Maritime Safety News Archives - Page 21 of 259

Published August 16, the new P4G-Getting to Zero Coalition report “Shipping’s energy transition: strategic opportunities in Indonesia” finds that Indonesia has several opportunities to leverage the global transition to zero emission marine fuels towards key national objectives. However, achieving this will require targeted action in order to unlock these opportunities.

International shipping accounts for approximately 3% of global Greenhouse Gas (GHG) emissions, and this will increase in a business-as-usual scenario. To decarbonize the maritime industry, there will be a massive need for green fuels and associated technologies.

In particular, scalable zero-emission fuels (SZEF) such as green hydrogen and green ammonia are considered the most promising fuels for the shipping’s energy transition.

“The increasing momentum behind international maritime decarbonization holds huge potential for countries like Indonesia. To better realize this opportunity and signal strong public buy-in, Indonesia should seek to leverage its influence in international negotiations, particularly drawing on its role as the host of the G20 later this year, in addition to COP27 and upcoming IMO negotiations,” says Ingrid Sidenvall Jegou, Project Director at Global Maritime Forum.

With over 17,000 islands, Indonesia is intrinsically tied to the maritime industry, with many small vessels making up the domestic fleet, in addition to a high volume of international traffic passing through Indonesian waters. Maritime activities contribute massively to Indonesian society and the economy, with there being strong potential to leverage these activities to decarbonize other industrial activities and support wider economic development.

Margi Van Gogh, Head, Supply Chain and Transport at the World Economic Forum, says: “Identifying strategic opportunities for renewable energy production in emerging and developing economies, like Indonesia, is central to enabling a just and equitable transition for international shipping.

“By scaling its renewable energy potential, Indonesia could decarbonize domestic industry and aid the broader shipping energy transition – a pathway that could enable Indonesia to become a leading producer and supplier of sustainable zero emission fuels, create new sustainable jobs and contribute to economic growth.”

By establishing green hubs, Indonesia can cement its position as a key maritime axis, creating new revenue streams from SZEF exports and bunkering and improving access to import and export markets.

The development of scalable zero-emission fuel infrastructure could lead to an investment of between Rp 46 – 65 trillion IDR (US$3.2-4.5 billion) by 2030. This is in addition to the potential development of other industries, expertise, environmental protection benefits and R&D emanating from decarbonization of maritime shipping and the adoption of SZEF.

After extensive consultation with key Indonesian stakeholders, the report names three key opportunities including the possibility of establishing Kalimantan as a bunkering hub, the electrification of the small boat fleet, and a decarbonization hub powered by geothermal activities.

“Maritime decarbonization in Indonesia provides several interesting business opportunities, such as electrification of the small boat fleet, domestic production of zero carbon marine fuels and synergies with large land infrastructure projects. In all cases increased capacity building and technology transfer will be paramount in realizing these opportunities to their fullest potential,” says Dr. Domagoj Baresic, Research Associate at UCL Energy Institute.

However, essential to unlocking these opportunities is a facilitative policy and financial framework capable of effectively motivating and convening key actors across sectors and value chains.

Presently, Indonesia benefits from its existing policy frameworks in the field of maritime, energy and climate policy, however more work is needed to coordinate policies more specifically around the maritime decarbonization opportunity.

Indonesia also benefits from its existing successes and future ambitions concerning the reception of funding from international sources. This is something that is much needed regarding supporting Indonesia’s existing decarbonization efforts in conjunction with its development needs.

Setting a clear direction of travel and demonstrating public buy-in would enhance Indonesia’s ability to attract these funding sources.

Dr. Mas Achmad Santosa, CEO at the Indonesia Ocean Justice Initiative, says: “Having supported the alignment of the IMO GHG Strategy with Paris Agreement temperature goals, the Indonesian Government needs to carry out a comprehensive assessment on the impact and strategies of shipping decarbonization.

“This could help position the Indonesian Government in subsequent IMO negotiations and serve as an evidence base to support the adoption of more ambitious GHG measures, which operationalize the principle of common but differentiated responsibilities and respective capabilities.”

As other countries take steps to enhance their efforts and begin to unlock this opportunity, Indonesia should take quick and strategic action to position itself as a key player in this space.

Ian de Cruz, Global Director at P4G, says: “As the largest island state in the world, Indonesia relies on ocean transport for movement of goods and people which contributes to significant domestic maritime emissions.

“This report outlines key steps Indonesia can take to harness its renewable energy potential and decarbonize its local maritime industry. By creating jobs and providing environmental benefits across sectors, this approach can serve as an example for other developing countries transitioning to a low-carbon economy.”

Source: https://maritimefairtrade.org/indonesia-can-play-important-role-shippings-global-energy-transition-finds-new-report/

A harbor tug has become the first vessel to be verified for autonomous collision avoidance in the Port of Singapore as the shipping industry’s push towards self-driving technology continues to advance.

ABB worked in collaboration with Keppel Offshore & Marine (Keppel O&M) on the project. The successful sea trials involved the Keppel Smit Towage tug Maju 510 which was used to verify autonomous collision avoidance capabilities of ABB Ability™ Marine Pilot technology in the Port of Singapore.

In what is said to be an industry-first, the Maju 510 becomes the first vessel in the world to receive Autonomous and Remote-Control Navigation Notation from international classification society ABS and the first Singapore-flagged vessel to receive the Smart (Autonomous) Notation from the Maritime and Port Authority of Singapore (MPA).

Maju 510 is already notable because it was the first to receive ABS Remote-Control Navigation Notation following initial remote operation trials at the Port of Singapore in April 2021. These latest trials verified the next level of autonomy by demonstrating automated situational awareness, collision avoidance, and maneuvering control provided by ABB technology.

During the trials, the 32-meter-long harbor tug demonstrated its ability to autonomously avoid collisions in various scenarios, such as when two other vessels approach simultaneously on colliding paths and when a nearby vessel behaves erratically. The trials were supervised by an onboard tug master.

“I had the pleasure of being aboard Maju 510 during the collision avoidance trials and experiencing how smoothly the tug performed in autonomous mode,” said Romi Kaushal, Managing Director, Keppel Smit Towage. “What I found particularly impressive was how the digital system identified one or several risks in the tug’s planned path and responded to set the vessel on a new, safer course. The vessel performed as if it was operated by an experienced tug master.”

In an earlier successful demonstration of ABB’s autonomous technology, the ice-class passenger ferry Suomenlinna II was remotely piloted through the Helsinki harbor using the same ABB technology used by the Maju 510.

ABB says autonomous navigation technology can crews to focus on the overall situation rather than on performing specific maneuvers, while also optimizing maneuvering to help prevent accidents, enhance productivity and reduce fuel consumption and emissions.

“We are proud to build on our collaboration with Keppel Offshore & Marine and move yet another step closer to making autonomous tugboat operations a reality,” said Juha Koskela, Division President, ABB Marine & Ports. “Our autonomous solutions are designed to support the crew in performing their duties as safely and efficiently as possible. The same technology can be applied to a variety of vessel types including wind turbine installation vessels, cruise ships and ferries.”

Source: https://gcaptain.com/tug-performs-autonomous-collision-avoidance-in-port-of-singapore/

Environmental, human rights, and labor organizations from around the world are sounding the alarm over the former Brazilian aircraft carrier SÃO PAULO, now being towed across the Atlantic towards Turkey for scrapping, in defiance of international and Brazilian law.

The SÃO PAULO, formerly known as French naval vessel FOCH and sister ship of the infamous French aircraft carrier CLEMENCEAU, departed Brazil on August 4 towed by the Dutch towing vessel ALP CENTRE on a 6,000-mile journey to Aliaga, Turkey, where it is intended to be scrapped.

The ship is running in defiance of a Brazil Federal District Court injunction and, according to the activist groups, has been exported in violation of the Basel Convention on the Control of Transboundary Movements of Hazardous Wastes and Their Disposal, as well as the Barcelona Convention for the Protection of the Marine Environment and the Coastal Region of the Mediterranean.

It is also moving in opposition to the wishes of local communities in Turkey, who consider the impending arrival and scrapping of the vessel to be an unacceptable toxic threat.

“Safe recycling or repurposing is, of course, the right thing to do with old ships,” said Jim Puckett, Executive Director of the Basel Action Network (BAN). “But dismantling old ships, laden as they are with toxic paints, asbestos, and cancer-causing chemicals, is one of the world’s most dangerous occupations. It must only be done in strict compliance with international and national laws and norms. The preparation and plan for this ship already fails that test.”

The NGO Shipbreaking Platform, Basel Action Network (BAN), BAN Asbestos France, Henri Pézerat Association (Work, Health, Environment), International Ban Asbestos Secretariat (IBAS), İstanbul Isig Meclisi, Greenpeace Mediterranean and Brazilian ABREA are all calling for the government of Brazil and the owner of the ship (SOK Denizcilik Ve Tic LTD STI ME) to comply immediately with the injunction issued by the 16th Federal Court (Rio de Janeiro) and return the ship to Rio de Janeiro.

In an open letter to IBAMA (Brazilian Institute for the Environment and Renewable Natural Resources), the Brazilian government agency responsible for authorizing the export under the Basel Convention, BAN and the NGO Shipbreaking Platform cited likely violations of established law.

Defiance of Brazilian federal district court injunction

On August 4, just a few hours after the departure of the vessel, a judge of the 16th Federal Court issued an “Order to Return the Ex-Nae SÃO PAULO to Rio de Janeiro.” IBAMA, as the entity charged with authorizing the shipment under the Basel Convention, has clear responsibility and authority to recall the export.

As no action has been taken by the Brazilian authorities, the non-governmental organizations have consequently alerted INTERPOL to the situation.

Lack of required insurance

According to the insurance documents filed by IBAMA prior to the ship’s departure, the accident and damage insurance elapsed in May 2022. Yet, insurance required by the Basel Convention must be in place before the export.

If the filed documents are correct and the SÃO PAULO was not properly covered by insurance, it is unlikely that any insurance company will correct this failure now and renew the policy, as the ship’s export is currently under an injunction and a cloud of illegality and uncertainty.

Export without notification to, and consent from, transit states

According to the towing plan filed by IBAMA, the transboundary movement of the SÃO PAULO from Brazil to Turkey will pass through the Strait of Gibraltar and thus will move through the territorial waters of Spain, the UK, and/or Morocco.

Under the Basel Convention, all transit states must be notified and given their consent before the export can commence. However, in the correspondence between the NGOs and IBAMA, it was incorrectly asserted by IBAMA that the prior notification to transit states was not needed if the ship did not stop in a port.

The Basel Convention’s definitions clarify that transit includes passage through territorial waters. Thus, depending on the precise route chosen, Spain, Morocco, the UK, Malta, Italy, and Tunisia should have been notified and their consent should have been received prior to departure. Failure to do this makes this export illegal traffic under the Convention. Without such notification, Spain, Morocco and UK should deny passage.

Export to parties that have prohibited the import of hazardous waste

When Parties notify the Basel Secretariat that they possess an import prohibition of hazardous wastes, all Parties must respect that prohibition under the Convention. Turkey has notified not only that they have a national import ban on hazardous wastes, but they are also Party to the Izmir Protocol of the Barcelona Convention, which requires Turkey to ban imports of hazardous wastes.

In the case of the SÃO PAULO, Brazil, as an exporting state Party must prohibit all exports to Turkey. Yet Brazil allowed this export.

Toxic waste quantification discrepancies

A complete and accurate assessment of the hazardous materials (waste) contained within the ship structures is a requirement prior to export under the Basel Convention. However, it appears that the Inventory of Hazardous Materials (IHM) prepared for the SÃO PAULO by Grieg Green may have greatly underestimated the quantities of cancer-causing asbestos, toxic paints, radioactive substances, and Polychlorinated Biphenyls (PCBs).

In 2006, Greenpeace International commissioned Aage Bjorn Andersen, an expert in the field of hazardous material surveys on marine vessels, to assess the sister ship CLEMENCEAU. His estimate was 760 metric tons of asbestos. In contrast, the recent IHM estimated just 9.6 tons. And, in a subsequent letter, Grieg Green admitted that figure could be significantly off the true amount.

Similarly, the CLEMENCEAU was estimated to contain 165 tons of PCB material (levels higher than 50/ppm concentrations). The IHM for the SAO PAULO found no PCBs in the small number of samples taken and estimated no PCBs. For a ship built in 1957 when use of PCBs was ubiquitous, this finding of no PCBs is doubtful.

Without a proper assessment of hazardous materials, the proper capacity to manage the waste cannot be determined.

Meanwhile, communities in Turkey are alarmed about the incoming hazardous wastes that will potentially harm workers and need to be managed and disposed of safely. They have organized daily vigils to take place in Aliaga.

“The intended export of this massive toxic warship to Aliaga has triggered a powerful reaction from labor and environmental groups across Turkey,” said Asli Odman of the Istanbul Health and Safety Labour Watch.

“We are calling for the ship to be returned to Brazil immediately. Global environmental laws banning the trade in hazardous wastes must not be circumvented so easily. Until this ship can be scrapped lawfully and safely, just as it would have been accomplished in France, where it was built, our answer is a clear NO.”

Source: https://maritimefairtrade.org/toxic-warship-on-6000-mile-illegal-voyage-across-atlantic-to-turkey-for-scrapping/

LPG tanker CORAL IVORY reportedly suffered a blackout on Aug 20 while entering Brunsbuettel Lock, Kiel Canal, and had to drop anchor to avoid collision with dock’s walls and constructions. Tanker didn’t suffer damages and was allowed to resume Canal transit on Aug 21, after tanker was berthed and checked at Brunsbuettel. Lock was surveyed by divers and found safe for ships passage, traffic was suspended for some time, causing queue. Tanker completed transit in northern direction on Aug 21, she’s en route from Terneuzen to Koping Sweden.

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Bulk carrier AP REVELIN collided with unidentified cargo ship in Port Arthur waters, USA, Gulf of Mexico, understood on Aug 21, while leaving the port, bound for Immingham. Croatian news outlet SeeNews said bulk carrier suffered serious damages, citing Atlantska Plovidba statement issued on Aug 22. AP REVELIN left port and was anchored at outer anchorage in the afternoon Aug 21, to undergo inspection and estimate damages.

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In his nationally broadcast speech PM Lee noted that the country’s seaport and airport played a “critical role” in putting the city state on the global stage.

A decade ago Singapore took the decision to consolidate the existing container terminals at Tanjong Pagar, Brani, Keppel and Pasir Panjang, that make up the world’s second largest boxport, into a single new facility located in Tuas in the far west of the island, indeed on land which was yet to be reclaimed.

The first two berths of Tuas Port started operations in December last year and PM Lee credited the country’s forward planning and investment in port infrastructure enabling it to handle the demand surges associated with the Covid pandemic.

“Because we had planned ahead, our port was able to handle extra volumes during the pandemic,” the Prime Minister stated.

“While ports in other countries experienced closures, severe congestion and long delays, but PSA, our port remained open 24/7 throughout. This reinforced Singapore’s position as the “catch-up port” where vessels made up time for delays elsewhere,” he added.

The new Tuas Port is fully automated using driverless AGVs (automated guided vehicles), and driverless cranes. AI is also used to coordinate terminal operations more seamlessly, including vessel traffic management and port clearance.

The first phase of Tuas Port is now complete, with a further three phases to come over the next 20 years with a total handling capacity of 65m teu, almost double the 37.5m teu Singapore handled last year.

“We will have the world’s largest fully automated port, and that should make us a leading global player in the maritime space,” PM Lee stated.

Meanwhile Tanjong Pagar Terminal the island’s first container terminal, which opened 50 years ago has already been decommissioned and slated for future waterfront development.

Source: https://www.seatrade-maritime.com/ports/singapore-puts-automated-port-development-front-and-centre

The company’s revenue increased by 18.2 per cent to $271.6 million compared with the same period in 2021, while gross profit adjusted for impairment increased 28.8 per cent to $129.9 million.

Adjusted EBITDA rose by 28 per cent to $145.6 million.

In the first six months of 2022, Global Ports registered a decline in consolidated marine container traffic by 22.6 per cent year-on-year to 611,000 TEU.

“After a strong start of the year, an increase of geopolitical tensions resulted in significant deterioration of the Russian container market conditions,” reads the operator’s latest statement.

“As a result, the container business of the Group in the North-West of Russia significantly reduced, while container market in the Far East of Russia remained stronger as less dependent on European container hubs and more consumer and humanitarian goods oriented.”

The Russia-Ukraine war has been suffocating trade and logistics in Ukraine and in the Black Sea region, only recently grain trade has resumed as more ships are leaving Ukrainian ports.

Source: https://www.porttechnology.org/news/global-ports-cashes-in-against-volumes-fall/

The leveling off of demand and even declines in container volumes appear to be finally creating good news for shippers. After nearly two years when the balance of power shifted to the carriers, the recent market changes are helping shippers with the spot rate for standard containers set to fall below a threshold in September and transit times falling despite the industry being in a traditional peak season.

After repeated reports of falling spot prices, technology platform provider Shifl reports that its data analysis shows that the shipping rate for a standard 40-foot container from China to the U.S. West Coast is set to fall for the first time in approximately 20 months below the $5,000 threshold.

Shifl forecasts that the September spot rate between China and Southern California on average will drop to $4,900 for a 40-foot box. That would be a decline of 72 percent year-over-year from a high of $17,500 a year ago in September 2021. Rates, however between China and the U.S. East Coast have shown a smaller decline. Shifl points out that they are expected to be down 54 percent, or an average of $8,900 compared to $19,500 in September 2021.

“While spot rates continue to decline, they are still more than three times higher than they were prior to the pandemic,” comments Shabsie Levy, CEO and Founder of Shifl. “The rates, however, are at levels far lower than at the beginning of 2022, when consumer demand was very high. The pace of this continued decline points to the market returning to some semblance of the new normal.”

The continued decline in spot rates, Shifl predicts, will place continued pressure on the carriers. Carriers in their most recent financial reports highlighted that long-term contract rates were contributing to their extraordinary profits. Shifl’s analysis reports that for major lines such as Maersk and ONE, volumes were down overall in the second quarter with multi-year contracts accounting for up to 70 percent of their container moves.

“As the spot market rates continue to drop, carriers will be forced to renegotiate long-term contract rates that were set at the previous higher levels. Some customers have contracts that have built-in rider clauses pegging them with spot rates,” said Levy.

The declines in volumes are also benefitting shippers in other ways. Transit times are down on major routes despite persistent reports of port congestion in some areas such as the U.S. East Coast. However, even on the routes to the East Coast Shifl reports transit times peaked at 50 days in April and since then are down to 46 days on average.

The improvement has been more dramatic to the U.S. West Coast ports. From China, the average transit time is down from 50 days in December 2021 to an average of 32 days to the California ports.

Levy points out that the progress, however, is marginal when considering that transit times are still twice what they were between China and the U.S. West Coast before the pandemic. Transit times between China and New York are also 1.7 times longer than before the pandemic.

Part of the problem with transit times may be the continued congestion in ports primarily from empties. Shifl’s analysis shows that gate-out times for full import containers have increased. In Los Angeles, for example, Shifl reports gate-out times were up one day from June to July while in New York they jumped one day from May to the current plateau at four days.

These declines spell good news for both shippers and potentially U.S. consumers. Lower shipping prices should help to ease inflation and the out-of-stock conditions experienced during the surge in volumes. The easing in the market aligns with the forecast from many of the leading carriers that said they expected normalization in the markets coming by the third or fourth quarter of 2022.

Source: https://www.maritime-executive.com/article/spot-rates-drop-to-20-month-low-improving-shippers-outlook

A cloud of dust rose over the port on 23 August after the collapse, which brought down the last of the northern block of silos damaged from the fire erupted in July.

The remaining southern block is more stable and not at imminent risk of collapse, said French civil engineer Emmanuel Durand, who has installed sensors on the silos.

The initial collapse was caused by a fire that broke out because of fermenting grains stored in the silos. Fire engines and an army helicopter have sprayed the silos with water in an attempt to put out the fire.

After the first collapse, more concrete silos cracked and fell on 4 August.

On 21 August, the Lebanese Health Ministry reported that samples from around the port showed high traces of common mould, a composition which is not dangerous unless inhaled in large quantities for a long period of time.

The Lebanese Government had previously ordered the demolition of the silos due to safety concerns, but the move has since been suspended amid objections from relatives of the victims who want to preserve the site as a memorial.

More than 200 people died and 7,000 were injured following the explosion in Beirut

Source: https://www.porttechnology.org/news/eight-more-silos-collapse-at-beirut-port/

Starting August 1, 2022, through November 30, 2022, the Panama Canal is calling on vessels to follow annual speed and navigational measures to prevent collisions with whales, dolphins, and other large aquatic mammals beginning their seasonal migration nearby the waterway.

Vessels sailing to and from the Canal during this period are asked to stay within designated navigation areas known as Traffic Separation Schemes (TSS), which minimize areas of overlap between vessels and migrating marine life. The annual measures set by the International Maritime Organization (IMO) also require that vessels entering or exiting the Canal via the Pacific Ocean keep their speed at or below 10 knots, a practice known as Vessel Speed Reduction (VSR).

“As facilitators of global maritime trade, it is our responsibility to minimize the environmental impacts of our operations,” said Panama Canal Administrator Ricaurte Vásquez Morales. “These measures represent some of the simple, yet critical ways the Panama Canal and shipping lines must work together to ensure a more sustainable future for world commerce.”

Since the TSS measures were introduced in 2014, the likelihood of serious incidents has decreased considerably for vessels and marine life, including for humpback whales, which migrate from northern and southern latitudes during their winter season to Panama’s warm waters to give birth and to raise their calves. According to the Smithsonian Tropical Research Institute (STRI), ship strikes are among the most concerning human threats to whale populations, though lowering vessel speed can give the mammals sufficient time to respond and avoid collisions with vessels, while also allowing vessels to stop or maneuver accordingly. A STRI study confirmed that fatal accidents between whales and vessels were 38 percent lower between 2017 and 2019 when compared between 2009 and 2011, before the TSS measures were implemented.

The TSS policies have also been found to bolster maritime safety and reductions of greenhouse gas (GHG) emissions. Data obtained by the Panama Canal from vessels’ automatic identification systems (AIS) individual automatic ship identification systems found that those who followed these measures between 2017 and 2021 saved more than 30,000 tons of CO2 in total, though results vary by vessel type, size, and fuel.

“The annual TSS program shows how making a few small changes can lead to outsized benefits when it comes to sustainability,” said Maxim Rebolledo, Environmental Specialist at the Panama Canal. “We appreciate our customers for their partnership on this issue and the Panama Canal’s broader efforts to safeguard the environment.”

As the only major waterway that relies on freshwater, and a leader in global trade and the maritime industry, the Panama Canal implements initiatives to maximize environmental and operations efficiencies with a positive impact on the reduction of GHG. Since its inception, the Panama Canal has reduced over 850 million tons of CO2. Today, the Panama Canal continues being a strong supporter of, and an active participant in, the creation of the IMO’s industry-wide regulations.

Source: https://cyprusshippingnews.com/2022/08/22/panama-canal-calls-on-ships-to-protect-marine-life-as-nearby-annual-migration-begins/

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Maritime Safety News Archives - Page 21 of 259 - SHIP IP LTD

Indonesia Can Play Important Role In Shipping’s Global Energy Transition, Finds New Report

Tug Performs Autonomous Collision Avoidance in Port of Singapore

Toxic Warship On 6,000-Mile Illegal Voyage Across Atlantic To Turkey For Scrapping

Defiance of Brazilian federal district court injunction

Lack of required insurance

Export without notification to, and consent from, transit states

Export to parties that have prohibited the import of hazardous waste

Toxic waste quantification discrepancies

Dutch LPG tanker blackout in Kiel Canal Lock

Croatian bulk carrier damaged in collision, Port Arthur, USA

Singapore puts automated port development front and centre

Global Ports cashes in against volumes fall

Spot Rates Drop to 20-Month Low Improving Shippers’ Outlook

Eight more silos collapse at Beirut port

Panama Canal calls on ships to protect marine life as nearby annual migration begins

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