Maritime Safety News Archives - Page 150 of 259 - SHIP IP LTD

PUBLISHED SEP 7, 2021 10:45 PM BY THE MARITIME EXECUTIVE

One week after Hurricane Ida struck southern Louisiana, the U.S. Coast Guard is still working overtime to help contain spills, replace aids to navigation and refloat grounded vessels.

The service’s National Response Center – which coordinates waterborne pollution information – has received hundreds of reports of potential hazards, and the Coast Guard has assessed more than 800 to date. More than 450 of these incidents are serious enough to require a mitigation effort by the responsible party, and the USCG is actively supervising these cases. 86 more reports are still under investigation.

“Coast Guard teams throughout the area are working overtime to respond to every report that comes in,” said Capt. Kristi Luttrell, the Federal On-Scene Coordinator for the Coast Guard’s Hurricane Ida response. “We take each report seriously and are responding to ensure we mitigate threats to the environment.”

As part of the response, Coast Guard aviation assets are conducting damage survey flights with salvage engineering response experts. On the latest flight conducted Tuesday, the team identified multiple grounded vessels throughout the region, including groundings at Venice, Port Fourchon, Grand Isle, Larose and Houma.

Lt. j.g. Nathaniel Sudkamp assesses barge groundings at the Bonnet Carré Spillway, Sept. 7 (USCG)

Lt. j.g. Nathaniel Sudkamp and Lt. j.g. Jacob Quesnell discuss salvage plans with Randy Bullard, a certified marine surveyor, in Ama, Louisiana, Sept. 7 (USCG)

Active salvage operations are under way on the banks of the Mississippi, including the removal of grounded fleet barges and crewboats near the river town of Ama, just west of New Orleans. Operations to refloat barges at the Bonnet Carre Spillway – the giant flood control gate upriver of New Orleans – are well under way, with salvors planning to use inflatable roller bags to lift and move the wayward vessels. The airbag method has the added benefit of minimizing damage to the river banks, according to the Coast Guard.

Barges aground at Luling, Louisiana, September 3 (USACE)

The most high-profile incident to date is the oil spill off the coast of Port Fourchon, where a broken 12-inch pipeline left a miles-long brown slick on the surface after the storm passed. Divers hired by Talos Energy identified the source over the weekend, and on Tuesday, the company reported that they had successfully capped it with a containment dome. The spill had already slowed over the weekend, Talos said, and it has not affected any shoreline areas.

Talos denies that it is the owner of the pipeline and says that it is working with federal authorities to identify the responsible party. Port Fourchon is an important shore terminus for crude from Gulf oilfields, and the area is crisscrossed by pipes laid down over the course of decades of E&P activity.

A second, smaller spill was identified a short distance away and was traced back to a platform belonging to S2 Energy, according to the AP. The operator has secured the leak and deployed a boom to contain the spill.

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https://www.maritime-executive.com/article/u-s-coast-guard-works-overtime-to-manage-post-hurricane-cleanup

PUBLISHED SEP 7, 2021 6:01 PM BY THE MARITIME EXECUTIVE

On Monday, specialist technicians on the Russian pipelay barge Fortuna welded together the very last pipe section of the Nord Stream 2 Pipeline.

The pipe – number 200,858 for the giant twin-pipeline project – was lowered onto the seabed in German waters of the Baltic Sea. As the next step, the section of the pipe that runs to the German shore will be connected to the section coming from Danish waters of the Baltic.

Once the last connection is finished, operator Nord Stream 2 AG will carry out pre-commissioning tasks to test and verify the system’s integrity. The goal is to put the pipeline into operation before the end of this year and begin delivering Russian natural gas to German customers.

According to its sponsors, Nord Stream 2 will contribute to meeting long-term needs of the European energy market at a “sensible” price. However, the development is controversial: for the U.S. and its allies in Ukraine and Poland, it represents a geostrategic risk. The line gives Russia a new way to transport its abundant natural gas production to the European market, potentially bypassing shoreside networks in Poland and Ukraine. The Ukrainian government is increasingly concerned that Moscow will use Nord Stream 2 to cut its neighbors out of the gas transportation business, depriving Kiev of much-needed revenue. Ukraine has been engaged in a low-level conflict with Russian-backed separatist militias in its eastern Donbass region for years, and the new gas route could give Russia new leverage in border disputes.

For environmentalists, Nord Stream 2 opens the door to the expansion of Russia’s natural gas industry, which has one of the world’s highest rates of methane leakage from extraction and transportation activity. Methane is about 80 times more potent than CO2 as a greenhouse gas over a 20-year period, and climate scientists are increasingly convinced that it is a key contributor to near-term warming. “We are certain that Nord Stream 2 would not have been approved with the scientific findings now available,” says Constantin Zerger, head of energy and climate protection at Environmental Action Germany (DUH).

For Germany, the gas pipeline is an essential way to ensure adequate supplies of energy for domestic consumers and industrial users. It is also a supporting supply-side factor in Germany’s drive to eliminate nuclear and coal-fired electrical powerplants. The line’s completion has been a top priority for the administration of Chancellor Angela Merkel, despite strong opposition from Germany’s NATO allies.

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https://www.maritime-executive.com/article/nord-stream-2-s-final-pipe-section-welded-together

PUBLISHED SEP 7, 2021 7:46 PM BY THE MARITIME EXECUTIVE

SEA-LNG, the Industry coalition established to promote the advancement of LNG, issued an analysis of the new ship construction orders as an opportunity to focus on the growth in LNG-fueled vessels. The group is highlighting 2021 as a banner year for new LNG dual-fuel vessel orders saying that the deep-sea sectors of the maritime industry are increasingly ordering dual-fuel newbuilds as a near-term solution and to protect their investments.

“The deep-sea shipping industry understands that while LNG may not be the end game, it is the best starting point to get to net zero. It provides a very clear and achievable plan which starts today,” said Peter Keller, Chairman of SEA-LNG. “We know the need is real and waiting is no longer an option. The acceleration in uptake of newbuilds fueled by LNG demonstrates confidence in this pathway through its bio and synthetic cousins.”

SEA-LNG analyzed the latest report from Clarkson Research Services detailing new constructions orders in 2021. They calculated that “LNG-fueled vessel orders are approaching 30 percent of gross tonnage on order, representing a substantial part of shipping’s overall capacity when these vessels are delivered.”

The not-for-profit coalition presented an aggressive interpretation of the data, but in doing so did highlight the growing trend toward larger, dual-fuel vessels. DNV in its latest update of the Maritime Forecast to 2050 presented in August, reported around 12 percent of the current newbuilds ordered will have alternative fuel systems or dual-fuel capabilities. They noted that the figure has nearly doubled over the past two years indicating an increasing momentum. Specifically, based on the numbers of ships (versus sized used by SEA-LNG) DNV set the orders for LNG fueled vessels at around six percent for 2021. DNV’s Alternative Fuels Insight Platform says there are currently 221 LNG fueled vessels in operation with another 359 now on order.

Segments of the ocean-going shipping industry have been among the most aggressive in moving to LNG. DNV highlighted that dual-fuel LNG was the most developed of the options available currently for the ocean-going segments while inland and harbor have also been able to use batteries.

Among the segments of shipping that have been increasingly turning to LNG options are the operators of Pure Car and Truck Carriers (PCTC). Many of the major lines have announced new LNG-fueled constructions with SEA-LNG reporting that it is anticipated that over 90 percent of the new vessels that will enter the market in the coming years will be LNG dual-fuel.

SEA-LNG also highlights rapid increases both within the containership and tanker segments. They reported that their analysis of the data shows a five-fold increase since January 2020 for the orders of LNG capable containerships while tankers and bulkers are also following suit, with increases of seven-fold and two-fold respectively over the 18-month period.

“The transition to bio-LNG, and eventually synthetic LNG, will enable the industry to meet the IMO 2050 targets,” says SEA-LNG. “This process utilizes established LNG infrastructure without investing in new and costly infrastructure around the globe for unproven fuels.”

Looking at the long-term outlook in its market analysis report, DNV highlighted that while methanol is now in limited use, the first hydrogen demonstration projects have started, and ammonia demonstrations remain for the future, DNV expects it is four to eight years until the key technologies required for the transition to these next generation of fuels will be available. DNV also highlighted that shipowners will need to tailor their strategies, and select the best options for decarbonization, including LNG and others, based on their individual situations and the deployment of their vessels.

LNG is expected to continue to show growth in the near term as shipowners seek strategies to meet the regulations and protect their investments.

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https://www.maritime-executive.com/article/sea-lng-orders-for-dual-fuel-lng-vessels-accelerating-in-2021

PUBLISHED SEP 7, 2021 6:46 PM BY THE MARITIME EXECUTIVE

Hyundai Glovis, a logistics company within South Korea’s Hyundai Group is the latest shipping company to announce plans to expand into the emerging market for the transportation of new forms of energy.  The company best known for its car carrier business, which moves more than 275,000 vehicles each year, confirmed reports that it has entered into a partnership with the trading company Trafigura to develop a business to ship ammonia and liquefied petroleum gas (LPG).

“With this contract as an opportunity, Hyundai Glovis, which will enter the gas transportation business in earnest,” the company said in its official announcement of the partnership. Hyundai Glovis said it “plans to concentrate its capabilities on building a hydrogen value chain by transporting ammonia and LPG to meet global demand.”

For this project, Hyundai Glovis plans to invest more than $170 million to build two VLGCs. The order for the ships is reportedly going to another group within Hyundai, the Hyundai Samho with the vessel scheduled for delivery in 2024. The new vessels are expected to be among the largest global gas carriers with a loading capacity of 86,000 m3.

Unlike conventional gas carriers that usually transport LPG, Hyundai Glovis said the new VLGCs will be specifically designed to transport ammonia, which requires specially designed cargo tanks. According to the company, there are only approximately 20 VLGCs currently capable of loading ammonia, which accounts for less than 10 percent of the total VLGC fleet.

They believe the market will develop quickly and are seeking to gain a first-mover advantage against the anticipated competition. Currently, ammonia, which is mainly used in the production of fertilizer and petrochemicals, is transported in small and medium-sized gas carriers with a loading capacity of 35,000 m3 or less. In the future, as ammonia increasingly becomes the basis for alternative power generation, Hyundai Glovis projects that the VLGCs it is planning will become an optimized ship for ammonia shipping.

Hyundai Glovis is paying particular attention to the marine transportation of ammonia, which is considered the most efficient hydrogen storage and transportation medium at the current level of technology. They noted that it can be more easily liquified compared to hydrogen and because ammonia is used today it has an advantage in that a basic infrastructure for transportation and storage had already been established in many countries.

Trafigura, as one of the world’s largest commodity traders, has been moving aggressively to explore future opportunities in hydrogen-related commodities and like Hyundai Glovis, has been seeking to stake out a leadership position. Among its other efforts in the area, Trafigura entered into an agreement in the summer with the German company Hy2gen to develop a study that quantifies the infrastructure and production demands for green ammonia to decarbonize the shipping industry.

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https://www.maritime-executive.com/article/hyundai-glovis-expands-into-gas-carriers-for-expected-ammonia-market

The NTSB responds to accident lessons by issuing and reiterating safety recommendations, until safety improvements become realities on board vessels, throughout the organizations that operate them, and in the Coast Guard’s regulations.

The real world is a peculiar academy. We hope that this collection of lessons learned in the investigations closed in 2020 helps readers to take a step back and view their own operation with a cold, critical eye, then return to their day-to-day routines ready to take the appropriate action.

…NTSB commented.

14 lessons learned and considerations from 2020 cases

#1 Navigating Through Bridges

Bridge strikes were the most common accident investigated and reported on by the NTSB in 2020. Restricted maneuvering room, unusual currents, low clearance heights, and obscured sight lines can all combine to make bridge transits more difficult. During high-water conditions, these factors are exacerbated by increased and varying currents and reduced ability to control speed. When transiting familiar waterways, complacency can set in, leading to reduced attentiveness when operating near bridges.

#2 Standard Operating Procedures

Improper operation of equipment, poor maintenance, and ineffective action to prevent or mitigate an emergency can often be traced to the absence of standardized procedures or the failure to follow standard procedures. At a minimum, specific written procedures should be developed for planned vessel operations, the regular maintenance and testing of equipment, and potential emergencies such as fire, flooding, and man overboard.

#3 Smoke Detection

In order to ensure the safety of crewmembers and passengers, it is imperative that vessels be equipped with adequate smoke detectors to provide early warning of a fire. Smoke detectors should be installed in all passenger vessel accommodation spaces, including those spaces that serve as escape routes.

#4 Voyage Planning and Dynamic Risk Assessment

Regardless of requirements, planning and preparation before commencing vessel operations is critically important. Owners and operators should develop voyage plans that assess operational risks and hazards along the intended route, including decision points that describe places or times when vessels must take action to avoid hazardous conditions.

#5 Effective Communication

Early and frequent communication, both external and internal to the vessel, is an effective measure in averting accidents. When meeting or overtaking another vessel, the use of VHF radio can help to dispel assumptions and provide bridge teams with the information needed to better assess each vessel’s intentions.

#6 Operating in High-Water/ High-Current Conditions

Strong currents caused by seasonal high waters pose unique hazards for vessels working on and transiting inland rivers. Mariners should thoroughly assess the impact of a strong current on all aspects of operations, including securing barges, passage planning, and tow handling. Water flowing over normally exposed terrain and obstacles or man-made structures can change the expected current.

#7 Lithium-ion Battery Hazards

Lithium-ion batteries are used extensively in cell phones, cameras, computers, and other equipment, and are increasingly found in marine applications, including propulsion systems. The proliferation of these energy sources presents some risk, however. Auto-ignition of lithium-ion batteries have been reported throughout all modes of transportation and have the potential to start larger fires.

#8 Crew Training

When training new crewmembers, it is important to thoroughly explain the systems and procedures used aboard a vessel and to conduct practical training that simulates scenarios comparable to the operations in which a crewmember will be serving.

#9 Vessel Speed

When maneuvering in restricted or busy waterways, vessel speed can be a tight balancing act. Vessels must operate at a slow enough speed to safely navigate through the waterway and traffic while still keeping sufficient waterflow over the rudder to maintain effectiveness. While conning a vessel, operators must consider the size and maneuverability of the vessel, traffic and environmental conditions, and the status of tugboats and assist vessels.

#10 Storage of Flammable or Combustible Materials

When storing flammable or combustible materials or liquids, operators should pay close attention to potential heat or ignition sources and any special storage requirements. Gasoline is particularly dangerous to store due to its high volatility and flammability. Gasoline should only be stored in tanks designed to established standards, and spaces containing these tanks should be designed and ventilated according to established standards, to ensure gasoline vapor does not become entrapped.

#11 Closing Ventilation Inlets

During a Fire Fixed fire-extinguishing systems in engineering and other hazardous spaces require a minimum concentration of extinguishing agent to either halt the chemical reaction producing the fire, displace the oxygen feeding the fire, or effect a combination of both.

#12 Effective Hull Inspection and Maintenance

To protect vessels and the environment, it is good marine practice for owners and operators to conduct regular oversight and maintenance of hulls, including between drydock periods. Regardless of inspection requirements, owners are obligated to ensure vessels are properly maintained, equipped, and operated in a safe condition.

#13 Inspection of Control Linkages

Operators of vessels using adjustable linkages that include jam nuts, locking nuts, or other devices should frequently examine the position of the linkages to verify their security and develop procedures to effectively ensure critical control system components are included in preventative maintenance programs.

#14 Fatigue

Fatigue is a longstanding issue that has plagued all sectors of the marine industry (indeed all sectors of transportation), and the 2020 reporting period was no different. Failing to get adequate sleep is a high-risk practice that leads to accidents. To prevent fatigue among crewmembers, companies should monitor the watch schedules of their crews to ensure that they are properly rested and are afforded proper work/rest schedules.

Gangways are the primary means of safe access to a ship that is alongside a jetty, but due to the variety of ship and terminal designs, it is difficult to get a perfect fit in every situation. The provision of safe access is the joint responsibility of the ship and terminal.

Operational challenges

There are generally five areas of physical ship and shore compatibility:

• Safe mooring arrangement;
• fender contact;
• manifold and loading arms arrangement;
• emergency shutdown (ESD) system linked connections and communications;
• gangway arrangements.

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Unlike other interface elements, such as mooring, loading arms and ESD systems, there are no industry guidelines for shipbuilders, terminal designers or operators to reference for ship and shore gangway interface issues. Publications that provide regulatory guidance regarding gangway design, construction and maintenance include:

• SOLAS II-1, Part A-1, Reg 3-9 – Means of embarkation on and disembarkation from ships.
• IMO MSC.1/Circ.1331 – Guidelines for Construction, Installation, Maintenance and Inspection/ Survey of Means of Embarkation and Disembarkation.

The following publications provide general operational guidance regarding safety and access to and from ships, but do not address ship and terminal interface issues:

• Safe Access on Ships with Exposed or Raised Deck Structures (OCIMF)
• International Safety Guide for Oil Tankers and Terminals (ISGOTT), Chapter 16.4 – Ship/Shore Access
• UK SIP014 – Guidance on Safe Access and Egress in Ports.

Ships may call at a wide range of terminals throughout their trading lives and experience has shown that the gangway arrangement is often the most difficult issue in determining compatibility between the ship and the terminal.

As a result, situations can arise where gangways are not suitable for the operational envelope of a given ship and terminal arrangement. This can occur through the access being too steep, or the deck area being too congested (due to interferences) or restricted (due to insufficient clear space).

Terminal Design Considerations

As a minimum, the following safety aspects should be amongst those considered during the gangway design stage:

• The walkway should be obstruction-free and non-slip
• there should be continuous handrails on both sides
• the gangway should be electrically insulated to prevent electrical continuity between the ship and shore
• the gangway should be capable of being locked in the stored position
• the gangway can be operated in free wheel mode after positioning on the ship
• there should be operation redundancy in the event of primary power source failure
• consider the human factor to minimise risk of human error in operations
• consider the human factor to minimise the risk of injury and error during maintenance
• clear information about the operational limits, including limiting weather criteria, should be provided
• automatic retraction of the gangway should not be initiated by automation
• manual activation of automatic retraction should have sufficient delay for personnel to escape
• the gangway bridge should have sufficient width for a stretcher to be carried across
• fit position monitoring systems that generate alarms before operational limits are reached
• as far as possible, position the gangway between the manifold area and accommodation ladder
• terminals that allow port and starboard berthing may need to consider two gangway towers
• the terminal control room should be able to monitor the gangway and deck ladder visually or by CCTV
• gangway location should be considered early in the design stage and gangway designers should be consulted and kept informed during the various project phases
• adequate lighting should be provided for the gangway.

Gangways should be designed to ensure maximum compatibility with a wide range of ships. The following compatibility aspects should be amongst those considered during the design stage:

• As far as possible, the gangway design should avoid the need for special fittings on a ship;
• the landing footprint should be as small as possible;
• there should be the ability to slew a minimum 2.5 m forward and aft of the landing position centre;
• the slewing range should be greater than the terminal surge and sway allowance;
• the operational envelope should consider deck elevations and drift values of the ships expected to call at the terminal;
• the longitudinal position of the gangway landing area should be clear of the manifold area, accommodation ladder fittings, ship-to-ship transfer fittings and any other deck fittings that would possibly impede the safe operation of the gangway in expected operational conditions.

Ship Design Considerations

Suitable spaces should be identified and specially designed for landing gangways. The following aspects should be considered in the ship’s design:

• Ship design should try to provide the maximum clear area for landing a shore gangway
• there can be more than one location on each side of the ship, and, where possible, landing areas aft of the manifold area are to be preferred
• obstructions in the gangway landing areas should be minimized, and those that cannot be avoided should be moved as far inboard as possible
• ship drift during operations should be considered
• where possible, the gangway landing area should be a minimum of 2.5 m wide. Note that this refers to the ship’s perspective and refers to athwartship measurement
• where possible, limit the height of deck fittings that are in line with ship side railings to the height of the railings
• try to provide the longest possible box rail with a safe working load of 4.2 MT (vertical) and 1.7 MT (horizontal)
• clear information should be provided to the ship owner regarding the strength of relevant deck areas and supports
• the ship and shore interface plan should include information on the gangway landing area, including any obstructions, detail of manhole covers and handrails and supports.

Gangway Operations – Terminal

The ship and terminal should share the responsibility of ensuring safe access between the ship and terminal. The following points are useful to help ensure safe operations:

• The gangway should be installed and operated according to the manufacturer’s instructions
• planned maintenance routines and inspections should be carried out
• a lifebuoy with light and line should be provided on the jetty near the gangway
• terminal procedures should clearly indicate the weather limiting criteria for safe operations
• clear instructions should be available on what to do if the maximum values are exceeded
• initial and refreshment training should be provided to personnel involved in operations and maintenance
• appropriate area access restrictions should be in place
• gangway compatibility should be checked with every ship calling at the terminal
• shore gangway systems are strongly preferred over portable gangways, but if portable gangways are unavoidable, then safety nets should be used
• deck ladders should be placed directly on the ship’s deck and temporary platforms should be avoided as far as possible
• straight shore gangways should not be landed on ship’s handrails unless they are specifically designed for that purpose
• the weight or force exerted by the gangway on the ship’s deck or gangway support should be provided to the ship.

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https://safety4sea.com/safety-guidance-on-gas-carrier-and-terminal-gangway-interface/

In order to provide guidance in mitigating such risks, the American Club presented Ship Anchoring and Mooring Considerations in US Rivers During High Water Conditions.

This provides an overview of best practices for midstream buoy mooring, actions to be taken to prevent fouled or stuck anchors, and further recommendations on actions to be taken if anchors, or anchor chains, are lost.

Claims resulting from delays, salvage equipment costs, tugs, underwater surveys, etc., can be substantial and can very quickly add up to significant figures

When high water prevails, a vessel’s equipment can be subjected to large external forces which can exceed its maximum design load. Any weak link in a vessel’s mooring and anchoring equipment is likely to be exposed to such forces, thereby running the risk of a dangerous and costly incident. These risks can be minimized if a vessel is fully prepared for the voyage and its equipment is always maintained to its best working condition.

The following checklist may be utilized to reduce such relevant risks:

1. Ensure the vessel’s windlass and anchor equipment are always in best condition and working order. Areas of weakness typically include: loose or worn guillotine stoppers and pins; worn anchor links close to maximum allowable diminution by the classification society; fatigued or worn components of the winch motor and gearing; worn hydraulic power unit (HPU) components and sticking pressure relief valves; and, worn brake bands and/or pads, etc.
2. Regularly check with local agents, the US Coast Guard (USCG) and the U.S. National Weather Service for latest information on river conditions, forecasts, and any restrictions in place. High river restrictions can commonly include mandatory pilotage and tug requirements for deep draft vessels at anchor, daylight only transits and speed limits, oneway traffic restrictions, daylight only berthing requiring line boat operations, increased spacing, and head-up docking only.
3. When anchoring in conditions of high water and high current, the anchor and chain may become immersed in the soft muddy bottom causing them to become stuck, and making it more difficult to heave and recover them. Also, dragging anchors are more likely to snag on riverbed debris. To reduce and mitigate such risks, the vessel should heave and re-anchor every few days depending upon the anchorage location and river conditions at the time.
4. Re-anchoring may involve the additional cost of pilots and tugs. This should be discussed with the pilot after anchoring, depending upon existing conditions and any local restrictions in place at the time.
5. The USCG requires that, during high water, all deep draft vessels should have three means to hold position, unless moored to a shore side facility or mooring buoys. An example would be two fully operational anchors and the propulsion system. However, should a vessel lose an anchor, or propulsion, then a reliable means of back-up to hold its position is required. In practical terms, this obligates a vessel to engage an assist tug.

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https://safety4sea.com/guidance-launched-for-safe-ship-anchoring-and-mooring-in-us-rivers/

Steamship Mutual issued a Risk Alert in order to provide guidance for undertaking safe Ship-to-Ship (STS) operations, in compliance with international regulations.

To remind, in an effort to perform safe STS operations, IMO’s Marine Environment Protection Committee (MEPC) adopted resolution MEPC.186(59) and a new chapter 8 was added to The International Convention for the Prevention of Pollution from Ships – MARPOL Annex I, describing regulatory requirements that should be adhered to at all times when undertaking STS operations.

Each vessel involved in STS Operations should have on board an STS plan approved by its Flag Administration prescribing how to perform safe STS operations.

The STS Operations plan must be written in the working language understood by the ship’s officers and be incorporated into the existing on-board Safety Management System (SMS).

According to the Club, before committing to an STS transfer operations a thorough risk assessment must be carried out covering all aspects of the operation, identifying potential risks and the means by which these risks are to be managed.

STS Operations must be thoroughly risk assessed for each of the following phases:

• Pre-contract, inclusive of a vessel compatibility study
• Pre-arrival of vessels
• Approach of the two vessels and the mooring operation, including any transfer of equipmentb such as fenders and cargo hoses
• Commencement of cargo operations
• Completion of cargo operations
• Unmooring of two vessels.

As noted, the Club has experienced a number of incidents arising during STS operations, where a thorough and robust risk assessment for each phase of the operation, may have reduced the potential for a claim.

Good, reliable communications in the common language between all concern parties is the key for safe and successful STS operations. Companies should ensure that, from start to finish of STS operations, all essential personnel are provided with a reliable means of communication such as an explosion-proof type or intrinsically safe handheld radios.

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https://safety4sea.com/sts-operations-must-be-risk-assessed-before-committing/

PUBLISHED SEP 7, 2021 7:51 PM BY THE MARITIME EXECUTIVE

The small coastal port of Coos Bay, Oregon has a big new project in its near future. The port is partnering with industrial property developer NorthPoint on a plan to build a full-scale container terminal, potentially bringing in up to one million forty-foot boxes every year.

The announcement comes amidst an unprecedented boom in demand for container shipping, which has created record-setting backlogs at the U.S. West Coast’s primary import hubs in Los Angeles, Long Beach, Oakland and Seattle. The extreme supply-chain congestion has shippers looking at new alternatives – routing cargo through smaller ports, chartering their own ships, even sourcing their goods domestically – in order to avoid paying tens of thousands of dollars for each box shipped from China to the United States.

In a few years’ time, Coos Bay could provide a new alternative to the container traffic jam in Southern California. The port already operates its own 134-mile rail line to connect to Class I railroad service in Eugene, Oregon, on the other side of Oregon’s Coast Range, and it has invested heavily in upgrading the line for freight service (with significant federal financial support).

This key asset could be leveraged for more cargo volume if the port were to expand its waterfront facilities. Last week, the port announced that it had reached an agreement with Missouri-based NorthPoint Development – the largest industrial property developer in the United States – to build a multimodal container terminal at the port’s North Spit.

NorthPoint and the port estimate that the facility, once fully built out, would move over one million forty-foot containers annually in and out via the Coos Bay Rail Line. An existing rail spur on the North Spit would be extended to the project site, and additional infrastructure improvements along the rail line would be completed to accommodate double stack container cars. The partners are negotiating the terms of the deal and plan to have a contract in place by the end of the year.

The estimated $1 billion in construction expenditures would be an infusion for the region’s economy, and the project would bring hundreds of new jobs to an area with above-average levels of unemployment.

“With the recent closure of the Georgia Pacific Mill and other recent job loss in southwestern Oregon, the Port sees this as an opportunity to rebuild the economic base for the region,” said John Burns, Port CEO. “This is a project that has the potential to diversify the region’s economy and create employment opportunities both for the existing workforce and for future generations.”

The announcement also offers a new opportunity for the port after the indefinite pause of the controversial Jordan Cove LNG project. The Jordan Cove proposal would have seen the construction of a gas liquefaction terminal on the north side of the bay, but it encountered regulatory and public-relations difficulties before it could begin construction. Its backer – Canadian midstream firm Pembina – announced a pause in project development in April, and it recently missed several key permitting deadlines.

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https://www.maritime-executive.com/article/small-oregon-port-announces-plans-for-full-size-container-terminal

The report features an updated carbon risk management framework, including a new ‘decarbonization stairway’ model to help owners map a path to sustainability.

Choosing the right fuel today for operations tomorrow is a daunting task that all owners must face up to. The business environment is changing in line with the natural one, leading not just to increased regulatory requirements, but also to new cargo-owner and consumer expectations and more rigorous demands from capital investors and institutions.

…. said Ørbeck-Nilssen.

The maritime industry will go through a period of rapid energy and technology transition that will have a more significant impact on costs, asset values, and earning capacity than many earlier transitions.

Shipowners are already experiencing increasing pressure to reduce the greenhouse gas footprint of maritime transport. This report provides an updated outlook on the regulatory and commercial drivers for decarbonization of shipping:

• Three fundamental key drivers will push decarbonization in shipping in the coming decade: regulations and policies, access to investors and capital, and cargoowner and consumer expectations.
• The Initial IMO GHG Strategy currently drives policy development within international shipping, and the first wave of regulations will take effect from 1 January 2023 (i.e. EEXI, CII). We expect them to have a significant impact on design and operations of all ships.
• While all ships need to fulfil the minimum compliance requirements from the IMO, commercial pressure may push shipowners to aim for a leading position in decarbonization, as we expect that poorly performing shipping companies will be less attractive on the charter market, and may also struggle to gain access to capital.

Further, this report provides an outlook on ship technologies and fuels that could help shipping respond to the decarbonization drive, introducing an updated timeline for the technical availability of selected alternative fuel technologies. In fact, it is highlighted that:

• The energy and technology transition in shipping has started, with nearly an eighth (12%) of current newbuilds ordered with alternative fuel systems. This is an increase from the 6% reported in the 2019 edition of DNV’s Maritime Forecast to 2050. Except for the electrification underway in the ferry segment, the alternative fuels are currently still mainly fossil-based, and are dominated by LNG.
• There will be demonstration projects for onboard use of hydrogen and ammonia by 2025, paving the way for zero-carbon ships, and these technologies will be ready for commercial use in four to eight years. Methanol technologies are more mature and have already seen first commercial use. Fuel cells are far less mature than internal combustion engines, for all fuels.
• Safety is a prerequisite for the successful and timely introduction of the new fuels such as hydrogen and ammonia. Development of efficient safety regulations and guidelines is fundamental to evolve from largescale demonstration to commercial use.
• A range of new technologies are emerging, including fuel cells, CCS, and wind power.

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