Maritime Safety News Archives - Page 24 of 258

The Maritime and Port Authority of Singapore (MPA) is organising the 9th run of the International Safety@Sea Week from 29th of August to the 2nd of September 2022. This is an annual platform for MPA to engage members of the international maritime community and top practitioners to raise awareness and exchange views on maritime safety. As part of MPA’s commitment to promoting safety at sea, registration for this event is free.

Winners for the annual International Safety@Sea Awards, which recognizes outstanding efforts of organizations and individuals who have played a significant part in ensuring safety at sea, will also receive their awards then.

This year’s International Safety@Sea Conference will adopt a hybrid format with option for either online or in-person participation to cater to the event’s growing international audience. The opening session on 30 August 2022 focuses on this year’s theme “Riding the Waves for Maritime Safety”.

Two plenary sessions on 31 August 2022 will discuss:
·Dovetailing Seafarers’ Health & Wellbeing with a Good Safety Culture
·Proactive Use of Data for Maritime Safety

Source: https://www.xindemarinenews.com/m/view.php?aid=40833

There’s an old Greek shipping saying that goes: “Ninety-eight tankers and 101 cargoes, boom. Ninety-eight cargoes and 101 tankers, bust.” This doesn’t translate so well into modern-day container shipping because the consolidated liner sector manages the number of ships in service a lot better than the fragmented tanker business.

Tanker spot rates can plunge violently lower when supply exceeds demand. One of the big questions for container shipping has been: Will spot rates plunge precipitously after demand pulls back, as it has in the past in bulk commodity shipping? Or will there be a gradual decline toward a soft landing?

So far, it looks gradual. Trans-Pacific rates have steadied in July and early August. In fact, some indexes show spot rates ticking higher again.

Spot rates are at least temporarily plateauing because U.S. import demand remains above pre-COVID levels, some U.S. ports remain extremely congested, and ocean carriers are “blanking” or “voiding” (i.e., canceling) sailings, both because their ships are stuck in port queues and because they’re matching vessel supply with cargo demand to avert the fate of Greek tanker owners.

“Void sailings are still the go-to options for carriers at this point to try and stymie the fall in rates,” said George Griffiths, managing editor of global container freight at S&P Global Commodities.

“Congestion is still the buzzword for East Coast ports, with Savannah currently feeling the full force of loaded imports and associated delays,” he told American Shipper.

FBX trans-Pac rates up 3% from recent lows
Different spot indexes give different rate assessments but generally show the same trends. The Freightos Baltic Daily Index (FBX) Asia-West Coast assessment was at $6,692 per forty-foot equivalent unit on Friday.

The good news for shippers booking spot cargo: That’s just one-third of the all-time peak this index reached in September. The bad news: Friday’s assessment is up 2.7% from the low of $6,519 per FEU hit on Aug. 2, and it’s still 4.5 times higher than the rate at this time of year in 2019, pre-COVID.

The FBX Asia-East Coast spot rate assessment was at $9,978 per FEU on Friday, less than half the record high in September. However, it was up 3.5% from the recent low of $9,640 on Aug. 2 and still 3.6 times higher than 2019 levels.

Drewry indexes show gradual slide
The weekly index from Drewry portrays a gentler descent than the FBX, because Drewry did not include premium charges in its spot assessments at the peak.
Unlike the FBX, Drewry’s Shanghai-Los Angeles assessment does not show a recent uptick. It was at $6,985 per FEU for the week announced last Thursday, its lowest point since June 2021. It was down 44% from its all-time high in late November 2021, albeit still 4.2 times higher than rates at this time of year in 2019.

Drewry’s weekly Shanghai-New York assessment was at $9,774 per FEU on Friday. Rates were relatively stable over the past two week, yet the latest reading is the lowest since June 2021 and down 40% from the peak in mid-September.

Drewry’s Shanghai-New York assessment on this route is still 3.5 times pre-COVID levels.

S&P Global: East Coast rates 50% higher than West Coast
Daily assessments from S&P Global Commodities (formerly Platts) show a widening divergence between North Asia-West Coast and North Asia-East Coast Freight All Kinds (FAK) rates.

S&P Global assessed Friday’s North Asia-East Coast FAK rate at $9,750 per FEU, up 2.6% from the recent low hit on July 29. Spot rates on this route have roughly plateaued since late April, according to this index.

S&P Global put Friday’s North Asia-West Coast rate at $6,500 per FEU, still gradually falling and at the lowest point since late June 2021. The gap with East Coast assessments has been widening since May, with the East Coast rates now 50% higher than West Coast rates.

Port congestion still very high
Matthew Cox, CEO of ocean carrier Matson (NYSE: MATX) explained on his company’s quarterly call earlier this month: “In fall of last year, we saw over 100 vessels waiting at anchor or offshore waiting to get into the ports of Los Angeles and Long Beach. We still have 100 ships waiting. But a lot of that congestion has moved into different ports. We [have] the same number of ships but just more distributed to different places.”

The number of ships waiting off all North American ports topped 150 in late July, according to an American Shipper survey of ship-position data from MarineTraffic and queue lists for Los Angeles/Long Beach and Oakland, California.

The count fluctuates by the day (and by the hour as ships enter and leave queues) and is now down 15% from its peak — but still historically high. As of Monday morning, there were 130 ships waiting offshore. East and Gulf Coast ports accounted for 71% of the total, with the West Coast share falling to just 29%.

The queue off Savannah, Georgia, was the largest at 39 ships on Monday morning. It was considerably higher just a few days earlier. According to Hapag-Lloyd, there were 48 container vessels off Savannah on Friday, with wait times of 14-18 days.

The queue off Los Angeles/Long Beach has now virtually vanished. On Monday morning, it was down to just 11 container vessels, according to the queue list from the Marine Exchange of Southern California. It hasn’t been that low since November 2020. It hit a high of 109 ships on Jan. 9.

Spot rate easing expected to continue
On last Wednesday’s quarterly call by ocean carrier Maersk, CFO Patrick Jany said port congestion preempted a steeper drop in spot rates. Even with support from congestion, he predicted short-term rates will decline further in the months ahead.

“We have seen an erosion of short-term rates in the past few months that has been stopped here and there by renewed or new disruptions,” Jany said. “The erosion of the short-term rates will continue. It won’t be a one-day drop but a progressive erosion toward a lower level of short-term rates in the fourth quarter.”

Jany predicted that when rates stop falling, they “will stabilize at a higher level than they were in the past [pre-COVID] and higher than our cost level.”

During the latest quarterly call by logistics provider Kuehne + Nagel, CEO Detlef Trefzger predicted rates would ultimately settle at levels two to three times pre-COVID rates. A Seko Logistics executive made the same prediction during a recent briefing.

According to Cox at Matson, spot rates “are adjusting slowly. There’s no falling off a cliff. The word we use is ‘orderly.’ We’re seeing rates decline from their peak, but … we expect an orderly marketplace for the remainder of the year, with our vessels continuing to operate at or near capacity.”
Source: Freight Waves by Greg Miller, https://www.freightwaves.com/news/no-precipitous-plunge-in-container-shipping-rates-just-orderly-decline

LNG is the best fuel option for owners considering how to extend vessel life and secure CII compliance through retrofit, according to SEA-LNG, the multi-sector industry coalition established to demonstrate the beneﬁts of the LNG fuel pathway for shipping decarbonisation. In a piece of analysis released today, the coalition finds significant benefits to a business choosing an LNG retrofit over fuelling with VLSFO or retrofitting an HFO vessel with scrubbers, based on a ten-year payback period.

Increasingly stringent environmental regulations will drive down the CII grades for existing ships and will have a detrimental effect on charter rates for those powered using fuel oil. The financial viability of vessels that are just a few years old will be under severe threat if significant action to reduce emissions is not taken, such as an alternative fuel retrofit.

SEA-LNG’s latest analysis looks at the investment performance of three 2-stroke propulsion options. These were evaluated to compare the most cost-effective solutions available for ship owners: a current VLCC sailing on VLSFO; a retrofitted VLCC sailing with scrubbers on HFO; a retrofitted VLCC sailing on LNG. The simple tool allows users a “Readers’ Choice” to compare fuel prices which generate the same investment returns for each possible investment decision.

“The climate emergency we face is a stock problem, and a flow problem. By choosing to retrofit their existing vessels, owners will be able to reduce GHG emissions now and over the remaining lifetime of the vessel, keeping GHGs from entering the atmosphere,” said Adi Aggarwal, General Manager at SEA-LNG. “Retrofitting vessels provides a faster and cheaper route to the lower emission fuels that are essential to reduce shipping emissions. As alternative fuels and regulations progress, it’s important that we re-evaluate previous investments. LNG retrofits now have a strong business case.”

The chart displays the IMO CII grade ratings for VLCC retrofit alternatives: HFO scrubber, VLSFO and LNG fuel.

Retrofitting vessels to use LNG fuel helps to future proof vessels, reducing costs and improving returns. For owners, modernising a ship through retrofit can be carried out more quickly than building a new vessel. New vessels typically take around two years to build. Accessing and scheduling work with a retrofit yard is often easier, as they have more capacity than newbuild yards. Retrofitting can also be arranged as part of a scheduled drydock call for a VLCC, meaning out of service time is reduced across the entire project.

Adopting LNG fuel on a VLCC improves CII ratings substantially, giving and maintaining a one to two grade improvement over alternatives throughout the remaining lifetime of the vessel. The gap in ratings between LNG and HFO scrubber or VLSFO retrofit options provides a commercial chartering financial advantage to owners who choose the LNG pathway.

LNG is a safe, mature, commercially viable marine fuel offering superior emissions performance, significant Greenhouse Gas (GHG) reduction benefits and a pragmatic pathway to a zero-emissions shipping industry. With drop in bio-LNG or synthetic LNG, the LNG-fuelled vessels are future proofed, enabling compliance with GHG reduction targets as the shipping industry moves towards its 2050 emissions goal.
Source: SEA-LNG

Citing the growing supply chain delays around the world and the need for greater digitalisation, COSCO Shipping Holdings, the Chinese state-run container shipping giant, has unveiled a corporate reorganisation.

In a release to the Hong Kong Stock Exchange, COSCO, which runs the world’s fourth largest liner company, said the organisational overhaul would position the company as a “global digital supply chain operation and investment platform” with a core focus on container shipping, ports and logistics.

The corporate reshuffle sees the creation of a new supply chain logistics division as well as a capital operation division.

Comparatively quiet compared to its European peers at the top of the liner leaderboard during the pandemic, sources tell Splash that COSCO is gearing up for a series of new ship orders, which will feature a raft of green technologies and close the gap with France’s CMA CGM in third place in the global carrier rankings.

Back in April, we announced that we would be the first shipping company in the world to outfit all of its standard containers with technology for real-time data transmission. This will soon allow us to track our containers around the globe and collect data from them – to boost transparency for us and our customers.

Once the devices are permanently installed on our containers, they will be able to transmit data in real time and thereby make supply chains more transparent and efficient. For example, they will provide GPS-based location data, measure temperatures, and monitor sudden vibrations of the container. In the coming weeks, we will start to equip our container fleet with devices from the well-known TradeTech company Nexxiot AG and, as of the end of the year, as well with devices from ORBCOMM, a leading global provider of Internet of Things (IoT) solutions.

Real-Time Tracking Of Standard Containers — Credits: Hapag Lloyd

The mass installation of tracking devices in our depots worldwide will begin at the end of August 2022. Our Hapag-Lloyd LIVE product will become available for customers of standard containers in early 2023.Then, by end of 2023, we will be able to track our entire dry container fleet and thereby continue to advance the digitalisation of container shipping.

The new technology will offer us the advantages of being able to create visibility, detect delays earlier, automatically inform any affected customers, and initiate the appropriate countermeasures.

Reference; Hapag Lloyd

The quickest electrical ship of the world is prepared to set sail in Stockholm subsequent a year, slicing commuting occasions between some of the archipelagos in half.

The Candela P-12 is a “flying ferry” that has the capacity to host 30 passengers. The vessel has the ability to attain speeds of 30 knots. Even higher, the vessel is alleged to be the most energy efficient.

Candela has loved funding and aid from authorities in Sweden, with the agency collaborating with Stockholm for a nine-month passenger trial in the coming year.

The vessel boasts three carbon-fiber wings or hydrofoils, which allow it to rise out of the water when going at speeds beyond 18 knots.

As soon as airborne, the P-12 will be capable to have excessive speeds and journey lengthy distances owing to vital discounts in drag that come with flying above the water.

Candela’s technology is designed to lower energy per passenger kilometer by 95% compared to that of current vessels. The company has to say that the ship is going to be more energy efficient than even a hybrid bus. Besides, it will be able to recharge batteries in only an hour.

Candela collaborated with the Swedish National Traffic Agency, which has funded almost half of the vessel, with the firm funding the remaining half.

Slashing commuter times and environmental impacts

Stockholm is the ideal launch pad for P-12 owing to its multiple archipelagos and exclusive waterways. The City of Stockholm and Candela plan on deploying the vessel to connect the evolving suburb of Ekerö as well as the city center.

Residents of Ekerö residents have to take an almost one-hour trip via buses, subways, or conventional ferries. The Candela P-12 Shuttle is expected to cover the 15km route in about 25 minutes, saving almost 50 minutes daily.

The P-12’s flying abilities and lack of wake have permitted it to gain exemptions from Stockholm’s 12-knot river speed limit.

The near-zero wake is going to prevent wave impairment to sensitive shorelines, the environment, and other vessels, with P-12 producing less wake when at throttle than a traditional passenger vessel traveling at slow speeds.
As an added advantage, seasickness should not be an issue for P-12 passengers. Thanks to the computerized flight controller of the boat, its hydrofoils will get auto-adjusted up to 100 times every second to ensure that the ferry’s flying level is maintained.

How Stockholm aims to make maritime travel more mainstream

Maritime traffic is Stockholm’s most popular mode of public transport, but it is served by a fleet of more than 70 inefficient diesel-operated boats.

Gustav Hemming, VP of Regional Executive Board in Stockholm, responsible for sea-bound public transport, refers to the P-12 as a path breaker compared to the existing options. He mentions that the requirement is for new technology that’s more useful for commuter ferries

The City of Stockholm’s County Council is keen to help as it decided on playing a more active role in supporting and testing new public transport technologies.

Candela has to say that in Stockholm, passenger vessels have on average a 17% occupancy rate indicating that a 300-passenger vessel carries 50 people mostly.

They believe that the smaller vessels operating on more frequent schedules will be able to better serve residents than these larger ones that depart less often.

On the Stockholm-Ekerö channel, Candela proposes to replace the pair of 200-person diesel vessels with five P-12 Shuttles. Instead of two departures daily, there would be a P-12 Shuttle that sets sail every 11 minutes.

Candela predicts that the plan is likely to result in a 60% reduction in costs compared to the current vessels, even though it claims that this is a conservative estimate.

Mikael Mahlberg, Candela’s head of communications, mentions that national and local politicians have championed the assignment.

He observes the irony that waterways are the oldest infrastructure in several cities, yet they are not being used effectively now, something he strongly believes that his firm can transform.

Could other countries get ‘flying ferries’?

While the P-12 will make its debut in Stockholm, it has plans to produce hundreds of vessels each year for international distribution.

Candela says more than 600 cities, vessel operators, municipalities, and urban developers have expressed interest in the shuttle.

While converting interests to orders is the ultimate test, the P-12 may bring about a green revolution in the world of maritime commuter travel.

The P-12’s green credentials are expected to be clearer if more places follow Stockholm in powering vessels from renewable sources.

References: Euronews, CompleteTips 24 h, Archynetys

27 Per cent of vessels fail to arrive within 24 hours of their published estimated time of arrival but a new analytics tool from Lloyd’s List Intelligence is expected to change this.

A current lack of accurate AIS-based data puts pressure on ports, hampers logistics and pushes up costs. Lloyd’s List Intelligence’s Predictive Fleet Analytics is the first ever ‘air traffic control’ for the commercial shipping fleet. It combines near-real-time data collected from 3000 sources, resulting in over 327 million AIS vessel positions monthly across the global fleet. Specially designed advanced analytics, artificial intelligence (AI), and machine learning transform this data into accurate estimated times of arrival into port (ETA), arrival times at berth (ETB), and times of departure (ETD) for key active commercial vessels, along with current and future estimates of port congestion.

Currently, over a third (36 per cent) of Automatic Identification System (AIS) messages are missing ETA data, while another 27 per cent of vessels fail to arrive within a day of their published ETA. Even destination data is unreliable, with 63 per cent of vessels publishing one port destination but ending up at another (source: Lloyd’s List Intelligence 2020 AIS message analysis).

Destination and ETA data gaps represent one of the most severe business challenges to the supply chain – impacting the ability of businesses to work efficiently, effectively and profitably:

· Financial losses: like demurrage charges, additional waiting and handling fees and invalid pricing

· Damaged customer relationships: from delivery misjudgements, schedule changes and reassignments

· Loss of sales: from a lack of visibility, reactive service delivery which have a negative impact on customer experience

Informed by over 100 customer and stakeholder interviews across companies and government organisations, Predictive Fleet Analytics has been built in response to these widespread industry challenges.

Delivered as API data and integrated into the Seasearcher platform, Predictive Fleet Analytics helps customers gain greater certainty around estimated destination, arrival, berthing, and departure times, along with port congestion status and waiting times. This greater level of insight is key to more efficient voyages and port operations and the optimal use of vessels, fuel, port facilities and services, and the teams that operate them all, resulting in time and cost savings.

With analytics powerhouse partner SAS, a leader in AI, data mining, modelling and forecasting, Lloyd’s List Intelligence have developed this new method of calculating, predicting, and learning from vessel movements and behaviours in ways that were not possible before.

The AI and machine learning models predict destinations with an accuracy of 70 per cent, ETA to port within +/- 10 hours, and ETB to within 1-2 hours, catering for key vessel types in the commercial fleet operating to both fixed and non-fixed schedules.

“Predictive Fleet Analytics allows our customers to let decisions on scheduling and routes be driven by the best quality data, so that shipping companies can save on resources and costs,” said Parvin Conners, vice president of product and data for Lloyd’s List Intelligence. “This new level of prediction around destinations and arrivals helps ports to optimise their services and facilities and for maritime servicing businesses to run more smoothly. All of this is possible thanks to the strength of our data and analytics and how we use AI and machine learning.”

Source: https://thedigitalship.com/news/maritime-software/item/7987-lloyd-s-list-intelligence-launches-predictive-fleet-analytics

The International Transport Workers’ Federation (ITF) is closely monitoring countries’ response to monkeypox and whether greater restrictions are imposed on seafarers travelling for work.

It is calling on seafarers to notify their national union if they are impacted by restrictions on shore leave or getting to and from work, due to monkeypox controls.

On 23 July 2022 the World Health Organisation (WHO) declared monkeypox a global Public Health Emergency of International Concern (PHEIC).

ITF maritime coordinator Jacqueline Smith said: ‘I sincerely hope that this declaration does not result in any restrictions for seafarers, and you can be assured that should this be the case we will argue robustly against any such measures.’

Seafarers are encouraged to let the ITF know via affiliates how the disease is being managed in the transport sector. Nautilus members should contact their Union official.

Currently, most reported cases of monkeypox are Europe.

WHO made a series of temporary recommendations for countries dealing with outbreaks of monkeypox and those currently with no history of the disease or not having detected a case in 21 days.

People with symptoms of monkeypox should avoid any travel, with certain exemptions – including emergency medical care or ‘fleeing from life threatening situations’, until they are determined to be no longer constituting a public health risk.

WHO advises against any additional general or targeted international travel-related measures other than those recommendations specified for international travel and contact tracing.

Monkeypox is a viral ‘zoonotic disease’, clinically resembling smallpox, which is transmitted to humans through close contact with an infected person or animal, or with material contaminated with the virus. The virus typically presents clinically with fever, rash and swollen lymph nodes and may lead to a range of medical complications. Vaccines used during the smallpox eradication programme also provided protection against monkeypox. Newer vaccines have also been developed of which one has been approved for prevention of monkeypox.

Source: https://www.nautilusint.org/en/news-insight/news/itf-to-monitor-monkeypox-controls-on-seafarers-travelling-for-work/

Jeanerette, La., headquartered shipbuilder Metal Shark is building a welded-aluminum 115 foot long x 27 foot beam (35 meter long x 8 meter beam) monohull patrol vessel for the Guyana Defense Force (GDF).

Designed in-house by Metal Shark’s engineering team and being acquired by the GDF via direct purchase, the new 115 Defiant is currently under construction at Metal Shark’s Franklin, La., shipyard. Once complete, the robust multi-mission vessel will join eight other Metal Shark interdiction and patrol vessels currently in service with the GDF.

“Due to increasing maritime security concerns, we continue to see increased demand among military operators for larger patrol vessels capable of extended missions at sea,” said Metal Shark CEO Chris Allard. “Considering the relatively few options available in this size range, we felt that clients in this market segment have been underserved. We are now giving operators an entirely new option with this next-generation platform.”

Metal Shark 115 Defiant has a reverse raked bow for improved seakeeping

The imposing 115 Defiant has been designed to project power while offering unmatched performance, with a subtle reverse raked-bow offering reduced resistance for improved seakeeping in higher sea states. A prominent breakwater and elevated wheelhouse with nearly 360-degree visibility assure confident all-weather operation. The vessel will carry a crew of 24 on extended missions at sea, and has been designed to accommodate a wide range of mission profiles including search and rescue, border patrol, police and customs duties, counter-narcotics operations, and securing waters of economic importance.

For mothership operations, the 115 Defiant carries a 5.2-meter Metal Shark-built aluminum rigid inflatable boat (RIB) on the aft deck. The RIB carries up to 10 persons and is powered by twin 50-horsepower four-stroke outboard engines. For the GDF, the RIB will be launched and retrieved via a PS11000M-5m Palfinger Stiff Boom Marine Crane. The 115 Defiant is also offered with an integrated stern slipway for underway launch and retrieval.

The 115 Defiant has been configured to meet the performance requirements of the client. Powered by twin 1,600 bhp CAT C32 diesel inboard engines turning conventional propellers through Twin Disc marine gears, the vessel is expected to deliver a cruise speed of 12 knots, and a top speed in excess of 20 knots. At cruise speed, the vessel has a 2,000 nautical mile range and ten days’ endurance. A range of propulsion choices are offered to accommodate the performance requirements of other clients.

Metal Shark patrol vessel — GDF 115 Defiant is configured to have a 2,000 nautical miles range and 10 days endurance at cruise speed.

“The Guyana Defense Force and Metal Shark have been strategic partners for nearly ten years and we are pleased to continue to build on our relationship,” said Metal Shark’s Vice President of International Business Development, Henry Irizarry. “The United States Ambassador and U.S. Embassy staff in Guyana were crucial in advocating for Metal Shark and our American-made products, and our team worked closely with the GDF and the Government of Guyana to design a vessel ideally suited for their operational requirements. Metal Shark looks forward to delivering this modern and capable patrol craft platform, which will be the latest success in our long-term partnership with Guyana.”

“As with the other nearly 1,000 Metal Shark Defiant-class vessels now in service worldwide, the new 115 Defiant combines modern, crew-friendly features in a durable and functional package designed for performance,” said Allard. “With this new platform we’re delivering a custom-tailored solution that will serve the Guyana Defense Force for years to come, while at the same time presenting a compelling and capable new offering to all of our military clients.”

Patro; vessel under construction at Metal Shark shipyard — Next generation military patrol vessel is under construction at Metal Shark’s Jeanerette, La., shipyard

Source: https://www.marinelog.com/shipbuilding/shipyards/shipyard-news/metal-shark-building-next-gen-military-patrol-vessel-for-guyana/

Five people were successfully ejected and two lost their lives in an unforeseen boat collision in the Texas Gulf near Freeport on 6 August, per the US Coast Guard. The boat reportedly collided head-on, officials mentioned.

The fatal crash took place around 9:15 p.m. when an individual who was operating a 22-foot boat ended up colliding with a 24-foot vessel between Mile Markers 382 and 384 in the waters of Gulf Intracoastal Waterway. Officials mentioned that the boater and three guests were going northbound when they rammed into the 24-foot vessel that was headed southbound.

Per the Coast Guard, three passengers were reportedly ejected from the 22-foot boat, as were the two individuals, a husband, and his wife, on the 24-foot vessel. Two passengers from the 22-foot boat could get to the other vessel and they climbed aboard.

When the crews reached, they discovered an unresponsive woman’s body from the 24-foot vessel. After the Coast Guard crew took aboard the body and continued the search, they located a third survivor who was successfully ejected from the 22-foot vessel. The person was conscious and suffered a minimal head injury.

boat collision

Sometime around midnight, the Gulf Coast Rescue Squad members were able to locate the other boater who was thrown from the pleasure craft, a non-responsive male. The Coast Guard crew took aboard the person’s body and brought the two deceased individuals and other survivors to Surfside Marina based in Freeport. Emergency medical services staff examined the survivors and extended care to the two men who suffered minor injuries, per the Coast Guard.

Although the case did not quite end the way they had desired, with all boaters unharmed and safe, they are thankful that the team’s hard work with agency and commercial partners helped assist the survivors quickly, Jeremy Borja the Chief Warrant Officer 3, command duty officer associated with Sector Houston-Galveston, mentioned. He added that they offer heartfelt sympathies to the family of the two boaters who were unable to make it and wish them healing in the wake of the tragedy.

Both the vessels are aground and anchored close to Mile Marker 382. Personnel of the Texas Parks and Wildlife Department are conducting a thorough of this incident.

References: Click2Houston, Houston Chronicle

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Maritime Safety News Archives - Page 24 of 258 - SHIP IP LTD

The 9th International Safety@Sea Week 2022

No precipitous plunge in container shipping rates, just ‘orderly’ decline

LNG retrofits will rate higher under CII than HFO/scrubber or Vlsfo alternatives

Organisational overhaul at COSCO

Hapag-Lloyd To Be The First Shipping Company To Install Devices For Real-Time Tracking Of Standard Containers

The Fastest Electric Vessel In The World Is About To Take Flight On Stockholm’s Waterways

Lloyd’s List Intelligence launches Predictive Fleet Analytics

ITF to monitor monkeypox controls on seafarers travelling for work

Metal Shark building next-gen military patrol vessel for Guyana

2 Killed After Boats Collide In Texas Waters

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