollution through the Eyesea app. "This collaborative effort between Eyesea and Aurora Expeditions is developing into a groundbreaking achievement in the field of pollution monitoring," said Graeme Somerville-Ryan, Co-founder at Eyesea. Aurora has helped us test our app’s capabilities around GPS reception in very remote areas and delayed data upload. The data collected will not only enhance our understanding of the environmental challenges facing Antarctica but will also serve as a vital tool for conservation efforts and future policy decisions driven by data."
Aurora Expeditions, recognized for its dedication to sustainable and responsible travel, expressed its commitment to using its vessels, crews, and geographic reach to advocate for the protection and preservation of Antarctica.
"Our crews and passengers typically recover any pollution they encounter on our voyages, when and where conditions safely allow. It is exciting to have partnered with Eyesea, and this partnership is another example of how the travel industry can participate and lead in sustainability initiatives," said Hayley Peacock-Gower, Chief Marketing Officer at Aurora Expeditions. "As a company we are deeply invested in responsible tourism, we believe that it is our duty to contribute to the preservation of the world's most delicate ecosystems."
The collaboration between Eyesea and Aurora Expeditions highlights the potential for technology and responsible tourism to drive positive change in safeguarding the planet's marine environments. The recorded pollution data will be made publicly accessible, fostering transparency and encouraging global collaboration in the ongoing efforts to preserve Antarctica's unique biodiversity.
]]>[Brief] A Hong Kong-registered containership arriving at the private container port in Kocaeli, Turkey was unable to stop while maneuvering and knocked over the large container cranes. Initial reports said no one was injured in the dramatic accident, but later reports from the Turkish media said that the operator of one of the cranes was seriously injured in the incident.
The YM Witness, a 145,000 dwt containership built in 2015 and operated by Yang Ming, was arriving at the port on Saturday afternoon, March 16. The ship is 1,207 feet (368 meters) in length with a capacity of 14,000 TEU.
The vessel had a pilot aboard but for unknown reasons appeared to be coming toward the dock at a steep angle and was unable to stop its forward motion. The vessel in succession knocks over the large cranes used to load and unload the containers. The port authority is reporting that several containers were also knocked from the vessel into the harbor.
Dockworkers can be seen running in some of the videos as the cranes are pushed and then come crashing down. Local police and fire responded to the incident which is currently under investigation.
Bugün 15.45'te Hong Kong bayrakl? 368 m boyundaki "YM WITNESS" isimli konteyner gemisi, Kocaeli Evyap Liman?na k?lavuz kaptan nezaretinde yapt??? yana?ma manevras? esnas?nda liman vinçlerine çarparak devrilmelerine ve gemiden birkaç konteynerin denize dü?mesine neden olmu?tur. pic.twitter.com/XNDF9oyZlO
— DEN?ZC?L?K GENEL MÜDÜRLÜ?Ü (@denizcilikgm) March 16, 2024
The Indian Navy has continued its aggressive support of shipping in the Red Sea reporting two interactions with Somali pirates and today successfully rescued 17 crewmembers that have been in captivity for three months. The action also likely prevented further piracy incidents as the bulker Ruen had been taken into the Indian Ocean to apparently serve as a mothership for the privates.
Security forces warned on Thursday that the Navibulgar vessel Ruen (41,600 dwt, registered in Malta) which was captured on December 14 had departed Somalia heading east into the Indian Ocean. Yesterday, March 15, the Indian Navy’s Long Range Maritime Patrol reported it was able to intercept the Ruen underway some 260 nautical miles east of Somalia in the Indian Ocean. What ensued was a 40-hour mission that included the air drop of elite commandos.
An elite commando team was airlifted to join the mission (Indian Navy)
The pirates aboard the bulker “opened fire on the warship,” the Indian Navy reports, but the Navy was able to corner the bulker with the pirates aboard. The Indian vessels Kolkata and Subhadra, along with remotely piloted aircraft and a team of elite marine commandos air-dropped by C-17 aircraft, were able to successfully confront the bulker with the pirates aboard. The pirates shot down one of the Navy's drones.
“The pirates onboard the vessel have been called upon to surrender and release the vessel and any civilians they may be holding against their will,” the Navy spokesperson reported.
Only saying “thought concerted actions,” and that they “coerced” the pirates to surrender, the Navy reports it retook control of the Ruen. A total of 35 pirates surrendered to the Navy and the 17 crewmembers aboard the vessel were released wiouth injuries. The Navy reports the Ruen “has been sanitized for the presence of illegal arms, ammunition, and contraband.”
#INSKolkata, in the last 40 hours, through concerted actions successfully cornered and coerced all 35 Pirates to surrender & ensured safe evacuation of 17 crew members in the evening today #16Mar 24 from the pirate vessel without any injury.#INSKolkata had carried out the… https://t.co/eKxfEdMRES pic.twitter.com/tmQq2fG8yE
— SpokespersonNavy (@indiannavy) March 16, 2024
Prior to this engagement, the Indian Navy was also able to locate another seized bulker, the Bangladeshi vessel Abdullah (58,000 dwt) on March 12. They reported that the pirates did not respond to attempts at communication. On March 14, they were able to photograph the Abdullah and reported shadowing the vessel until it entered Somali waters. Unconfirmed reports from the media in Bangladesh said shots had been fired and the warship withdrew fearing for the safety of the crew aboard the bulker.
The rescue of the Ruen marks the second successful rescue by the Indian Navy against Somali pirates. On January 5, an elite team of commandos from the Indian Navy stormed the Lila Norfolk, a 170,000 dwt bulker registered in Liberia that had also been commandeered by pirates. The team sanitized the vessel and confirmed that the pirates had abandoned the ship after the Indian warship arrived. In a similar incident in late November 2023, American forces were also able to scare away and apprehend pirates that boarded the product tanker Central Park in the Red Sea.
Image released by the Indian Navy highlighting pirates aboard the Abdullah before it arrived off Somalia (Indian Navy)
A moderate danger of further piracy incidents however remains according to a warning from the EUNAVFOR operation Atalanta and the Maritime Security Center for the Horn of Africa. They highlighted a recent surge in reported events that could potentially escalate into piracy off the Somali coast.
They highlighted that in addition to the Ruen and the Abdullah, 18 dhows have been hijacked in recent weeks. Up to seven they believed may still be in the hands of captors. Further, they estimate that four pirate action groups are operating and note that several possible pirate camps have been identified near Garacad, Somalia.
Significant attacks on merchant vessels have occurred they warned within 12 days after reports of dhow hijackings. The warning says that multiple skiffs each carrying armed individuals set off from Somalia on March 13. They were also concerned that the Ruen would be used as a mothership, but the successful Indian action has removed that one threat, while the warning remains for ships to use caution in the region due to the increased risks.
]]>Brookes Bell, the leading multi-disciplinary technical and scientific consultancy for the marine and energy sectors, has expanded its Naval Architect team in Glasgow with the appointment of Dr. Kaan Ilter, a renowned specialist in vessel design, hydrodynamics and structures.
With more than 12 years’ experience in the maritime sector, Dr. Ilter has worked at some of the world’s leading and innovative shipyards and consultancies in Turkey as a Senior Structural Design & Analysis Engineer. In 2022, he joined the University of Strathclyde in Glasgow where he undertook fundamental research in hydrodynamics, further enhancing his reputation as a distinguished Naval Architect.
He is a member of the Turkish Chamber of Naval Architects and Marine Engineers, as well as The Royal Institution of Naval Architects. Having already gained an MSc, in 2023, Dr. Ilter earned his PhD in Naval Architecture and Marine Engineering from Istanbul Technical University. He is also an accomplished researcher and author, having published several papers on vessel design and architecture, including autonomous vessels.
With a strong academic and consultancy background, Dr. Ilter joins Brookes Bell’s global team of leading Naval Architects to provide vital expertise and experience to the maritime sector at a critical time for the industry, as vessels look to ensure their designs are compliant with IMO Energy Efficiency Design Index regulations. He will provide essential problem solving and performance optimisation advice to clients, as well as bolstering Brookes Bell’s knowledge in advancing Naval Architecture trends.
Brookes Bell’s Director of Naval Architecture, Dr. Kieran Dodworth said, “I am delighted to welcome Dr. Ilter to Brookes Bell’s team in Glasgow. His renowned experience and passion for Naval Architecture will further strengthen our highly skilled and expert team at Brookes Bell. We want our clients, across the world, to benefit from the right specialist for the cases we are instructed on in order to provide the strongest possible expertise and service and I am positive that Dr. Ilter will play a leading role in that regard.
“Modern Naval Architecture is such a wide field and technically challenging cases need the right kind of subject specialists that Brookes Bell is known for. With the addition of Dr. Ilter, Brookes Bell can continue to provide the very best Naval Architecture services with the very best outcomes for our clients,” Dr. Dodworth added.
]]>The electrification of ports should be a reality in the European Union by 2030. It is therefore necessary to invest in infrastructure able to supply power to the moored vessels so that they can switch off their auxiliary engines, decreasing the greenhouse gas emissions.
To achieve this, the European Union ports must implement OPS (Onshore Power Supply) technology to permit the vessel connection to the electricity grid. This system must ensure sufficient shore-side electrical power to meet a high percentage of demand based on their average annual throughput of container ships, passenger ships, and ro-ro vessels.
These installations require a large investment. For this reason, it is essential to accurately establish the need for energy. Siport21 has recently developed a methodology to define the sizing and optimize OPS facilities in ports. The results of a practical case were presented in Marlog 13 “The International Maritime Transport and Logistics Conference”, organized by the Arab Academy for Science, Technology and Maritime Transport in Alejandria (Egypt).
The simulator provides an estimate of hourly power demand over the course of a year associated with probability levels. This methodology will help ports to have probability-based estimates and their seasonal distribution. It will therefore be essential for decision- making, evaluating the cost-benefit of the investment to be made and the total power to be installed. In addition, the tool also shows the results of the decrease in carbon footprint in the port due to the operation of the OPS.
]]>During the then administration of President Trump, the U.S. launched a trade war with China imposing nearly $300 billion in tariffs on a wide range of products, which President Joe Biden has left in place. Xeneta highlights the strength of the growth, which appears far beyond Mexico’s domestic economy, noting that importing into Mexico’s West Coast ports from China is seen as a viable alternative to goods arriving directly into the U.S. West Coast.
“A sizeable proportion of the goods arriving in Mexico by ocean will likely be trucked into the U.S.,” says Peter Sand, Xeneta Chief Analyst, which he says, “gives rise to the suspicion that the increase in trade we are witnessing is due to importers trying to circumvent U.S. tariffs. In a purely hypothetical scenario, if this growth rate continues, by the year 2031 there will be more containers imported from China into Mexico than the U.S. West Coast.
Xeneta’s data illustrates the growth showing a 60 percent increase in January 2024 versus the prior year, to a total of 117,000 TEU versus 73,000 TEU in January 2023. This increase comes after import volumes were up nearly 35 percent in 2023 after just a 3.5 percent increase in 2022.
“The strength in trade between China and Mexico was building during 2023 but the latest data of January 2024 reveals a massive increase,” said Sand.
He also points to the opening of a new cargo-only airport in Mexico City in 2023 as a sign that imports continue to scale up.
“I doubt this is happening due to increased demand in Mexico only, but more likely because it is a back door into the U.S.”
While there was a rate advantage a year ago when freight rates between China and Mexico fell below the rates to the U.S., Xeneta highlights rates are now largely comparable on the two routes. They note the cost advantage moved back and forth between the two routes several times but as of this month is within $5 per FEU traveling to Mexico versus to the U.S. West Coast.
State-owned LNG terminal operator Deutsche Energy Terminals (DET) announced the FSRU arrived at the AVG pier in the industrial port in Stade-Bützfleth today March 15. The vessel is expected to undergo several weeks of test operations before starting to feed up to full operations. In preparation for the FSRU, construction of a new jetty was completed at the end of last year, with DET being the operator of the floating LNG terminal in collaboration with various service providers.
The company highlights that the 174,000 cubic meter FSRU is expected to play a significant contribution in enhancing the security of supply and gas price stability in Germany and Europe. The vessel, which is 965 feet (294 meters) long was built in 2021 as Transgas Force. It was acquired from Greece’s Dynagas in January this year by US-based Energos Infrastructure, a joint venture of Apollo and New Fortress Energy. The 94,361 dwt vessel was converted from cargo operations to an FSRU in the Netherlands.
Energos Force was recently acquired converting for transportation to the role as an FSRU (DET)
Built by China’s Hudong-Zhonghua, Energos Force features three Wartsila regasification modules with a capacity of 250 million standard cubic feet per day. It also features a MAN dual-fuel diesel-electric propulsion and GTT’s NO96 containment system. The company highlights that in the winter using closed cycle steam boilers the vessel will process up to 500 million standard cubic feet of gas per day and in the summer using open cycle seawater capacity can be raised to 750 MMSCFD.
The Energos Force will join two other DET-operated FSRUs that are already operating at the Brunsbüttel and Wilhelmshaven terminals, with a fourth expected to be commissioned at its second terminal in Wilhelmshaven by June this year. The four FSRUs are part of a public-private partnership launched by the German government designed to provide LNG import capabilities to replace the gas supply from Russia.
In what may be a pivotal moment in the future of alternative marine fuels, the world’s first bunkering of ammonia and tests of adapted engines took place in Singapore aboard an offshore supply vessel retrofitted by Australia’s Fortescue Group. The testing is ongoing helping to develop the information on safety and management that might one day see ammonia become one of the leading marine fuels.
The tests were carried out with the Fortescue Green Pioneer, a 3,100 dwt vessel built in 2010 in Indonesia. Fortescue Future Industries acquired the now 14-year-old supply ship MMA Leveque early in 2022 from Australia-based MMA Offshore. It was originally outfitted with four diesel-electric Cummins main engines.
Fortescue began in 2022 testing the conversion of a four-stroke engine to run on ammonia in combination with diesel as its pilot fuel. The tests took place at the company’s facility in Perth, Australia, and in July 2023 the conversion work on the vessel began at Seatrium’s Benoi yard. Two of the vessel’s four engines were enabled to use ammonia in the process which included the installation of the gas fuel delivery system, safety systems, and the infrastructure to support the operations.
The vessel was previewed at the COP28 conference when the company’s flamboyant founder and chairman Andrew Forrest arrived in Dubai aboard the Fortescue Green Pioneer. He called for the world’s ports to prepare and develop the infrastructure for ammonia as a marine fuel. The ship was not able to sail on ammonia he said because no port was ready.
The Maritime and Port Authority of Singapore worked with partners including DNV and fuel supplier Vopak. They report since October 2023 they have been conducting workshops to study the hazards and safety protocols. They also developed processes for the mitigation methods and monitoring due to the highly toxic nature of ammonia. Furthermore, they developed training protocols for the handling of ammonia.
“The safe conduct of this fuel trial supports the holistic assessment of the use of ammonia as a marine fuel, and the development of standards and safety procedures,” said Teo Eng Dih, Chief Executive of the MPA. “This will inform the crew training, emergency, and bunkering procedures which MPA, agencies, and the tripartite community are developing in support of making available safe and cost-efficient solutions as MaritimeSG and the international shipping community undergo the energy transition.”
The first bunkering involved three tonnes of liquid ammonia loaded from Vopak’s Banyan Terminal on Jurong Island in Singapore. According to the MPA, as part of the risk management, extensive pre-operations, safety checks, and tests were conducted. They highlight that the fueling was completed with the existing infrastructure demonstrating the industry’s ability to adapt to ammonia as a marine fuel in the future.
The fuel trial was conducted over a period of seven weeks. It included rigorous testing of the vessel’s storage systems for ammonia, as well as the associated piping, gas fuel delivery system, retrofitted engines, and the overall seaworthiness of the Fortescue Green Pioneer. The vessel is registered in Singapore and earned a gas fuel ammonia notation.
The testing and demonstrations are ongoing. A second bunkering of a further three tonnes of liquid ammonia will be loaded for the Fortescue Green Pioneer in the next few weeks. Further tests and trials are planned as the validation process continues.
The U.S. shipbuilding industry continues to benefit from the emergence of the offshore wind energy sector. The latest deal is a partnership between Maersk Supply Service and Louisiana-based Edison Chouest Offshore for the construction of vessels as part of Maersk’s feeder ship approach that is designed to enable faster offshore wind installations.
The partnership is the next step in the implementation of the company’s feeder spread. It will include two tugs and two barges to be built by Bollinger Shipyards. They will be owned and operated by ECO in support of the installation system.
Maersk Supply Service detailed its plans for the feeder approach several years ago and already has its large wind turbine installation vessel on order with Seatrim in Singapore (former Sembcorp Marine) and it is expected to be delivered in 2025. The concept is that the massive jack-up vessel, which will be registered in Denmark, will be positioned at the site, and be fed by specialized barges transporting materials from the staging area at the wind port with the tugs.
“Maersk Supply Service’s new installation concept can make offshore wind farm installations significantly faster with estimated efficiency gains of 30 percent. The partnership with ECO makes this new technology available for the U.S. offshore wind market enabling faster offshore wind installations in the U.S.,” said Christian M. Ingerslev, CEO of Maersk Supply Service.
In a separate wind sector project, ECO is building the first U.S.-flagged SOV for the offshore wind (Orsted)
The barges and tugs will be registered in the U.S. to meet Jones Act requirements. The WTIV will have a unique interlocking system that will secure the barges and raise trays with the components feeding the installation process. According to Maersk, in addition to meeting the Jones Act requirements, the WTIV spends more time on site and the locking and stabilizing system is less dependent on weather and sea conditions for the supply operation.
Maersk Supply Service already has the installation contract for the Empire Wind 1 project, which is now being developed by Equinor. It has cleared most of its hurdles, including the decision to split the partnership between Equinor and BP. Equinor expects to make the final investment decision by mid-2024 on the wind farm, which has already received its federal approvals from BOEM and just recently cleared to renegotiate its power contract by New York State. The second phase, Empire Wind II, however, has been put on hold and Maersk also has a contract for Beacon Wind which now belongs to BP.
The first installation is to be from the South Brooklyn Marine Terminal which will be the staging area. The barges are less likely to have height and clearance problems while they are moving materials to the offshore location.
ECO has already entered the offshore wind sector and is looking to expand its opportunities in the industry. In December 2023, ECO moved the first U.S.-built Service Operation Vessel, ECO Edison, from the building dock. The ship is set to operate to support Ørsted’s offshore operations.
Last year, President Joe Biden highlighted that companies have already announced 18 offshore wind shipbuilding projects. This includes investments of nearly $3.5 billion across 12 manufacturing facilities and 13 ports to strengthen the American offshore wind supply chain.
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Med Marine and SVS Maritime owned by Vernicos Scafi Group, signed a contract for the construction and delivery of a MED-A2575 series tug on March 7, 2024. The RAmparts 2500W series tug is scheduled to be delivered to her owner in Greece in September 2024. This powerful tug will be the second newbuilding for Vernicos Scafi Group by Med Marine’s Eregli Shipyard.
The MED-A2575 series tug, measuring 25 meters in length and boasting a 75-ton bollard pull capacity, is equipped to meet Class FIFI-1 requirements. This powerful RAmparts 2500W series tug is constructed as a multi-purpose tug, working off a forward winch for ship handling, towing, pushing, mooring, firefighting facilities and also equipped with an aft towing hook and a capstan.
Ms. Melis Ucuncu, Business Development Director at Med Marine, commented “As Med Marine, our ambition is to meet the growing demands of our customers. We are thrilled to have SVS Maritime on board. We are proud that our commitment to quality has been recognized by our clients.”
Technical specifications of the tugboat:
Length: 25,20 m
Width: 12 m
Depth: 4.60 m
Draft: 5.75 m
Gross Tonnage: <400
Bollard pcull: 75 tons
Speed: 12 knots
Crew: 8 people
The fire broke out while the vessel was docked in Ashtabula, southwest of Erie, Ohio on Lake Erie. The vessel appears to have still been in winter layup. The U.S. Coast Guard reports the captain and crew are safe while the city and country have dispatched fire teams to the vessel.
The U.S. Coast Guard reports it has deployed boats and a helicopter to assist the city resources. They are also planning to send marine inspectors and investigators to begin investigating the cause of the fire.
#BREAKING - #USCG personnel are responding to a commercial vessel fire aboard the CUYAHOGA #Ashtabula by providing on-scene information and status updates via deployed boats and a helicopter. Master and crew of the CUYAHOGA are safe and accounted for.
— USCG Great Lakes (@USCGGreatLakes) March 15, 2024
The fire is ongoing. pic.twitter.com/aQNJUQe4II
It is the second incident for the vessel in less than a year. Last May, the ship which has been operated for many years by Lower Lakes Towing, part of Rand Logistics, suffered an engine room fire while she was underway near Point Pelee, Ontario, Canada, on a trip from Saginaw, Michigan, and in Ohio. She had to be towed to port with many fearing her career had come to an end.
The vessel spent months undergoing repairs but keen-eyed observers spotted her back at work on the Lake last fall. There were reports that during the repairs she also underwent a 5-year survey with unconfirmed reports her owners were looking to extend her life until 2030.
While it is not uncommon for lakers to have long lives, the Cuyahoga is considered to be a piece of living history on the lakes. She was built in 1943 as the tenth of a class of sixteen A1 type Maritime Class Bulkers. At the time they were among the most stylish vessels on the lakes featuring the first use of the cruiser stern design and powered by a double compound steam engine.
Originally known as the J. Burton Ayers, a name she sailed under for 52 years, she was part of a vital World War II supply effort moving much-needed iron ore to the mills supplying the wartime production of tanks, aircraft, and artillery.
She was acquired by Lower Lakes in 1995 and along with a sister ship the Mississagi went on to become the oldest Canadian Lakers. Her sister who was just a few months older was retired and scrapped in 2021.
At an overall length of 664 feet, the Cuyahoga has a capacity of 18,000 tons. She is used to transport bulk commodities including stone, iron ore, and coal.
The proposal aims to repair the damaged infrastructure, optimize the port layout for better traffic flow, and enable the transition to the use of solar power. However, the proposal does not address the rebuilding of the grain silos, which experienced the most impact during the blast.
Two French engineering firms, Artelia and Egis, were involved in the development of the plan through funding from the French government. Another French public agency Expertise France, conducted a study with recommendations on how to improve security at the Port of Beirut.
“The plan has been accepted and the port’s revenue will be used to finance the required investments,” Lebanon’s transport and public works minister Ali Hamie told the French newspaper Le Monde.
Restoration of the state’s infrastructure destroyed during the explosion is estimated at $60 to 80 million. However, this cost rises to $140 million while accounting for private companies' infrastructure which was impacted, according to a 2021 assessment by USAID’s Middle East Economic Growth Project.
With the restoration costs expected to come from the port’s revenue, Director General of the Port of Beirut Omar Itani noted that there have been several positive changes after the disaster. He highlighted that revenues increased to nearly $150 million in 2023 from a low of $9 million in 2020. The number of containers handled also rose to 800,000 TEUs last year from around 600,000 TEUs in 2022. However, this is still low compared to the 1.2 million TEUs that the port handled in 2019 before the explosion.
France was among the first responders, with President Emmanuel Macron visiting the country on August 6, 2020, two days after the explosion. At the time, Macron promised to rally international players for financial support to the Lebanese people.
This week, the French ambassador to Lebanon Hervé Magro reiterated France’s support for Lebanon. “The Lebanese economy needs a port that has been rebuilt, modernized, and made safe. The French government has made the issue of the port a priority and one of the pillars of French cooperation with Lebanon,” said Magro.
In 2022, CMA Terminals, a subsidiary of the ocean carrier CMA CGM won a ten-year concession to run and manage the Port of Beirut’s container terminal. The firm pledged to invest $33 million in the terminal, focused mainly on replacing, renewing, and purchasing new equipment.
Besides France, Germany in 2021 also presented a comprehensive proposal to rebuild the port, in addition to redeveloping more than 100 hectares of the surrounding area, including residential developments.
“BOEM is continuing to implement the Biden-Harris administration’s clean energy agenda, while maintaining a careful approach to prevent, reduce, and address any adverse effects on ocean users and the marine ecosystem,” said BOEM Director Elizabeth Klein. “As an integral part of our environmental assessments, we will continue to actively solicit feedback from Tribes; federal, state, and local government partners; the fishing community; and the public to help guide our actions.”
The launching of the effort to prepare an Environmental Impact Statement for the Construction and Operation Plan for the Atlantic Shores project marks the twelfth wind energy COP environmental review they have initiated. It is another step toward the goal of 30 GW of offshore wind energy capacity in the U.S. by 2030.
Atlantic Shores is a project proposed by Shell New Energies and EDF Renewables and according to BOEM’s announcement, the plan calls for 157 wind turbines, eight offshore substations, one permanent meteorological tower, and two potential export cable corridors that would make landfall in Sea Girt, New Jersey and either the New York City area or near Asbury Park, New Jersey.
The lease area, which the company was awarded in 2018 is more than 81,000 acres located at least eight miles off the New Jersey coast and 60 miles from New York. The company holds a total of three leases in the area with Atlantic Shores North targeting operations by 2027 to become New Jersey’s first wind farm. BOEM is initiating a 45-day comment period till early May as it begins the review for the project.
BOEM is designating a massive new wind area (green) for the Gulf of Maine (lower left shows the existing leases)
BOEM also today announced it has finalized the area in the Gulf of Maine as the next step toward the second goal which is 15 GW of floating offshore wind energy capacity by 2035. They highlight area while 43 percent smaller than the draft released last October, has the potential to support the generation of 32 GW, which surpasses the 10 GW goal from Massachusetts and the 3 GW goal from Maine.
The area is in a range between 23 and 92 miles off the coast. It ranges from Maine to Massachusetts and New Hampshire. BOEM finalized the area after extensive engagement with the states and interested parties including ocean users and the fishing community. A 30-day public comment period is beginning
Based on the feedback they highlight that it was reduced 80 percent from the initial area identified for potential leasing. BOEM notes it will further seek to avoid or minimize remaining ocean use and resource conflicts in subsequent phases of the leasing process.
Moving these two elements forward, BOEM highlights it has now approved six commercial-scale offshore wind projects. They also conducted four auctions during the Biden administration and are exploring additional potential both in the Gulf of Maine and the Central Atlantic.
]]>The European Union’s Ombudsman issued a report critical of the handling of the 2023 migrant boat tragedy in the Mediterranean where more than 600 people are thought to have drowned. It is also questioning more of the fundamental issues related to the operations of the EU’s Border and Coast Guard agency Frontex.
The report finds that the EU’s Border and Coast Guard Agency is unable to fully fulfill its fundamental obligations and is too reliant on member states. It calls on EU legislatures both to investigate the handling of the migrant crisis in the Mediterranean and to address the fundamental rights gap for Frontex.
Frontex describes its mission as supporting and coordinating the efforts of member states for border security and cross-border crime. While the agency has extensive resources when it comes to maritime situations, the report highlights Frontex operates in support of member state agencies which must request assistance and can also redirect Frontex. Previous reports have accused individual states of sending Frontex away or refusing its resources while efforts were made to “push back” migrants.
“Frontex includes ‘coast guard’ in its name, but its current mandate and mission clearly fall short of that,” concludes Ombudsman Emily O’Reilly in the recently released report. “If Frontex has a duty to help save lives at sea, but the tools for it are lacking, then this is clearly a matter for EU legislators.”
O’Reilly’s investigation was one of several launched after a migrant boat named Adriana sunk last year. Greece’s Ombudsman and the Greek Naval Court are still investigating the incident but the Hellenic Coast Guard declined an internal review despite accusations that its boat contributed to the sinking and covered up its actions by seizing survivors’ cellphones.
The boat had been identified as a risk by Italian authorities, Frontex, and international aid groups after it left Libya on June 10 overcrowded with approximately 750 people including children. The vessel was in Greece’s region and four days later foundered with only around 100 people saved. Approximately 80 bodies were recovered.
While looking at the actions of Frontex as they related to the Adriana, the Ombudsman also investigated the agency’s response in other maritime emergencies, its mandate, and its structure. The report concludes that Frontex has no internal guidelines on issuing emergency signals and that there is a failure to ensure fundamental rights monitors are sufficiently involved.
In the case of the Adriana, a Frontex surveillance plane spent 10 minutes over the vessel on June 13 during a standard maritime surveillance patrol. It shared video footage and information about the boat’s conditions and sea state with the Italian and Greek authorities. Frontex highlighted the overcrowding and that no lifejackets were visible, but concluded the boat was not in immediate danger and did not issue a Mayday. Frontex says it believed Greece was handling the situation.
The report acknowledges it is contested if a Mayday should have been issued and if it would have prevented the tragedy. An internal report at Frontex however concluded while the agency complied with its obligations, in the future similar cases should be more thoroughly assessed.
Frontex made four additional offers of assistance on June 13 and 14 to the Greek authorities but received no reply. A second pre-planned surveillance on June 13 was diverted and Frontex did not return to the Adriana until after the vessel was lost. Under the current regulations, Frontex needed Greek permission to go to the location of the Adriana.
“It is not unlikely that there will be a repeat of the Adriana tragedy unless there are significant changes to the legal and operational framework for responding to maritime emergencies,” concludes the Ombudsman. The report observes boats in distress carrying refugees and asylum seekers can not as it now stands rely on proactive SAR operations at the EU level.
The Ombudsman has no legal authority to require changes but writes the incident should cause wider reflections on the changes needed to demonstrate the EU’s commitment to saving lives at sea. A request was made for Frontex to resolve internal issues, while the report calls on the EU to establish an independent commission to assess the reasons for the large number of deaths in the Mediterranean. The report also wants to consider whether Frontex should suspend or terminate activities when a member state has persistent violations of fundamental rights.
The Ombudsman calls on EU legislators to reflect on and address the clear fundamental rights gap in the way the system operates today.
Greensea IQ, a leading provider of marine robotics software and maritime solutions, is proud to strengthen its partnership with Ocean Power Technologies (OPT), a pioneer in renewable ocean energy solutions following its latest contract extension.
This significant extension underscores the longevity and strength of their partnership, which began in 2021, and signifies a deepening of their collaboration and shared vision in advancing maritime technologies and solutions.
Leveraging its versatile open architecture platform OPENSEA, Greensea IQ will continue to work with OPT to develop the next generation of OPT’s Maritime Domain Awareness Solution (MDAS).
OPT is renowned for its over-the-horizon (OTH) MDAS-equipped PowerBuoy products. The OPT PowerBuoy serves as an innovative renewable energy solution, harnessing its power from a combination of solar, wind, and wave activity. MDAS is integrated with OPT PowerBuoys to monitor and collect data in marine protected areas, mitigate illegal fishing, provide automated vessel traffic data for ports, or support extended offshore monitoring and data collection capabilities for defense and security applications.
The new multi-year contract extension, which will run through to May 2025, will see Greensea IQ’s advanced technologies, including OPENSEA and Safe C2, play a pivotal role in the evolution of OPT’s MDAS, with Greensea IQ and OPT collaborating on all aspects of system and software design and development, including command and control, communications, and data transfer, including integration of OPT’s unmanned surface vehicles (USVs) into the overall architecture.
Initially developed for specific defense purposes, the dual-purpose technologies, OPENSEA and Safe C2, are being reworked to adapt to and support OPT’s objectives in maritime security and awareness and will enhance the efficiency and effectiveness of its ocean energy and defense solutions. This partnership will encompass integration of sensory data, user interface optimization, secure data transfer to the cloud, and integrating edge computing and storage solutions. Together, these advancements will enable seamless communication, and robust command and control capabilities.
“We are excited to continue strengthening our partnership with Ocean Power Technologies and contribute to the evolution of the Maritime Domain Awareness Solution. Our technologies, OPENSEA and SafeC2 are well-positioned to support and facilitate OPT’s vision.
“The collaboration of our technologies will prove to be an ‘easy’ lift in that we already have the working pieces, such as user interface, command and control, communication, and sensor integration. The only addition required is the integration of data transfer to the cloud.” said Ben Kinnaman, CEO of Greensea IQ.
Commenting on the contract extension, OPT praises Greensea IQ’s technology and the contribution it will bring to the development of MDAS. James Clark, OPT Principal Architect for Mission Systems states “Greensea IQ has been integral to the development of the OPT MDAS platform since the beginning, and we are very pleased to be extending our partnership with Greensea IQ for this next crucial phase of MDAS evolution. Extending our engagement with Greensea IQ signifies our joint commitment to pushing the boundaries of innovation in the maritime industry. We look forward to delivering these advancements with the support of Greensea IQ and its advanced technologies.”
Greensea IQ’s technology aligns seamlessly with OPT’s vision and its work to continue exploring and developing the capabilities of its PowerBuoys, USVs, and MDAS. The synergy between the two companies promises to deliver groundbreaking solutions for the maritime industry and underscores the adaptability and versatility of Greensea IQ’s technology.
]]>It has long been known that Iran is supplying weapons to the Hezbollah militants in Lebanon used to attack Israel as well as its recent arms shipments to the Houthi rebels to attack shipping in the Red Sea. The British newspaper The Telegram is citing sources in Israel that are saying Iran is using its cargo ships and manifests for European ports to hide its arms shipments.
Citing an independent intelligence analyst based in Israel, the report which appeared in the March 14 edition of The Telegraph says Iran diverted arms to ships as Israel has been effective in disrupting overland shipments sent via Iraq and into Syria. They cite the frequent attacks by Israel on the land infrastructure used to reach Lebanon and the bases of Hezbollah in the southern areas near the Israeli border.
They report that five Iranian ships, named Daisy, Kashan, Shiba, Arezoo, and Azargoun, have all been spotted making the transit with declared destinations ranging from Antwerp, Belgium, to Valencia in Spain, and Ravenna in Italy. However, according to the Israeli analyst, each of the vessels after starting their trips in Bandar Abbas in Iran first traveled to the Syrian port of Latakia.
The Telegraph reports Iran is attempting to disguise the purpose of the trips by sending the vessels to Europe. The report quotes an Israeli intelligence source saying Iran is switching paperwork and containers to “clean the shipments.” They believe arms including missiles and bombs are hidden in the shipments.
A review of AIS data shows the containership Arezoo registered in Iran is completing the circuit described in the report. She visited the ports mentioned in Italy, Spain, and Belgium, departing for her return trip to Iran last week. The Shiba is also returning to Iran from Antwerp while the Kashan is currently heading toward the Suez Canal after departing Iran.
The Port of Latakia, Syria’s main seaport, has been cited before for smuggling and other illegal activities. The Israelis are thought to have bombed the port on several occasions.
Since the start of the war in Gaza, Hezbollah has also increased its attacks on Israel sending a large number of missiles across the border. The Telegraph says 100 rockets were launched into the Golan Heights region in a single day this week. They report around 60,000 Israelis have been evacuated from the border region.
The United States has also intercepted arms shipments and components coming from Iran on smaller dhows bound for Yemen. In January, the U.S. confirmed the capture of missile components coming from Iran aboard a dhow. In February, the U.S. reported it had intercepted a second shipment also bound for Yemen.
]]>The situation in the Red Sea region remains complicated as the Houthis continue their attacks firing today at a tanker while reports are that they are now consulting with Hamas. According to a report from CNN, the fate of the car carrier Galaxy Leader and its multi-national crew is now in the hands of Hamas while the Houthi are vowing to further expand their region of attacks into the Indian Ocean to stop all shipping related to Israel.
In possibly the latest example of the Houthis using outdated information to target vessels, overnight the crude oil tanker Pacific 01 (105,900 dwt) registered in Panama reported an explosion while sailing in the Red Sea approximately 65 nautical miles west of Al Hudaydah, Yemen. Reports are that a second merchant ship saw a missile pass overhead.
The Houthis are calling the tanker “an Israeli ship,” likely because up until recently databases show it was managed since 2015 by Eastern Pacific Shipping of Singapore, controlled by Israeli shipping magnate Idan Ofer. However, current data shows the ship known as the Koro Sea transferred ownership and management last month to Pacific Ocean Energy Trans based in Vietnam and took on the new name Pacific 01.
Security services have warned of the dangers of these types of situations. Recent ownership transfers have also been linked to other targeting using outdated information.
Adding to the confusion, initial reports from the UK Maritime Trade Organizations and Ambrey said the tanker had been hit and sustained unspecified damage. UKMTO later clarified its report to say after a daylight inspection the master said they had not been hit nor sustained damage, and were proceeding with the AIS signal showing it is due to transit the Suez Canal.
Repeatedly saying their mission is to stop Israeli shipping or ships heading to Israel, the Houthi according to the CNN report are now in direct coordination with Hamas, the terrorist organization that Israel is targeting in Gaza after the October attack on Israeli citizens.
The report says that the Houthis decided they have no direct claim to the Galaxy Leader, the car carrier linked to Israeli shipowner Abraham “Rami” Ungar and held since November by the Houthis in Yemen. CNN quotes a Houthi spokesperson saying the fate of the crew and the vessel is now controlled by Hamas. They are reported to be responsible for the decision of whether to release the crew.
The majority of the crew is Filipino and the Philippine Government has been trying to secure their release. The Philippines was recently successful with Iran to get the crew of the tanker St Nikolas released but with the Galaxy Leader, the Philippine Foreign Affairs Undersecretary Eduardo de Vega told CNN the indication is that the crew will be held until the hostilities in Gaza end.
SCHOTTEL is to equip six new ASD tugs of the Turkish Med Marine Group with the SCHOTTEL RudderPropeller (SRP). The new vessels will be built by Med Marine’s Eregli Shipyard and will be available in 2025 to meet the constantly growing demand for Med Marine tugs.
New builds to cover a range of different bollard pull requirements A total of twelve SCHOTTEL RudderPropellers in the SRP 360, SRP 430 and SRP 490 series will be built for the new vessels by the German manufacturer of marine propulsion systems. The new tugs will cater for a range of different bollard pull requirements in the 50-, 60-, 80- and 85-tonne classes and will also be equipped with modern fire-fighting systems.
Preventing potential disruptions and serving customers reliably Ertugrul Çetin, Procurement & Technical Group Director at Med Marine, explains Med Marine’s proactive production strategy: “An increasingly difficult global political situation and jeopardised trade routes have led to an increase in supply chain disruptions in recent years. The maritime industry is particularly affected by this. With the pre-production of our successful tug models, we can prevent potential disruptions and serve our customers reliably and possibly even significantly faster once an order has been placed.” Regarding Med Marine’s decision in favour of SCHOTTEL thrusters, he comments: “We have a long-standing and trusting partnership with SCHOTTEL. We benefit not only from their modern, high-quality drive systems but also from SCHOTTEL’s reliability as a supplier.”
Maximum manoeuvrability, robust design and professional service The power ratings of the propulsion systems commissioned by Med Marine range from 1,575 to 2,525 kilowatts per unit, with propeller diameters from 2.2 metres for the SRP 360 units to 2.8 metres for the SRP 490 units. The SCHOTTEL RudderPropeller combines maximum manoeuvrability and bollard pull with outstanding course stability during free sailing. It provides powerful thrust in any chosen direction at all times, while simultaneously ensuring high propulsion efficiency for low operating costs and emissions. The robust design of the SRP allows for long operating times coupled with low maintenance requirements. At the same time, SCHOTTEL guarantees long-term availability of spare parts and provides its customers with a dense network of service stations, customer advisors and technicians.
]]>The new Navy Women's Innovation Team (WIT) will draw together advisors from 27 different communities and commands throughout the service, giving a new formal structure to previous ad-hoc groups. It will be guided by the Office of Women's Policy within the Navy's personnel, manpower and training division.
Each identified command will nominate an officer and an enlisted servicemember to join the advisory board, and may also choose to designate a civilian Navy employee representative. Together, they will be tasked with helping the Navy identify and remove barriers facing female servicemembers.
The other service branches have similar arrangements, like the Air Force Womens' Initiative Team, which has led efforts to get better-fitting body armor, adjust Cold War-era height/weight rules to meet modern service requirements, and adapting service rules to better accommodate pregnancy and breastfeeding. These are incremental changes that matter for the 15-20 percent of servicemembers who are female - especially when most of the service branches are coming up short on their recruitment targets.
The Navy fell 6,000 people short of its recruiting goal in 2023 and is fighting to make up the gap. Its target this year is to bring in 40,600 people aged 17-41 who can meet the Navy's physical, mental and moral standards. To bring in more recruits, the service has reduced its testing requirement to the lowest score allowable by law, suspended its secondary education requirement, and raised the oldest recruitment age to the maximum allowable by law.
]]>Using past sonar data and historical records, scientists at Bangor University have found the wreck of a steamship that was sunk by a U-boat in the Irish Sea in 1915.
The merchant steamer SS Hartdale was originally laid down as SS Benbrook in 1910. Sold and renamed, Hartdale departed Scotland in March 1915, bound for Eygpt with a load of coal. She was spotted by the crew of the U-boat U-27, and after a chase, the German submarine sank her with one torpedo. Two crewmembers died in the sinking.
Hartdale remained lost to memory for more than a century, though there were plenty of clues to her whereabouts. The Bangor University team pulled together multiple threads of information to find her, including the accounts of the survivors, the log of the U-27's crew, and sonar survey data. They narrowed down the candidates to one wreck site, some twelve miles off the coast of Northern Ireland in about 80 meters of water.
U-27 would not be much luckier. On August 19, the sub encountered the Royal Navy Q-ship (undercover warship) HMS Baralong. The crew of the Baralong were already angered by the sinking of an ocean liner by another U-boat that same day, and they took vengeance on the U-27. None of the sub's crew survived.
"[SS Hartdale] is just one of the many thousands of merchant ships known to have been lost in UK waters that remain listed as missing or have been incorrectly identified due to a lack of high-quality data. We certainly now have the capability and technology to able to rectify this largely overlooked issue," said lead investigator Dr. Michael Roberts.
SS Hartdale is the first success of Historic England's Unpath'd Waters project, which hopes to use shared archival data to correctly identify wreck sites between the Isle of Man and Northern Ireland.
“This is one excellent example of the vast, untapped potential waiting to be unleashed through the creation of a linked, accessible and sustainable national collection of the UK’s cultural and heritage archives," said Barney Sloane, the principal investigator of the Unpath'd Waters project.
]]>A computer scientist by training, Panayotov understands the products he sells. That’s why he’s so good at it – and why Ideagen Tritan has been so successful.
Welcome, Nedko! Tell us about yourself – your background and education. How did you get into the maritime business?
Thank you. I was born in Bulgaria but grew up in Canada and went to school there. Right after high school and before going to university, I got a job through a friend on a cruise vessel. So I got on board, did a couple of contracts and really liked not only the onboard life but the industry in general. And that was my initial introduction to maritime!
What happened next?
I graduated from university with a degree in computer science, worked for a number of companies in the public sector, and when Royal Caribbean bought Celebrity Cruises in 1997 I was part of the team tasked with the integration from one vessel to the other. And that’s when I had further exposure to the business side of things, the shoreside operations, and that further piqued my interest.
I also worked for the Department of Defence in Canada, and there were some Navy projects I was involved with – technology and services – and I realized there's so much more that can be done in the private sector. That really made up my mind. I wanted to work in maritime within all of its verticals. I wanted to work and contribute to the modernization and digitalization of cruise, merchant and river vessels. At the time, the digital era was just starting to peak, and I was fortunate enough to become part of that niche market movement and significantly contribute to it.
A lot in maritime was “pen and paper” only 10 or 12 years ago. Technology was constantly improving. New and innovative solutions were being introduced, but for the most part the maritime industry was not reaping the benefits of all these advancements and the industry was falling behind. So I began looking for opportunities.
And that’s how you wound up with Tritan?
Yes, that’s how it all started. Tritan was looking for such a resource – someone with experience on cruise ships who understood both shoreside and onboard operations and had the desired background to see a project through, from cradle to grave. That was 13 years ago. And now I live in the U.S.
Back then we were called IOS Systems. That name was changed to Tritan Maritime. Tritan Maritime became Tritan Software. And Tritan Software recently was acquired by a U.K. company called Ideagen, so now we’re Ideagen Tritan. Ideagen is a well-established global leader in software solutions with over 12,500 clients delivering world-class, innovative solutions in regulated or high-compliance industries like aviation, financial services, life science, healthcare and manufacturing.
Is Tritan named for the sea god?
Yes, it is. As a matter of fact our logo is the trident – the three-pronged fork or spear. You can see it on our website.
Okay, tell us about Tritan.
Tritan has established itself as the maritime industry’s #1 provider of health and safety software and services. Our list of clientele includes the premier organizations within the industry. We strongly value the trust our clients’ faith in our organization and repay this with the highest levels of service, work ethic and returned value.
Miami is our headquarters and biggest office. Our other offices are in Cyprus (Limassol) and Ireland (Cork City). And we have an office in Singapore that we just opened last year. Ideagen's headquarters are in Nottingham, U.K. Ideagen also has offices in India, Malaysa, Australia, and the U.S.
When was Tritan founded, and by whom?
Tritan was founded by a well-recognized and industry heavyweight, Andrew Carricarte, in 2007. Our Chief Technology Officer, Abel Almeida, and I are the only surviving members of the original team. I joined in 2011 when we shifted to maritime. We all had a vision and ventured into the unknown not realizing what tremendous impact our solutions would have and how they shaped the industry for the better.
What does Tritan do? What are its main products?
We’re a maritime software company. We have a medical platform (SeaCare), a risk management platform (SeaEvent) and a safety management platform (SeaSafe). Nearly all cruise vessels operate on our medical platform, SeaCare. Over half of the industry utilizes our SeaEvent and an impressive portfolio is shaping up for SeaSafe. We also work with river cruises where about 65 percent of that market is supplied by us.
In addition, in the past three to four years we’ve made some formidable headway within commercial shipping where we have over 3,300 merchant vessels using our software and services – tankers, dry bulk carriers, container ships, oil and gas platforms, support vessels, to name a few. So really, anything on the water is who we work with.
Our proprietary ship-to-shore synchronization algorithm and some software functionalities are patented in the U.S. and Europe. We’re really the foremost leader in this space. Our primary products were developed exclusively for the cruise industry, but we took the cruise ship model, stripped some of its complexities and applied it elsewhere in the maritime industry – to commercial vessels in remote locations where there is little or no connectivity. We were able to make it work there as well.
And that changed everything.
You digitalized everything?
Yes, we handle over 130+ million data records, manage over 80+ integrations with third-party systems and medical equipment on board. We have 120+ successful software releases and partner with 750+ ports around the globe. A big part of what we do is provide secure data exchange to maintain EU-GDPR and US-HIPPA compliance.
The digitalization journey we were on when it came to healthcare did not end there. Ideagen Tritan was the first to digitalize and streamline onboard medical operations, public health, case management, crew and wellness initiatives and connect our clients with third-party medical providers around the world, providing the tools to manage medical inventory and facilitate quick access to financial reporting and KPIs.
Furthermore, our systems are enterprise software platforms that allow maritime organizations to report, trend and analyze on marine safety, technical, environmental, health, security, audits and inspections. They allow maritime organizations to produce, revise, track and analyze documents across global fleet operations such as operating policies, procedures, manuals, certificates, compliance and more.
We were the first and only company currently to build an ecosystem and gain rapid global adoption. It’s an ecosystem that vessels, shoreside operations, crew, third-party medical providers and P&I clubs are all part of and all using the same software, enabling them to have full visibility, instant access to reporting and trends, real-time collaboration by multiple parties on the same case without causing any data conflicts.
The quality of care and safety was elevated to levels never seen before. Instant compliance was gained by becoming part of the ecosystem. Management and oversight improved tenfold, which led to unsurpassed operational efficiency.
Who’s the computer genius behind this software? You?
No, far from it. It’s the joint effort of our entire team. Over the years we’ve been lucky to work with some of the best in the business. Also, we had tremendous help from the community. But the true genius from a software perspective is Abel.
My role as Vice President of Business Development is to direct the development and execution of the business development vision, strategy, plans and processes that will drive sales, increase revenue, expand markets and accomplish financial objectives. In this role I identify and evaluate new markets, identify distribution channels for our products, develop a network of strategic partnerships, create and build customer relationships.
Amazing. What's your biggest challenge right now?
Look, we are rapidly growing and the demand for our products and services is immense. The space we work in is of considerable size. What keeps me up at night is how do we make sure we preserve our growth at a time when long-term talent retention is a thing of the past.
What's a typical day like for you?
On a daily basis I am involved in various activities such as conducting market research, attending meetings with potential clients or partners, analyzing data to identify new target markets or product/service offerings. This leads to establishing key objectives and mission realization, considering the organization’s strengths, weaknesses, capacity and products. In addition, I typically travel on business about half of the year.
How do you unwind? What do you like to do in your spare time?
Spending time with my family. I have two wonderful kids and a fabulous wife whom I do not want to be away from for too long. They give me tremendous joy and purpose.
Also, I love to cook. It gives me great pleasure and enjoyment. It helps me to wind down.
Cool. What’s your best dish?
I’m a fan of Balkan Peninsula cuisine. It’s the only thing that holds dear memories of my birthplace. I make a mean moussaka and have been known to make the best Shopska salad there is.
Yummy. What else? Any final message for our readers?
Yes. I would like to thank the maritime community for giving us the opportunity to build together, innovate and dream big.
Jack O'Connell is the magazine’s Senior Editor.
]]>"We have determined that multiple fiber cables on the West Coast of Africa — WACS, MainOne, SAT3, ACE — have been impacted," said Microsoft's Azure cloud service in a statement.
The damage adds to slowdowns caused by the severing of three cables in the Red Sea late last month. That earlier event has been widely attributed to an anchor dragged by the stricken bulker Rubymar, which drifted for weeks after taking a mortal hit from a Houthi antiship missile.
Taken together, the East Africa and West Africa cable incidents are affecting network traffic all over the continent, Microsoft said.
The internet customers who were affected most by Thursday's outage were residents of Liberia, who were essentially cut off, according to Cloudflare's data. Cote d'Ivoire also experienced substantial slowdowns, and Gambia, Guinea, Ghana, Benin, Niger and South Africa saw lesser effects.
Internet service providers reroute traffic to alternative networks when a subsea cable goes down, but with seven of Africa's international data links now severed, the list of alternative options has been reduced.
The extent, the cause and the location of Thursday's cable breaks are still under investigation. Cloudflare reports that it has identified a pattern in the timing of the disruptions, radiating from north to south. Another network analysis consultancy, Netblocks, concluded that the disruption was “likely at or near the subsea network cable landing points."
90 percent of all international data traffic passes beneath the sea, and securing this economically-vital infrastructure is an increasingly important priority for Western governments. Cables are high-value, remote, difficult to monitor, and largely unprotected, especially in deep waters.
]]>The Saverys family is a step closer to executing their vision for a diversified shipping company focusing on the opportunities in decarbonization after a U.S. court refused to grant an activist shareholder a preliminary injunction to stop the mandatory tender offer for shares of Euronav. The offer is due to close tomorrow, March 15, as the last step to complete the multi-stage transaction which saw their company CMB (Compagnie Maritime Belge) settle with Frontline, gain a 49 percent stake in Euronav, and execute a transaction for Euronav to acquire CMB.TECH.
The United States District Court for the Southern District of New York denied a motion for preliminary injunction filed by certain funds managed by FourWorld Capital Management, an activist shareholder that filed suit in New York and Belgium contesting the mandatory offer. Under Belgian securities law, CMB was required to launch a tender offer for the remaining shares of Euronav, although management highlighted that it hoped shareholders who shared its vision for the future would remain investors.
FourWorld argues in its filing in New York that CMB disseminating materially false and misleading offering materials relating to the U.S. offer. The complaint was seeking an injunction restraining CMB from completing the U.S. offer and an award of damages in an unspecified amount. The filing in Belgium alleges the price of the mandatory offer is too low as it does not take into account special benefits that would have been granted to Frontline on top of the cash purchase price paid by CMB for Frontline’s Euronav shares. They are asking the Market Court to order CMB to increase the bid price.
In an unapologetic speech to the investment community this week, Alexander Saverys CEO of CMB and now Euronav reiterated their vision saying that they believe “pure play shipping is a thing of the past.” He recognized that the Wall Street investment community has been “particularly critical,” after the family opposed and successfully blocked the merger of Euronav and Frontline. He dismissed the doubters saying, “technocratic boards that know everything about Wall Street, but nothing about the Malacca Strait.”
He argues that bigger is not better in today’s shipping world. Instead of seeing decarbonization as a threat, they see it as a “huge opportunity.”
He recounted how a shareholder had approached him with a complaint about the depressed stock price. He said instead of recounting the many challenges of the past few months, he responded that the stock price had been held back by the mandatory offer.
The company still faces the legal challenges, but the offer closing can proceed. If the court in Belgium were to find for the plaintiff, CMB would have to raise the price and reopen the offer, but they contend the proceeding is without merit and intend to vigorously defend against it.
With the mandatory offering completed, the combined company to be known as CMB.TECH with Euronav as a tanker operator alongside the group’s other interests in dry bulk, product tankers, and offshore service vessels, will move forward with the family’s vision of using carbon to decarbonize for the future.
Update: On Friday, the Belgian court also refused the petition permitted the CMB mandatory tender for Euronav close as scheduled today, March 15.
"We have crews working 24-7 and we are really trying to build this 60-meter-long jetty that will allow us then successfully, if things go well, to start bringing in humanitarian aid in bigger quantities," WCK founder Jose Andres told NPR. "The necessity and the urgency are so great that the worst thing we can do is not try new ways."
The location of the destination is being kept secret for now; Gaza's security situation is precarious and there have been previous incidents of interference with aid convoys.
Open Arms' trackline from Cyprus to Gaza (Pole Star)
The tug Open Arms appears to have encountered GPS disruption or spoofing during its voyage. As it transited south of Cyprus, its AIS position jumped from the Eastern Mediterranean to the center of Beirut International Airport. Similar patterns of "impossible" AIS movement have been detected in areas with suspected GPS jamming activity, like the Russian sector of the Black Sea.
A second, much larger aid shipment is already being loaded aboard a small freighter at the port of Larnaca, Cyprus. As with the first, the cargo is marked with the logo of the UAE's aid organization.
Andres acknowledged that it would be far easier to deliver aid in the volume required if border restrictions on Gaza were lifted. However, there are substantial political obstacles to clear before achieving that goal, and Andres noted simply that "this is not happening and this is out of our control."
The Biden administration has reached a similar conclusion, and has launched a 1,000-man mission to build and operate a temporary landing pier on a beach in northern Gaza. A flotilla of U.S. Army landing ships is under way from Virginia to deliver the equipment, and the operation should be up and running within about 60 days.
]]>During the daily news briefing at China’s Ministry of Commerce, a spokesperson responded to the trade complaint filed against its shipbuilding industry calling it another example of U.S. trade protectionism violating World Trade Organization rules. Chinese media called the action of filing a trade complaint about “so-called subsidies” by the U.S. steelworkers and other unions “totally untenable.”
Spokesperson He Yadong was asked by a reporter from Bloomberg to respond to the action and the social media posting by President Joe Biden. The president’s account on X wrote, “We’ll always stand against China’s unfair practices — and as long as I am president, I’ll fight for U.S. workers and jobs. The U.S. Trade Representative will take a hard look at this petition in accordance with the law.”
“The accusations made by relevant U.S. organizations against China are completely unfounded,” the spokesperson said in response to the question. “The United States blames China for its own industrial development problems, which lacks factual basis.”
A collation of five unions filed the complaint accusing China of “unreasonable and discriminatory acts, policies, and practices” to dominate the maritime, logistics, and shipbuilding sectors. The petition they contend shows that China has “funneled hundreds of billions of dollars and adopted numerous supporting policies,” for the shipbuilding and the maritime sector. They said the actions include loans from state-owned banks, equity infusions, provisioning steel at below-market prices, tax preferences, and tens of billions of dollars in loans to support construction of thousands of vessels in China for foreign export. They also highlight that China has become a leader in ship financing and leasing.
The unions are calling for the U.S. to impose a fee on all Chinese-built ships making stops in American ports. U.S. Trade Representative, Ambassador Katherine Tai, responded by saying “I look forward to reviewing this petition in detail.”
The Ministry of Commerce is citing reports that they said “have pointed out that the main reason for the decline of the U.S. shipbuilding industry is over-protection.” Media reports quoted the Financial Times that said the U.S. built 10 ocean-going vessels to China’s more than 1,000 last year.
They said the Chinese shipbuilding industry has flourished by strengthening technological innovation and accelerating high-end, intelligence, and green development. The Ministry of Industry and Information Technology had previously highlighted that the country’s shipbuilding volume grew nearly 12 percent last year. China produced more than 42 million dwt, which accounted for just over half the total for all ships building 2023 according to their data.
The trade complaint was filed into a highly political environment where many in Washington call China the enemy. China and its policies are gaining new attention as the U.S. enters its 2024 election cycle. The U.S. House of Representatives this week also moved to order the Chinese company ByteDance to divest of the popular app TikTok or face a total ban in the United States.
Asked about the ongoing trade issues between the United States and China, spokesperson He said “We hope that the United States will make prudent decisions and not make the same mistakes again,” referring to U.S. trade sanctions which he called “unilateralist measures that violate basic principles of the WTO and blatantly ignores and undermines multilateral rules.” China broke off trade talks with the United States in 2018 as then President Trump piled on new sanctions against China.
Houthi forces have been attacking merchant ships and Western warships off Yemen's coast for months. To date, the group has hijacked one ship, sunk another, and damaged about half a dozen more. Three seafarers have been killed, one has lost a leg, and several more have sustained other injuries.
The Houthis' deadliest weapon so far is its Iranian-supplied anti-ship ballistic missile inventory. Iran denies providing the arms for the campaign, but U.S. forces have repeatedly intercepted shipments of Iranian missile components bound for Yemen.
Ballistic missiles attain super-high speeds upon reentry, but follow a predictable arc. Their simple flight path makes it easier for advanced air defense systems (like the U.S. Navy's AEGIS) to track and engage them. Hypersonic missiles are designed to maneuver, which makes them harder for interceptors to hit.
According to RIA Novosti's source, Houthi forces have "successfully tested" a hypersonic missile thats is capable of reaching Mach 8. The missile is said to be entering the "manufacturing" phase and will be used on targets in the Red Sea, Gulf of Aden and on the ground in Israel. The source also claimed that the Houthis are modifying the warheads on its other munitions to make them more potent.
Top leader Abdul-Malik al-Houthi has previously hinted that the group has used something new in recent attacks, and that the next surprise "will be greater in every sense of the word."
The Houthis' sponsors in Iran claim to possess a hypersonic missile. Most advanced Houthi missiles and drone systems bear a striking resemblance to Iranian devices, according to Western defense analysts.
"The Armed Forces have many cards they have not yet played," Yemen's Defense Minister Major General Mohammad Nasser al-Atifi said last week.
Very few nations have well-resourced hypersonics programs, and the technology poses demanding R&D problems in engineering and materials science. China and Russia are the only nations confirmed to have operating, deployable hypersonic weapons.
Broadening the battlespace
On Thursday, Abdul Malik al-Houthi pledged to expand the group's area of operations into the Indian Ocean, and to attack the ships that have begun circumventing the Red Sea via the Cape of Good Hope.
“Our main battle is to prevent ships linked to the Israeli enemy from passing through not only the Arabian Sea, the Red Sea and the Gulf of Aden, but also the Indian Ocean towards the Cape of Good Hope. This is a major step and we have begun to implement our operations related to it," he said.
Roughly half of all traffic that previously would have used the Red Sea-Suez route is diverting around the southern tip of Africa to avoid the risk of Houthi attack. The range between Houthi-held territory and the nearest Indian Ocean - Cape of Good Hope sea lane is more than twice as far away as the group's current target area in the Gulf of Aden.
]]>Royal Caribbean International is suspending stops at its private destination in Haiti saying that it is a precautionary step in response to the recent escalation of violence in the Caribbean nation. It is the only cruise line to call in Haiti but took the action after the country’s embattled prime minister agreed to step down and the United States and United Nations called for all their citizens and aid workers to immediately leave the country.
Haiti has been plagued with years of violence and lawlessness with parts of the major cities controlled by gangs. The situation however flared up in recent weeks including efforts by the gangs to storm the facilities at Port-au-Prince and the country’s main airport.
Royal Caribbean limits its calls to a private port called Labadee on the north coast of the country. It is located more than 100 miles north of Port-au-Prince. The cruise line acquired rights to approximately 200 acres in 1986 and created a private enclave behind a security fence for passengers from its cruise ships. Royal Caribbean’s premium brand Celebrity Cruises also makes some calls at Labadee.
It started as a beach destination with a popular BBQ. Over the years, Royal Caribbean however has transformed its private destinations into amusement parks and revenue generators. Today it features everything from a zip line and coaster ride to villas that rent by the day. A small number of Haitians are employed at the enclave which is protected by private security, but it is largely isolated from the country.
“Due to the evolving situation in Haiti, and in an abundance of caution, we're temporarily suspending our visits to Labadee for our entire fleet,” the company said in a written statement. On social media CEO Michael Bayley’s account said it was for the next seven days.
Earlier in the week Royal Caribbean began canceling shore excursions which include water rides and fishing trips as well as issuing a general safety warning. Passengers are now being told that their cruises will either replace the private destination with a day at sea, extended stops in other ports such as Falmouth on Jamacia, or some cases add new destinations such as Grand Turk, a port in the Turks and Caicos normally a port primarily used for Carnival Corporation’s ships.
Royal Caribbean has had to suspend stops at Labadee in the past due to weather-related issues or unrest in the country. They have been criticized for continuing calls at the country in periods such as after the devastating earthquake but responded by saying they were carrying relief supplies to the island.
Elected officials in New York State joined with industry leaders and Ørsted and its partners to mark the completed construction of South Fork Wind. The 132 MW project is considered to be the United States’ first commercial-scale offshore wind farm. The offshore work was completed in approximately nine months with 12 turbines and is being hailed as a symbol of what is going to be coming to the U.S. clean energy industry.
“We’re thrilled to celebrate the completion of the South Fork project,” said U.S. Secretary of the Interior Deb Haaland. “Today is further proof that America’s clean energy transition is not a dream for a distant future – it’s happening right here and now.”
With all 12 of South Fork Wind’s turbines installed, the wind farm is delivering power to the local Long Island electric grid while commissioning is in its final stage. At full capacity, the wind farm, which is located roughly 35 miles off the coast of Montauk at the eastern tip of Long Island will generate enough renewable energy to power approximately 70,000 homes and will eliminate up to six million tons of carbon emissions over the 20-year life of the project.?
First approved by the Long Island Power Authority (LIPA) Board of Trustees in 2017, South Fork Wind began construction in February 2022, beginning with the onshore export cable system that links the project to the Long Island electric grid. The wind farm reached its “steel in the water” in June 2023 with the installation of the project’s first monopile foundation, and its final turbine was installed in February.?
The project was supported from Ørsted and Eversource’s fabrication hub at ProvPort, in Rhode Island. Its crew vessels and crew change helicopter are based out of Quonset Point, Rhode Island, helping to establish the wind port and support facilities for the industry.
The project was less impacted by the pressures that emerged in the industry as it was already underway and had lined up the supply chain. However, one of the two partners, Eversource has already agreed to sell its stake in the project to private investors. Eversource Energy, the operator of New England’s largest energy delivery system, reported that it decided to exit the offshore wind sector to focus on its operations as a regulated transmission builder and operator. In addition to South Fork, it invested in the planned Revolution Wind site that will power Connecticut and Rhode Island.
Eversource has agreed to sell all its offshore wind portfolio to Global Infrastructure Partners, which in turn is being acquired by BlackRock, one of the world’s largest private asset managers. The deal demonstrates the growing interest from the private investment sector for wind power assets and Eversource expects to realize $1.1 billion of cash proceeds for the deal.
Onshore the U.S. has developed a wind energy portfolio but only Block Island Wind completed in 2016 has been built so far offshore. It was a small project consisting of five turbines and 30 MW capacity. South Fork becomes the largest offshore wind project completed in the U.S. but Avangrid and Copenhagen Infrastructure Partners have construction underway on the larger 806 MW Vineyard Wind, which began generating its first power at the beginning of the year.
The U.S. offshore wind sector is now moving into the construction phase. Several projects, including Dominion’s wind farm off the coast of Virginia, are due to begin construction this year. The Bureau of Ocean Energy Management also highlights that it is moving forward with the review process for more projects toward the U.S. goal of 30 GW of offshore energy by 2030.
The NGO reports that it rescued 25 survivors from a rubber raft on Wednesday, with assistance from the Italian coast guard. Two additional migrants were unconscious in the raft and were medevaced, but died after their rescue.
The group had departed Zawiya, Libya the week before. Three days into their voyage, their raft's engine broke down, and their boat drifted for days without food or water. About 60 died, including one woman and one child. All the survivors were men from Subsaharan Africa.
Two unconscious survivors were medevaced to Sicily by helicopter, but they did not recover (SOS Mediterranee
"We are deeply troubled by news of a shipwreck in the Central Med," said the UN's migration agency in a statement. "Urgent action is needed to strengthen maritime patrols and prevent further tragedies."
SOS Mediterranee noted that at the time of the rescue , its lawyers were in court in Brindisi, Italy, where the authoritiees arrested their rescue ship in February. Italy's government opposes NGO migrant rescue operations and has taken steps to block them, to include vessel detentions and fines. Three rescue vessels are currently blocked from operating, and SOS Mediterranee questions whether these measures are consistent with Italy's constitution and with international maritime law.
]]>The hijacked Bangladeshi bulker Abdullah anchored off Somalia on Thursday morning after unconfirmed reports of a possible failed rescue mission. At the same time, multiple security agencies are cautioning that they believe the pirate groups are prowling the waters for more vessels including possibly using the Navibulgar bulker Ruen they seized in December 2023.
With the monsoon season over and emboldened by their recent successes, several pirate groups are thought to now be hunting other targets. The security operation Maritime Security Centre - Horn of Africa (MSCHoA) and EUNAVFOR Atalanta are speculating that as many as five groups are active from three camps in Somalia spread out between the north, center, and south coast. They warn that the pirates are likely operating from mother boats scouting targets in favorable sea conditions for boarding.
The Abdallah was reported anchored near the Habyo port and Garacad along the central Somali coast. Government officials are saying that no contact has been established directly with the pirates but they are working with the international agencies. EUNAVFOR reports it is in contact with both Bangladesh and Somalia while the shipping company is also involving a UK-based insurance company to act as a go-between.
Atalanta confirmed the vessel’s arrival off Somalia saying that their air and sea resources were tracking the vessel for more than 24 hours. They said that visual information shows at least 12 confirmed alleged pirates aboard the vessel. They are saying they may be from the same camp that also seized the Ruen in December.
While the EU operation is only acknowledging monitoring the bulker, the Daily Observer newspaper and others in Bangladesh are saying there were reports of shots fired late on Wednesday. The unconfirmed report speculates that a rescue attempt was underway before the vessel reached Somalia saying that an unidentified navy vessel approached the Abdullah. The pirates reportedly opened fire or possibly exchanged fire with the navy vessel which withdrew. It is possible that it was the monitoring operation and the pirates became spooked, but the newspaper says the pirates again threatened the lives of the crew telling them they would be killed if rescuers attempted to board the vessel.
MSCHoA and EUNAVFOR are saying that the danger zone has been extended north of Eyl up to a distance of 1,000 nautical miles.
While the Abdullah anchored, the Ruen departed and for the past 24 hours was reported heading east. The security operations are speculating it could be used as a mother ship for additional attacks. They are also citing that six dhows were hijacked in January. Further, an unidentified Iranian fishing dhow captured by the pirates is working in the region with EUNAVFOR warning it “is expected to make multiple attempts until it finds a ship to board.”
While the situation remains fluid with heightened warnings going out to all shipping, recriminations are mounting in Bangladesh over the incident. The newspapers are citing reports from Ambrey and others that the Abdullah appeared not to have taken precautions, such as razor wire or water hoses, while they are citing SK Shipping’s lack of security guards aboard the vessel.
Parent company Kabir Group and government officials are being quoted as saying that hundreds of vessels have been taken and returned peacefully. They said they were working to make contact with the pirates to negotiate the release of the crew.
The meeting which took place in Panama yesterday is part of an effort to expand cooperation and collaboration to increase the pressure on the Iranian regime, said Abram Paley, Deputy Special Envoy in the U.S.’s Office of the Special Envoy for Iran. He traveled to Panama with representatives from the Office of Foreign Assets Control of the US Department of the Treasury which administers and enforces economic and trade sanctions. Paley said in a statement that the U.S. is working to expand enforcement of the sanctions as part of a larger diplomatic outreach campaign.
Meeting with representatives of the Government of Panama and the Panama Maritime Authority Paley contended in January alone the U.S. identified six Panama-registered tankers that were transporting Iranian oil in violation of the sanctions.
“Iran and actors related to Iran are trying to evade sanctions here in Panama,” Paley told Agence France-Presse. “They’re trying to abuse Panama’s flag registry.”
Panama has long been the largest international ship registry and while it was recently surpassed by Liberia on the measurement of gross tonnage, Panama still has the most vessels in the world under its flag. The Panama Maritime Agency last year reported over 8,500 vessels in its registry.
The administration of the registry has admitted in the past there were lax enforcement efforts, but they have emphasized that they were working to increase efforts to maintain the quality reputation of the registry. Between 2019 and 2023, they reported withdrawing the flag from 136 vessels that were associated with the Iranian state oil company. In June 2023, they said in the past two years as part of the enhanced enforcement and an elimination program the authority had canceled more than 6.5 million gross tons for issues related to Iran, North Korea, or vessels included in the list of international sanctions.
The NGO watchdog group United Against Nuclear Iran (UANI) highlights a rapid growth in the fleet transporting Iranian oil products. Their analysis shows that the fleet jumped from 70 identified vessels in November 2020 to 395 vessels three years later. The group says that 25 percent of the Iranian government’s revenue comes from crude and natural gas exports.
“UANI has serious doubts regarding the seriousness of Panama’s flag authority,” the group alleged last year reporting that 40 percent of the vessels involved in the Iranian trade are registered in Panama. Panama, they contend is by far the largest registry for ships transporting Iranian oil.
The group however also highlights “flag hopping,” with vessels jumping between registries. Panama working with the other major registries has taken steps to identify and prevent flag hopping. This however as with the Russian oil trade has seen the growth of smaller registries such as Gabon.
The U.S. in 2024 has announced several rounds of sanctions targeting both Iran and the Houthi including the use of Iranian oil to fund the militants. This has included listing several tankers registered in Panama.
Panamanian officials highlighted the meeting with the U.S. representatives. They said it was a dialogue on “continuity of bilateral dialogues related to maritime cooperation, reinforcing the positioning of the Panamanian Merchant Ship Registry in the international arena.”
On 16 May 2024, maritime industry professionals will gather once again at the De Vere Grand Connaught Rooms, London, for the Royal Institution of Naval Architects’ (RINA) highly anticipated Annual Dinner.
The RINA Annual Dinner is a cornerstone event that garners widespread Institution members and the wider maritime industry alike. In 2023, the occasion hosted more than 80 esteemed companies and 300 distinguished guests.
Sponsored by Shipglide and Burner Fire Control, the RINA Annual Dinner 2024 promises to be an unmissable affair. The event encompasses an awards ceremony, networking drinks reception, and a sumptuous dinner, promising attendees an evening brimming with recognition, networking, and insights. RINA is also proud to announce the selected charity for the event will be the International Seafarers' Welfare & Assistance Network (ISWAN).
The Principal Guest & Speaker at the RINA Annual Dinner 2024 will be Mr. Arsenio Dominguez, recently elected as Secretary General of the International Maritime Organization (IMO). A naval architect by training, Mr Dominguez spent his formative years as a port engineer in his native Panama before joining the Panama Maritime Authority, eventually becoming Panama's Ambassador and Permanent Representative to IMO. In 2017, he joined IMO itself as Chief of Staff and later Director of the Administrative Division. Subsequently as Director of the Marine Environment Division (2022-23), his achievements included chairing MEPC and leading the Technical Committee during the IMO Assembly’s 25th session. A passionate advocate for issues such as seafarers rights and environmental protection, Mr. Dominguez’s invaluable insights are guaranteed to be a highlight of the Annual Dinner.
Expertly hosting the RINA Annual Dinner 2024 will be renowned broadcaster and journalist Craig Eason. Himself a former mariner, Eason's extensive experience includes seagoing roles on tankers, gas carriers, container vessels, ro-ro vessels, and offshore platforms from 1985 to 1996. After freelancing as a radio producer and reporter in the UK, he later returned to the maritime sector and in November 2023 he joined publication TradeWinds as its new Technology Editor. Eason's renowned industry knowledge promises dynamic compering of the event.
Catriona Savage, President of RINA, comments: “In my second year as President of the Institution, it gives me great pleasure to be able to host our members and distinguished guests at this event. Our refreshed and reinvigorated event in 2023 received such positive feedback that we will be revisiting the De Vere venue and I can’t think of a more relevant speaker than Arsenio Dominguez, regardless of what your maritime interests may be.“
Chris Boyd, Chief Executive of RINA, adds: “The 2024 Annual Dinner celebrates the remarkable achievements and contributions of our members and the maritime community as a whole. The evening is sure to stand as a testament to excellence, innovation, and collaboration, allowing our members to come together and enjoy our flagship that embodies the spirit of Naval Architecture and Maritime Engineering.”
The RINA Annual Dinner is open to all interested parties, including members of RINA, other professional institutions, and the wider maritime industry. Registration for the event is open, and further details can be found on the RINA website: https://rina.org.uk/events/
MacGregor, part of Cargotec, has received a large order for three cranes that will be installed onboard a state-of-the-art cable layer due delivery from global shipbuilder VARD.
The contract has been booked into Cargotec's first quarter 2024 order intake, with crane supply scheduled for the third quarter of 2025.
MacGregor will deliver a 100-tonne active heave-compensated (AHC) crane, a 20T Offshore crane and a 3T deck crane to Prysmian, to equip the Italian owner’s third NB970 cable laying vessel from VARD.
In addition, MacGregor has been contracted to supply its OnWatch solution, including 24/7 technical service support worldwide.
Developed for advanced subsea operations, the 191-metre long Prysmian cable layer will be capable of complex installation works, including simultaneous lay and burial with heavy-duty ploughs. It is equipped with cutting-edge DP3 positioning and seakeeping systems. At 19,000 tonnes, the vessel will take its place among the highest cable loading capacity ships in the market.
MacGregor has been a reliable supplier for VARD on multiple projects over many years, said Pasi Lehtonen, Senior Vice President, Offshore Solutions.
“This is a significant order for MacGregor’s offshore handling business, and we are pleased to supply VARD with yet another package of our high performance cranes,” he said. “The market continues to respond well to our unique and modern designs, which combine resilience in service and lightweight round-shaped jibs.”
MacGregor’s wide range of well proven AHC cranes, including its subsea cranes, offer accurate lifts in all conditions, including extreme environments with temperatures from plus to minus 40°C. They can be delivered with hydraulic or electric winch drives.
The initial phase of construction on the new vessel will take place at Vard Shipyards Romania – Tulcea, with completion in Norway and handover to the owner due by the beginning of 2027.
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