Heddle Shipyards Awarded Canadian Coast Guard Repair Work

August 4, 2022 GENERAL

The Canadian Coast Guard has awarded Heddle Shipyards a $36.14 million vessel life extension contract for the Canadian Coast Guard Ship (CCGS) George R. Pearkes. The vessel will be dry-docked and enter an extended maintenance period designed to increase its operational life.

The Hamilton, Ont. yard secured the contract following an open and competitive bid process. The project was awarded by Public Services and Procurement Canada on behalf of the Canadian Coast Guard.

Life extension work includes steel hull reinforcement; hull, superstructure, deck and mast recoating; galley modernization; replacement of the bow thruster, cycloconverter, propulsion generator and the internal communication system; tail shaft and rudder inspections; and domestic and auxiliary system upgrades.

Joyce Murray, Minister of Fisheries, Oceans and the Canadian Coast Guard, said, “A strong, well-equipped, Canadian Coast Guard fleet is essential to protect Canadians on the water, and the marine environment. This Government continues to make important investments through the National Shipbuilding Strategy so that Canadian Coast Guard personnel have state of the art equipment to perform their crucial work. With the vessel life extension of the CCGS George R. Pearkes, Canadian Coast Guard personnel will continue their key role in supporting Canada’s blue economy.”

Filomena Tassi, Minister of Public Services and Procurement, said, “Canadians from coast to coast to coast know the importance of our Coast Guard. I am thrilled that a company from Hamilton will be able to help ensure that personnel of Canada’s Coast Guard have a safe and effective fleet of ships to serve and protect. This contract award today demonstrates that the National Shipbuilding Strategy provides economic opportunities for shipyards across Canada. Canada’s skilled shipbuilding workforce is helping us repair and maintain our fleets, while supporting economic growth across the country.”

Stationed in St. John’s, Newfoundland and Labrador, CCGS George R. Pearkes entered into service in 1986 and primarily performs light icebreaking and buoy tending, and is available for search and rescue and environmental response operations on Canada’s east coast.

While the ship undergoes vessel life extension from Winter 2023 to Spring 2024, the Canadian Coast Guard will reallocate its other maritime resources to ensure Canada’s waterways continue to be safe for all seafarers in Canadian waters.

Source: https://www.marinelink.com/news/heddle-shipyards-awarded-canadian-coast-498460

Arcosa Marine Products Joins Green Marine

August 4, 2022 BIMCO

Arcosa Marine Products, a manufacturer of barges used to transport cargo on U.S. inland waterways, is the newest participant in Green Marine – the largest voluntary environmental certification program for North America’s maritime industry.

Part of Dallas based Arcosa, Inc., Arcosa Marine Products manufactures dry cargo barges, including flat-deck and hopper barges for the transport of a range of products that include grain, coal, and aggregates. The company also manufactures tank barges that carry petroleum, fertilizer, ethanol, chemicals, and other liquid cargos. Additionally, Arcosa is the largest U.S. manufacturer of fiberglass hopper barge covers and a leading winch and deck hardware solutions provider for the marine industry.

“Sustainable development is a fundamental value at Arcosa Marine,” stated Bryson Person, Arcosa Marine Product’s Vice President of Operations. “We believe we can create long-term value by fostering an Environmental, Social, and Governance driven culture, and joining Green Marine’s rigorous and transparent environmental initiative complements the sustainable development approach we have adopted.”

David Bolduc, Green Marine’s President, welcomed the participation of Arcosa Marine Products. “We’re so pleased to have Arcosa within the program’s growing rank of shipyard membership,” he said. “As the first shipyards in Tennessee and Missouri to join the program, Arcosa Marine Products is setting the example for the other shipyards in its region by benchmarking its environmental progress along with more than 70 other U.S. and Canadian terminals and shipyards.”

To complete Green Marine’s certification, both Arcosa shipyards, one in Ashland City, Tenn. and the other in Caruthersville, Mo., will assess their environmental performance based on the program’s applicable indicators, which address air pollutants and greenhouse gases, spill prevention, waste management, community impacts, and environmental leadership. The annual certification process is rigorous and transparent, with the individual performance of each participant independently verified every two years.

Source: https://www.marinelink.com/news/arcosa-marine-products-joins-green-marine-498461

Oceanic trawler fire, S-Petersburg

August 4, 2022 Maritime Safety News

Fire erupted on board of oceanic reefer trawler MEKHANIK MASLAK at 1115 Moscow time Aug 2, in fore area in fish flour cargo hold, Admiralt Ship Yard, S-Petersburg, Russia. Trawler is under construction nearing completion, she was running trial tests. Fire was extinguished by 1430 Moscow time, tugs, 14 engines and 58 fire fighters responded. No injures reported, extent of damages yet unknown.
New FleetMon Vessel Safety Risk Reports Available: https://www.fleetmon.com/services/vessel-risk-rating/

 

Safety standards in maritime transport

August 4, 2022 Maritime Safety News

Mateusz Szymański, Member of the European Economic and Social Committee, examines safety standards in maritime transport

Safety above all. This is the slogan behind the work to clarify EU regulations on the stability of ro-ro passenger vessels in a damaged condition. The proposal is part of a larger package of legal changes in the area of maritime safety standards, which has been under discussion since 2017. The aim of the legislative reviews now under way was to simplify existing regulations in the spirit of REFIT. Work on changes to the stability of ro-ro ships in damaged condition was postponed due to the ongoing parallel work at the International Maritime Organization (IMO) on stability standards for passenger ships in damaged condition.

Once these were adopted (through the SOLAS Convention), it became necessary to make the parallel regulations more consistent. The aim was, on the one hand, to simplify the regulations to make them easier to apply, monitor and enforce and, on the other hand, to maintain the highest possible safety standards. The Commission made it clear that the changes could be implemented provided that the current level of security laid down in EU law was at least maintained. If this review did not take place, there would be two overlapping systems for assessing the survivability of ro-ro passenger ships in damaged condition. It can be assumed that this would lead to significant burdens on the industry and regulatory chaos.

The impact of the 1996 Stockholm Agreement

It is worth noting that the Directive, as well as the discussion on the stability of this type of vessel in a damaged condition, derive from the 1996 Stockholm Agreement. These, in turn, were a response to one of the biggest maritime disasters in Europe, the sinking of the MS Estonia. Roll-on/roll-off vessels are, by their very nature, more vulnerable to flooding than other passenger ships. They are vessels with relatively small draughts and a high centre of gravity. In addition, they have a high freeboard, use the cargo door as a ramp, lack bulkheads, have high location points for lifeboats and life rafts, and errors due to cargo stowage and uneven loading are possible.

In principle, the Commission’s proposals can be welcomed. The problem is the temporary nature of the solutions put forward by the Commission and an element of inconsistency. Firstly, the Commission has scheduled a review of the rules after 10 years. This in itself is not controversial, but a revision of the rules has already been announced. One might ask why after 10 years, rather than when it makes sense to do so. After all, constant monitoring of the regulations is assumed.

large ship illustrating maritime transport
© Photosvit

Changes in regulation in a short periods of time introduces uncertainty

Furthermore, why is it assumed that there will be a revision? In an industry such as water transport, investments have a long-term perspective. Thus, the spectre of a change of regulations in a relatively short period of time introduces uncertainty and may discourage investment in new vessels. We know that these are necessary because of increasingly stringent environmental requirements. Changes should take greater account of the realities facing the industry.

Furthermore, although the Commission stipulated that the revision of the Directive would harmonise systems, in its proposal it presented transitional solutions with two alternative systems for assessing stability in damaged condition, according to the criteria laid down in the proposal. This seems to be the wrong solution. It would make more sense to clearly define a time limit for the construction of a vessel and the application of the new rules to new vessels. On the other hand, after the transitional period, the rules should be fully harmonised. This would simplify the application of the rules and reduce the technical and administrative burden.

Simplifying the application of the rules

It is worth noting at this point that it is important for the evaluation to be carried out with the participation of those who apply the regulations most in practice. It is therefore suggested that the institutions regulating these issues should be consulted on an ongoing basis with a view to improving safety. This is important in view of climate change, which is causing ever stronger changes to the weather and, as a result, frequently exposing shipping to extreme conditions.

Finally, one comment not directly related to the content of the document but relevant from an audience perspective. Although written in the spirit of REFIT, the draft was extremely difficult to evaluate because of how it was edited. Each successive page provided new guidelines on how to classify entities in terms of the systems applied to them. Instead of clear solutions, there was a lot of doubt and confusion.

Mateusz Szymański, Member of the European Economic and Social Committee, examines safety standards in maritime transport

Safety above all. This is the slogan behind the work to clarify EU regulations on the stability of ro-ro passenger vessels in a damaged condition. The proposal is part of a larger package of legal changes in the area of maritime safety standards, which has been under discussion since 2017. The aim of the legislative reviews now under way was to simplify existing regulations in the spirit of REFIT. Work on changes to the stability of ro-ro ships in damaged condition was postponed due to the ongoing parallel work at the International Maritime Organization (IMO) on stability standards for passenger ships in damaged condition.

Once these were adopted (through the SOLAS Convention), it became necessary to make the parallel regulations more consistent. The aim was, on the one hand, to simplify the regulations to make them easier to apply, monitor and enforce and, on the other hand, to maintain the highest possible safety standards. The Commission made it clear that the changes could be implemented provided that the current level of security laid down in EU law was at least maintained. If this review did not take place, there would be two overlapping systems for assessing the survivability of ro-ro passenger ships in damaged condition. It can be assumed that this would lead to significant burdens on the industry and regulatory chaos.

The impact of the 1996 Stockholm Agreement

It is worth noting that the Directive, as well as the discussion on the stability of this type of vessel in a damaged condition, derive from the 1996 Stockholm Agreement. These, in turn, were a response to one of the biggest maritime disasters in Europe, the sinking of the MS Estonia. Roll-on/roll-off vessels are, by their very nature, more vulnerable to flooding than other passenger ships. They are vessels with relatively small draughts and a high centre of gravity. In addition, they have a high freeboard, use the cargo door as a ramp, lack bulkheads, have high location points for lifeboats and life rafts, and errors due to cargo stowage and uneven loading are possible.

In principle, the Commission’s proposals can be welcomed. The problem is the temporary nature of the solutions put forward by the Commission and an element of inconsistency. Firstly, the Commission has scheduled a review of the rules after 10 years. This in itself is not controversial, but a revision of the rules has already been announced. One might ask why after 10 years, rather than when it makes sense to do so. After all, constant monitoring of the regulations is assumed.

large ship illustrating maritime transport
© Photosvit

Changes in regulation in a short periods of time introduces uncertainty

Furthermore, why is it assumed that there will be a revision? In an industry such as water transport, investments have a long-term perspective. Thus, the spectre of a change of regulations in a relatively short period of time introduces uncertainty and may discourage investment in new vessels. We know that these are necessary because of increasingly stringent environmental requirements. Changes should take greater account of the realities facing the industry.

Furthermore, although the Commission stipulated that the revision of the Directive would harmonise systems, in its proposal it presented transitional solutions with two alternative systems for assessing stability in damaged condition, according to the criteria laid down in the proposal. This seems to be the wrong solution. It would make more sense to clearly define a time limit for the construction of a vessel and the application of the new rules to new vessels. On the other hand, after the transitional period, the rules should be fully harmonised. This would simplify the application of the rules and reduce the technical and administrative burden.

Simplifying the application of the rules

It is worth noting at this point that it is important for the evaluation to be carried out with the participation of those who apply the regulations most in practice. It is therefore suggested that the institutions regulating these issues should be consulted on an ongoing basis with a view to improving safety. This is important in view of climate change, which is causing ever stronger changes to the weather and, as a result, frequently exposing shipping to extreme conditions.

Finally, one comment not directly related to the content of the document but relevant from an audience perspective. Although written in the spirit of REFIT, the draft was extremely difficult to evaluate because of how it was edited. Each successive page provided new guidelines on how to classify entities in terms of the systems applied to them. Instead of clear solutions, there was a lot of doubt and confusion.

Source: https://www.openaccessgovernment.org/safety-standards-in-maritime-transport/140758/?utm_source=rss&utm_medium=rss&utm_campaign=safety-standards-in-maritime-transport

Seafarer Happiness Improves but Remains Fragile

August 4, 2022 Maritime Safety News

Crew welfare and the satisfaction of seafarers are on the rise as the maritime industry has focused on some issues identified as the major concerns for seafarers according to the latest report from the Seafarers Happiness Index. While much of the progress relates to the relaxing of restrictions brought on by the spread of COVID-19, the Christian charity The Mission of Seafarers reports that there has also been a marked increase in a range of areas that contribute to overall improved seafarer wellbeing.

The survey, undertaken with the support of the Standard Club and Idwal, reports on Q2 2022 and shows according to the organizations that the influx of industry solutions to tackle seafarer wellbeing has finally begun to lift morale and the mindset onboard. The index recovered after reaching a record low last quarter, with overall happiness measured at 7.21 on a scale of 10 up from 5.85. They reported that levels are rising across all categories.

“It is great to see seafarer happiness increase after such low satisfaction in the last Seafarers Happiness Index report,” said The Revd Canon Andrew Wright, Secretary General of The Mission to Seafarers. “While it has been a difficult two years, it is nice to see some optimism return, which is largely down to the hard work the industry has done to make life better and raise spirits on board.”

The report says that two key areas are contributing to the improvement of the happiness index and crew welfare. Much of what they highlight relates to the pandemic, but they are also pointing to management’s efforts to take steps to create a better environment for seafarers during the long periods at sea.

“Seafarers are able to move more freely and have more certainty about whether they can go ashore and when they will next be able to go home. This freedom of movement has had a hugely beneficial effect on seafarer happiness and as vaccination levels also rise among crews, there is a sense of stability returning to the industry,” according to the report.

They write that a sense of stability has emerged as the pandemic stabilized and countries have grown more confident in their efforts to slow the spread of the virus. The fact that shore leave has been restored and with welfare facilities open on shore has contributed to the improved mood for seafarers. However, it is the reduction in travel restrictions and the ability to implement crew changes on time and with greater regularity that has contributed the most to the improvements.

“The data from Q2 reflects that the industry is getting better at making crew changes more regularly, with 41 percent of seafarers onboard for between just one and three months,” according to the report.

The report says that there is a clear impact from the increase in wages and the other amendments to the Maritime Labour Convention recently enacted. They also point to a focus on social events that boost morale, including weekly gatherings, quizzes, karaoke, sports, barbecues, and movie nights, along with the promises of improved communications so crew can maintain more frequent contact with family and friends at home.

“However, there are still areas that can be improved upon, which is why it’s so critical for organizations to continue taking meaningful steps to boost seafarer happiness and crew welfare,” said Wright. “As always, there is much to be learned from hearing directly from seafarers on how they feel about life at sea – the positives and negatives.”

While the efforts to provide amenities and events aboard the ships are appreciated, the report highlights the lack of time and the challenges of balancing work and leisure time suggesting that some of these efforts might be window dressing unless more is done. They say that the hours of work and rest continue to be in conflict and there are concerns over the cost of communications. They also wonder about the quality of the service that will be made available.

The Mission to Seafarers also warns that the recovery in seafarer happiness can be easily lost. They believe the industry still “has a way to go,” addressing concerns and can not let up on its attention to the issues that contribute to crew welfare.
Source: https://www.maritime-executive.com/article/seafarer-happiness-improves-but-remains-fragile

Van Geest Design presents trimaran superyacht

August 4, 2022 GENERAL

Van Geest Design and Rob Doyle Design took an approach of “why not” when coming up with the DOMUS design: ‘Just because superyachts are what they are now does not mean they should stay this way. New, never done before, seem impossible or too complicated when first suggested, are no reasons to rule it out.’

So the yacht designer opted for a trimaran design because they are faster when compared to a catamaran, easier and cheaper to build, while offering more space and comfort. DOMUS is designed to heel 2 degrees to allow the weather hull to come out of the water, thus reducing drag and increasing performance. This is impossible to achieve in a catamaran.

Catamaran systems have to be doubled for the two hulls, this significantly increase the cost of the vessel, by going the trimaran route all the systems and engineering can be in the centre hull just like a normal construction method and the Armas are kept simple, states Van Geest Design. In addition, all the rigging forces are taken by the main hull, thus keeping crossbeam structures simpler and generally the overall structure being more straight forward.

Space and comfort

Due to the fact that the hull can be raised out of the water, trimarans generally have much more beam. This directly equates to more interior volume and deck space. With an interior space of 783 m2 all on one deck, the yacht designer claims to have ‘doubled interior space compared to 40-metre catamarans’.

Van Geest Design trimaran superyacht

With three hulls in the water at anchor, there is better damping effect, thus a more solid feeling platform and vastly reduced motions then experienced on monohulls. Due to the heel angle of 2 degrees, the trimaran also offers smoother sailing.

Zero-emission yacht over 750 GT

The designed combination of solar power, hydro regeneration & hydrogen fuel cells are said to give DOMUS unlimited range with zero emissions. An optimised system of solar power and battery storage, allows the yacht to motor during daylight hours and then transfer over to the battery system at night. This also means that DOMUS is fully silent with zero emissions while at anchor.

Source: https://swzmaritime.nl/news/2022/08/02/van-geest-design-presents-trimaran-superyacht/

U.S. Navy Begins Testing its First Full-Size Autonomous Ship

August 4, 2022 VRP

The U.S. Navy has added autonomous navigation capability to another vessel, the future Spearhead-class expeditionary fast transport USNS Apalachicola (EPF 13) for Military Sealift Command. The service has tested out autonomy retrofit systems and purpose-built autonomous prototypes, but this will be the first true numbered hull in the U.S. Navy with built-in vessel autonomy.

“EPF 13 will be the first fully operational U.S. naval ship to possess autonomous capability, including the ability to operate autonomously in a commercial vessel traffic lane,” said Tim Roberts, Strategic and Theater Sealift program manager, Program Executive Office (PEO) Ships. “This testing is a game changer and highlights that there is potential to expand unmanned concepts into existing fleet assets.”

The EPFs provide the Navy with a militarized ro/pax ferry for medium-range operations, like inter-island transport, special operations, expeditionary medical care or humanitarian relief. A helicopter flight deck, seating for 300 troops, and a 100-ton loading ramp round out the feature set. The class has a top speed of more than 40 knots in calm waters.

Apalachicola was modified for autonomous operation under a supplemental $44 million contract awarded last year to her builder, Austal USA. The upgrades include more automation for the vessel’s mechanical systems to reduce personnel requirements, as well as mechanical reliability improvements. Both are key for uncrewed operations.

The Apalachicola is undergoing a series of autonomy trials, and the tests will increase in difficulty, according to PEO Ships. Next up will be nighttime navigation and operations in various weather and sea state conditions; if these go well, the testing will move up to include collision avoidance and COLREGS compliance.

Adding an autonomous capability to the Spearhead class could open up new options for the Navy. According to Austal, the potential mission sets could include purpose-built adaptations of the EPF platform for uncrewed logistics, mine warfare, or auxiliary magazine (uncrewed missile carrier and launch platform). As optionally-crewed vessels, they would be operated by MSC civil service mariners in the ordinary course of business, but could disembark their crews and operate autonomously for hazardous missions.

Source: https://www.maritime-executive.com/article/u-s-navy-begins-testing-its-first-full-size-autonomous-ship

Hafnia tanker involved in bunker oil spill in Mississippi River

August 4, 2022 GENERAL

Keppel O&M awarded floating production contracts worth around USD 75 million

August 4, 2022 BIMCO

Keppel Offshore & Marine Ltd (Keppel O&M)’s wholly-owned subsidiaries, Keppel AmFELS, Inc (Keppel AmFELS) and Keppel Shipyard Ltd (Keppel Shipyard), have been awarded contracts worth around S$75 million for the refurbishment and completion of two floating production units (FPU).

The first contract is by Keppel AmFELS with Salamanca FPS Infra, LLC for the refurbishment of a floating production unit to be operated by LLOG Exploration Offshore, LLC, a private exploration and production company in the U.S.

Keppel AmFELS’ scope of work on the production facility includes demolition, hull modifications, and upgrades to key systems. Expected to be completed in 2Q 2024, the Salamanca FPU will have a capacity of 60,000 barrels of oil per day and 40 million cubic feet of natural gas per day. It will be deployed in the deepwaters of the Gulf of Mexico to service the Leon field and the Castile field.

As the Salamanca FPU is being upgraded and modified from a previously decommissioned production facility, the time, cost and materials to be used are greatly reduced compared with the construction of a new facility. The project has a positive Environmental, Social and Governance (ESG) impact as it would reduce approximately 70% in carbon emissions compared to a new build, and also circumvents the scrapping of an old unit.

The second contract is between Keppel Shipyard and MODEC Offshore Production Systems (Singapore) Pte Ltd (MODEC) to support the completion of a Floating Production Storage and Offloading vessel (FPSO).

Keppel Shipyard’s scope of work is to complete the topsides integration work as well as supporting the pre-commissioning and commissioning activities for the FPSO. The vessel is expected to arrive at its Singapore yard in 4Q 2022.

When completed, the FPSO, which can process 100,000 barrels of oil per day and will be delivered to Woodside Energy (Senegal) B.V. (as operator of the Sangomar Field Development Phase 1). The FPSO will be moored in waters approximately 780m deep and will be located approximately 100km south of Dakar, Senegal.

Mr Chris Ong, CEO of Keppel O&M, said, “We are pleased that customers around the world come to us for upgrade, modification and completion projects, which attests to our strong execution capabilities and versatility in undertaking a variety of projects as well as providing value-added services. Such projects also underscore our expertise in advancing the circular economy through repurposing or rejuvenating existing vessels and renewing their lifespans. As the demand for energy increases and the market improves, we are committed to support the energy transition through our innovative solutions.”

The above contracts are not expected to have any material impact on the net tangible assets and earnings per share of Keppel Corporation Limited for the current financial year.

Source: https://www.maritimeeconomy.com/post-details.php?post_id=aGZoaA==&post_name=Keppel%20OM%20awarded%20floating%20production%20contracts%20worth%20around%20USD%2075%20million&segment_name=

PIL opts for Hazcheck Detect cargo screening tool

August 4, 2022 Maritime Safety News

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