(Image Courtesy: NAVIS)

Navis announced that its long-time N4 customer, Porto Itapoá has added and successfully implemented its Berth Window Management solution to improve berth planning and execution decisions and reduce inefficiency.

Completing its 10th year in operation in June 2021, Porto Itapoá is one of the largest and most important port terminals in Brazil and is considered one of the most agile and efficient terminals in Latin America. Central to its success are its strategic location on the northern coast of Santa Catarina – acting as an important link for the supply chains of the country with the rest of the world – and its ability to handle the largest ships operating in Brazil. Through the first half of the year, the port has reported a 40% increase in imports and an 11% increase in container traffic, processing a total of 238,000 containers in the first six months of 2021.

Porto Itapoá has invested in Navis’ Berth Window Management solution to cut down inefficiencies of verifying information from numerous disparate sources prior to confirming final berthing plans. Port Itapoá selected Navis’ solution because it:

· Enables terminal operators to digitize their berth window plan, thus improving berthing planning and execution decisions and reducing inefficiency.

· Allows terminal operators to easily plan berthing windows with proforma management, and to compare and manage vessel port stays against vessel timestamps.

· Allows terminal operators to share the berthing plan with key customers, partners and authorities to enable self-service.

“When it comes to optimizing the berth planning process, Navis’s solution was the clear winner for us,” said Thiago Manoel dos Santos, Operations Manager, Porto Itapoá. “In a month’s time, we were able to implement the solution which will not only remove much of the inherent uncertainty in planning the berth schedule of vessels but enable us to reduce time spent on these activities, maximize berth space, and safely and more efficiently process more vessels while lowering the total cost per move.”

“With a goal of providing visibility and ease of access to information and optimizing port operations, we were thrilled to support Porto Itapoá in the implementation of Navis Berth Window Management,” said Carlos Lopez Barbera, VP of Product Management at Navis. “Most vessel and berth planning in the maritime industry is still done manually, so digitizing a top Latin American port allowed the terminal to eliminate time consuming tasks and gain visibility into real-time information and data.”

 

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Porto Itapoá implements Navis Smart Berth Window Management


(Image Courtesy: IMO)

Fuel cells, fuel flashpoints, draft amendments to the IMDG and IMSBC Codes and more, were on the agenda for the 7th session of IMO’s Sub-Committee on Carriage of Cargoes and Containers (CCC 7), which was held 6-10 September 2021.

Draft interim guidelines for ships using fuel cells agreed by Sub-Committee

Draft interim guidelines aimed at providing provide international standard provisions for ships using fuel cell power installations have been agreed by IMO’s Sub-Committee on Carriage of Cargoes and Containers (CCC 7).

The draft interim guidelines cover issues including fire systems and gas/vapour detection. The guidelines and are intended to ensure the safe and reliable delivery of electrical and/or thermal energy through the use of fuel cell technology.

A fuel cell is a source of electrical power in which the chemical energy of a fuel cell fuel is converted directly into electrical and thermal energy by electrochemical oxidation. Fuel cells can operate using hydrogen (which has the potential to be explosive) as the fuel source.

The draft interim guidelines will be forwarded to the Maritime Safety Committee (MSC) for approval at its 105th session, scheduled to meet in April 2022.

The development of these interim guidelines for safety of ships using fuel cells is part of the important work being carried out by the Sub-Committee in the context of shipping’s need for new fuels and propulsion systems to meet decarbonisation ambitions set out in the Initial IMO GHG Strategy.

Matters related to newer types of fuel are considered under the agenda item on the International Code of Safety for Ships using Gases or other Low-flashpoint Fuels (IGF Code). The IGF Code, which entered into force in 2017, aims to minimize the risk to ships, their crews and the environment, given the nature of the fuels involved. It has initially focused on liquefied natural gas (LNG), but work is now underway to consider other relevant fuel types.

Interim guidelines for the safety of ships using methyl/ethyl alcohol as fuel have already been developed by the Sub-Committee and were approved by the MSC in 2020. (MSC.1/Circ.1621).

Amendments to guidelines relating to low flashpoint fuels requiring low temperatures

The Sub-Committee agreed various draft amendments to guidelines and Codes in relation to ships using or carrying fuels such as liquefied natural gas (LNG), which is cooled to very low (cryogenic) temperatures for carriage. The draft amendments relate to the utilization of high manganese austenitic steel, including corrosion testing for ammonia compatibility.

The Sub-Committee agreed:

  • draft amendments to revise the guidelines for the acceptance of alternative metallic materials for cryogenic service in ships carrying liquefied gases in bulk and ships using gases or other low-flashpoint fuels (MSC.1/Circ.1622);
  • draft amendments to IGF and the International Gas Carrier (IGC) Codes for incorporating high manganese austenitic steel into the Code as a suitable material;
  • draft amendments to interim guidelines on the application of high manganese austenitic steel for cryogenic service (MSC.1/Circ.1599/Rev.1)
  • Austenitic steels, known to resist corrosion, are non-magnetic stainless steels that contain high levels of chromium and nickel and low levels of carbon.

Development of guidelines for the safety of ships using hydrogen as fuel initiated

The Sub-Committee considered a proposal to develop guidelines for the safety of ships using hydrogen as fuel. With overwhelming support from the Member States and international organizations, the Sub-Committee agreed to initiate the development of guidelines for the safety of ships using hydrogen as fuel.

Updated work plan to address new low flash-point fuels agreed

The Sub-Committee agreed an updated work plan for the development of safety provisions for new low-flashpoint fuels under the IGF Code, for consideration by MSC 105 (scheduled to meet in April 2022).

The work plan envisages, among other items, the development of guidelines for ships using hydrogen as fuel; the development of guidelines for ships using liquefied petroleum gas as fuel, the possible development of guidelines for ships using ammonia as fuel; and the development of draft amendments to the IGF Code for ships using natural gas.

The work plan also envisages future discussions on the development of mandatory instruments regarding the use of methyl/ethyl alcohols as fuel and the development of mandatory instruments regarding fuel cells.

Draft amendments to the IMDG and IMSBC Codes agreed

The Sub-Committee agreed the next set of draft amendments to the International Maritime Dangerous Goods (IMDG) Code and the International Maritime Solid Bulk Cargoes Code (IMSBC Code), which will be submitted to MSC 105 for adoption, following finalization by the Editorial and Technical (E&T) Group.

The draft amendments to the IMDG Code include those required to take account of changes to the United Nations Recommendations on the Transport of Dangerous Goods which sets the basic requirements for all transport modes.

The matters related to safe transport of charcoal and reviewing on maritime special provisions will be continued intersessionally by a correspondence group established by the Sub-Committee.

The draft amendments to the IMSBC Code include

  • The reclassification of ammonium nitrate-based fertilizer, including draft new individual schedules for AMMONIUM NITRATE BASED FERTILIZER MHB and AMMONIUM NITRATE BASED FERTILIZER. These follow consideration of following up the recommendations of the report of the incident of the bulk carrier Cheshire, which suffered a fire while carrying a cargo of ammonium nitrate in 2017;
  • Addition of new definitions relating to the phenomenon of “dynamic separation”, which means the means the phenomenon of forming a liquid slurry (water and fine solids) above the solid material, resulting in a free surface effect which may significantly affect the ship’s stability. Cargoes which may undergo dynamic separation are cargoes which contain a certain proportion of fine particles and a certain amount of moisture and may undergo dynamic separation if shipped at a moisture content in excess of their transportable moisture limit. This follows research into dangers related to the carriage of bauxite.
  • Addition of new individual schedule for CLAM SHELL. This cargo of whole calm shells is a by-product generated in the process of clam farming.
  • Addition of new individual schedule for LEACH RESIDUE CONTAINING LEAD, which is an intermediate by-product formed as a result of the hydrometallurgical production of zinc and/or zinc-compounds.

Revised inspection programmes for cargo transport units agreed

The Sub-Committee agreed the revised Inspection programmes for cargo transport units carrying dangerous goods (MSC.1/Circ.1442, as amended by MSC.1/Circ.1521), in order to broaden the inspection programmes for CTUs.

The objective of the Guidelines is to assist in the implementation of a uniform and safe inspection programme for the inspection of CTUs) carrying goods for international transport by sea, and to provide guidance relating to such inspections in accordance with applicable IMO instruments, such as the International Convention for the Safety of Life at Sea (SOLAS), the IMDG Code, the International Convention for Safe Containers (CSC) and related recommendations including the IMO/ILO/UNECE Code of Practice for Packing Cargo Transport Units (CTU Code).

The guidelines cover various aspects of inspection, including: documentation; structural safety; cargo, including marking and packaging; targeting methodology to identifying undeclared or misdeclared dangerous goods; general safety and pest contamination considerations.

The revised guidelines will be submitted to MSC 105 for approval.

Draft unified interpretations of the IGC Code agreed

The Sub-Committee agreed draft unified interpretations of the IGC Code, for submission to MSC 105 for approval.

 

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Meeting summary: IMO Sub-Committee on Carriage of Cargoes and Containers


The Baltic Exchange’s main dry bulk sea freight index extended its rally on Tuesday, rising about 5% to its highest in 13 years, steered by strong gains in capesize rates, and helped by demand for smaller vessels.

The overall index, which factors in rates for capesize, panamax, supramax and handysize vessels, jumped 245 points, or 5.2%, to 4,962, its highest since September 2008.

The capesize index advanced 722 points, or 9.5%, to 8,322, hitting its highest in 13 years.

Average daily earnings for capesizes, which transport 150,000-tonne cargoes such as iron ore and coal, rose $5,983 to $69,013.

“High iron ore export seasonality, surging demand for coal imports amid an energy supply crunch both in Asia and Europe, along with high capesize congestion in Chinese ports are driving the capesize rates – trans-Pacific leading the capesize freight rally at this point” said Tamara Apostolou, analyst at Intermodal Research.

“The outlook for the Baltic index is positive for the rest of the year but slight volatility is expected. There might be some slowdown in cargo procurement next week as it is the Golden Week in China, but any effect on freight will depend largely on the pace of congestion release,” added Apostolou.

Chinese coking coal and coke futures surged on Tuesday, fuelled by concerns of tight supply amid Beijing’s toughening emissions standards, although demand for the steelmaking ingredients remained tepid as mills cut production.

The panamax index rose 10 points, or 0.2%, to 4,030, its highest since July 12.

Average daily earnings for panamaxes, which ferry 60,000-70,000 tonne coal or grain cargoes, increased $91 to $36,271.

The supramax index rose 10 points to 3,373.

(Reporting by Ashitha Shivaprasad; Editing by Shailesh Kuber)

 

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Nine people have been sentenced in Singapore to up to three years in jail for cheating buyers out of $337,000 worth of shipping fuel, authorities said in a joint statement on Thursday.

The group was found guilty of using industrial strength magnets to tamper with measuring equipment known as Mass Flow Meter (MFM) on board bunker tankers owned by a unit of marine fuel services provider Southernpec (Singapore) Pte Ltd, said the Maritime and Port Authority of Singapore (MPA), the Singapore Police Force and the Attorney-General’s Chambers.

The tampering on board bunker tankers Southernpec 6 and Southernpec 7 allowed the group to record a higher volume of sales than what was actually delivered.

Investigations revealed that between December 2018 and April 2019, there were at least 66 separate bunkering operations during which the MFM was tampered with, according to court documents seen by Reuters.

Southernpec (Singapore) Pte Ltd, now in liquidation, could not be reached for comment.

In 2017, Singapore became the first port in the world to mandate the use of MFMs, equipment that accurately measures the volume of oil delivered to ships, to boost transparency and prevent cheating in the notoriously opaque industry.

Three of the nine people convicted have been sentenced to nearly three years in prison and the rest have received jail terms of two weeks to 19 months. All nine people were convicted between 2020 and 2021.

The syndicate’s illegal operations were discovered during an enforcement check by MPA in April 2019, the authorities said.

After the review that year, the MPA stripped Southernpec of its license to operate as a bunker fuel supplier in the port of Singapore for breaching the terms of its license and malpractice, including the use of magnets to interfere with a MFM.

(Reporting by Roslan Khasawneh; Editing by Florence Tan and Ana Nicolaci da Costa)

 

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Dutch marine and offshore services company Van Oord has ordered a new offshore wind turbine installation vessel that will be able to install next-generation wind turbines of up to 20MW. The vessel will be built by Yantai CIMC Raffles Shipyard in China.

“The jack-up vessel can operate on methanol and install up to 20 MW wind turbines at sea with a very low CO2 footprint. The investment is in line with the increasing global demand for offshore wind farms. The ship is expected to enter the market in 2024,” Van Oord said, joining the spree of recently announced newbuild WTIV orders by the likes of Dominion EnergyCadelerOHTEneti, and Havfram. Van Oord will have an option to order a second vessel, too.

According to a recent report by World Energy Reports, over 100 new offshore wind turbine and foundation installation and maintenance vessels will be required for offshore projects planned over the next decade, as the number of proposed projects grows, but also as the turbines and foundations get larger, meaning the currently available fleet won’t be able to install them. What is more, most of the current fleet could become obsolete by 2025.  Read more.

Van Oord, which has since 2002 contributed to the installation of a cumulative renewable energy capacity of 14.5 GW, has stressed that the demand for offshore wind farms remains high, with EU’s aim to install 300 GW of offshore wind capacity by 2050, and worldwide this is expected to be 2000 GW of offshore wind energy.

“In the Netherlands, the goal is to realise 20 GW up to 2030 and another 20 GW of offshore wind energy in the next decade,” Van Oord said.

“Wind turbines at sea are also rapidly getting bigger. In 2002 there were wind turbines of 2 MW, nowadays turbines of 14 MW are installed. The rotor blades are already well over a hundred metres long and the transport and installation requires larger ships. Van Oord is investing in a new vessel to transport and install the next generation of 20 MW wind turbines,” the Dutch company said.

“This investment prepares us for the increase in scale in the offshore wind industry and allows us to maintain our leadership position,” Pieter van Oord, CEO Van Oord said.Credit: Van Oord

The 175-meter offshore installation vessel will be able to transport and install both foundations and turbines at offshore wind farms. It will be equipped by a Huisman crane able to lift more than 3,000 tonnes.

According to Van Oord, the vessel, of a Knud E Hansen design, will have an advanced jacking system.

“Four giant legs, each measuring 126 meters, allow the vessel to be jacked up and work in waters up to 70 meters deep. This investment is part of a EUR 1 billion fleet investment program over the next 5 years. In December 2020, Van Oord had already ordered a new green cable-laying vessel at VARD in Norway,” the company said.

“Thanks to our experiences with the installation vessels Aeolus, MPI Resolution and MPI Adventure, we have a good grasp of working with jack-up installation vessels. Now we are going one step further – the new ship will be the largest of its kind. Compared to the Aeolus, this new version has 88% more deck space and over 80% more lifting capacity,” said Arnoud Kuis, Managing Director Offshore Wind of Van Oord

Lower emissions

According to Van Oord the new installation vessel will be able to run on the future fuel methanol, which reduces the ship’s CO2 footprint by more than 78%.

Also, the vessel will be equipped with an advanced active emissions control technology (Selective Catalytic Reduction) to reduce the NOx emission “to an absolute minimum.”

Further, an installed 5,000 kWh battery pack can take the peak loads and regenerate energy to reduce the fuel consumption and corresponding emissions even further,” Van Oord said.

 

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Eastern Shipbuilding Group on Monday commenced construction of U.S. Coast Guard Cutter (USCGC) Ingham (WMSM-917), the third hull of the Heritage Class Offshore Patrol Cutter (OPC) program.

The occasion was observed by leaders of the U.S. Coast Guard Project Resident Office at ESG’s Allanton Shipyard where the first steel plates were cut by ESG personnel in the 103,000-square-foot steel and aluminum processing facility and transferred to the Nelson Street Shipyard for assembly and construction.

This milestone is yet another signal of growing momentum in the OPC program. The lead OPC, USCGC Argus, is nearly fully assembled and remains on schedule and on budget. In May 2021, the keel was laid for the second OPC, USCGC Chase, and all long lead time materials have been ordered for USCGC Hull 4.

ESG fully rebuilt its operational facilities following Hurricane Michael in 2018 and also expanded them with over $42.5 million in infrastructure improvement investments. ESG dedicated its Nelson Street Shipyard exclusively to the USCG OPC program to ensure an unimpeded and hot production line experienced in constructing OPCs. The company has completed a launchway conversion and is making associated dredging investments at the yard to have a facility capable of launching and delivering two OPC sized vessels per year. At its Allanton Shipyard, ESG has constructed a state-of-the-art C5ISR Production Facility to accomplish testing and integration of operational combat systems, equipment, and simulators on premises prior to final installation on the vessel. Later this year, ESG will commission a new aluminum superstructure fabrication and assembly hall at its Nelson Street facility.

The OPC is designed to conduct multiple missions in support of the nation’s maritime security and border protection. The OPC will provide a capability bridge between the national security cutter, which patrols the open ocean in the most demanding maritime environments, and the fast response cutter, which serves closer to shore. The OPC design includes the capability of carrying an MH-60 or MH-65 helicopter and three operational Over The-Horizon small boats. The vessel is also equipped with a highly sophisticated combat system and C5ISR suite that will enhance capabilities to execute the service’s missions.

 

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Highlighted in Marine Technology Reporter’s MTR100 is the work and technology ongoing in the halls of academia. The most recent report released by the UN Intergovernmental Panel on Climate Change emphasized our warming planet, an expected announcement for many in the scientific community. Faced with the confirmation that human activities have caused an increase in global temperatures, research has turned to seeking answers in the planet’s natural systems. How does each part of the global carbon cycle work and how may it be impacted by the changing climate? What other trends can be observed across the marine industry and what innovative technologies can make positive change?

Shedding light on the twilight zone

Researchers at Woods Hole Oceanographic Institution (WHOI), in collaboration with Monterey Bay Aquarium Research Institute and Stanford University, have begun addressing this question by seeking to understand how marine creatures transport carbon dioxide to the deep sea, one of the world’s largest carbon sinks. An underwater robot by the name Mesobot is providing scientists with insight into the twilight zone, a vast mid-ocean region.

Mesobot is capable of tracking and recording high-resolution images of zooplankton, gelatinous animals and particles, improving scientists’ ability to observe creatures in their natural habitat with minimal disturbance. The robot, outfitted with oceanographic and acoustic survey sensors, can be piloted remotely through a fiberoptic cable attached to a ship, follow pre-programmed missions, or autonomously track targets up to 1,000 meters deep. “Mesobot was conceived to complement and fill important gaps not served by existing technologies and platforms,” said Yoerger. “Because Mesobot can survey, track and record compelling imagery, we hope to reveal previously unknown behaviors, species interactions, morphological structures and the use of bioluminescence.”

Autonomous tracking, the latter of Mesobot’s three capabilities, could eventually allow scientists to monitor an organism’s behavior during diel vertical migration, a movement pattern during which organisms move to the uppermost layer of the sea at night and return to the twilight zone during the day.


Mesobot, an underwater robot capable of tracking and recording high-resolution images of slow-moving and fragile zooplankton, gelatinous animals, and particles, is providing researchers with deeper insight into the vast mid-ocean region known as the twilight zone. © Evan Kovacs/©Woods Hole Oceanographic Institution


Miniscule, but of sizable importance

Although they exist out of our sight, even microscope marine life plays a crucial role in the health of the oceans—and that of the planet itself—through a biological phenomenon known as marine primary productivity. Through this process, tiny organisms, like phytoplankton, use photosynthesis to consume carbon dioxide and convert it into organic matter and oxygen. The conversion of carbon dioxide into organic matter not only supports oceanic food webs, but contributes significantly to the ocean’s biological carbon pump, a part of the global carbon cycle that has become increasingly more important to track and understand in recent years. Researchers at MBARI, including senior scientist Ken Johnson, have demonstrated how a fleet of robotic floats can improve our understanding of marine primary production on a global scale.

“The technology we use is a big array of biogeochemical-Argo robotic profiling floats that are equipped with chemical and biological sensors. For the productivity work, we used oxygen sensors to detect the increase in oxygen that is created by photosynthesis and the chlorophyll sensors to detect how deep light (needed for photosynthesis) is penetrating,” Johnson explained. “Each float profiles from about 2 km depth to the surface every 10 days, making measurements on the way up.  At the surface, each float sends the data home through the Iridium satellite network.” Phytoplankton consume carbon dioxide and release oxygen at a specific ratio, and by measuring oxygen release over time, scientists can better understand the role played by marine life in the carbon cycle. By combining the work of hundreds of floats that reach the surface at various times of the day, Johnson’s team can recreate the daily carbon cycle and calculate a more accurate primary productivity. “This allowed us to get the mean, daily cycle of oxygen over the global ocean and the first, direct measurement of global ocean primary productivity,” said Johnson.

Marine primary productivity changes in response to climatic fluctuations (temperatures, ice, currents, etc.) and monitoring this shift is crucial to understanding climate change. Previously, tracking this response on a global scale has been difficult due to human and technological setbacks. “Primary productivity is the key to ocean ecosystem function and change. Phytoplankton use photosynthesis to create the organic carbon that fuels the whole ocean ecosystem. Lower primary productivity, probably fewer fish. More primary productivity, maybe more fish. But we just don’t have direct observations at the global scale to see what is happening,” Johnson said. This data will allow scientists to better predict how marine primary productivity may change in response to our changing climate—including warmer waters and ocean acidification. “This is just the start; we don’t have enough data to say how primary productivity is changing – we’re just establishing a baseline for the modern ocean.”


Hydrophone-equipped Slocum gliders are listening for the calls of North Atlantic right whales and transmitting the animals’ locations in near-real-time to ships and vessels in the area. Results from the work aim to reduce the number of whale-ship collisions and are assisting with the protection of critical whale habitats. © Nicolas Winkler


Kelp calm and carry on

Marine plants, too, could provide an answer to the ocean’s role as a carbon sink. New Zealand’s National Institute of Water and Atmospheric Research, with the help of drones and underwater ROVs, is conducting research to assess the health of kelp and seaweed forests. Marine plants play an enormous role in marine ecosystems and the warming climate by absorbing carbon emissions and monitoring their health is crucial to understand the impacts of rising temperatures.

On behalf of the Department of Conservation, marine ecologist Dr. Leigh Tait and environmental monitoring technician Hamish Sutton have launched pre-programmed flights over shallow reef in the Taputeranga Marine Reserve. Hanging off the bottom of the drone is a multispectral camera, able to register colors invisible to the human eye. Throughout its flight, a photo is taken every two seconds. Thanks to rubber maps laid out in the water to relate the images to real features on the ground, the photos are stitched together into 2D or 3D models. The images are then run through computer software training to identify the types of seaweed.

In the kelp forests of Antarctica’s Ross Sea, underwater ROVs are playing a role in ecosystem health assessment, too. The BoxFish ROV in question can survey Antarctic marine life more than 100 meters below the surface with its sensors and high-definition cameras, tethered to a surface ship with fiberoptic cables for data transfer. A recent survey uncovered surprisingly deep and dense stands of kelp, furthering questions about their role in the marine carbon cycle. “It really opens up a whole new field of research in how those plants are taking CO2 out of the atmosphere and storing that in the deep cold sea. We really know very little about that,” Dr. Leigh Tait said.


A biogeochemical-Argo (BGC-Argo) float collects data between the surface and 2,000 meters deep over 10 days. © Kim Fulton-Bennett 2020 MBARI


A Whale of a Challenge

Recent research in academia also includes marine organisms that exist very much in our sight—whales. A collaborative initiative between the Ocean Tracking Network (OTN), the Ocean Frontier Institute, and the Marine Environmental Observation Prediction and Response Network is working towards their protection. Using a fleet of OTN gliders operated by the Coastal Environmental Observation Technology and Research group based at Dalhousie University, the project monitors North Atlantic right whales in the gulf of the St. Lawrence River using autonomous underwater gliders.

OTN executive director Fred Whoriskey explained the technology behind the Teledyne Marine Slocum gliders in use. Each is battery-powered and can remain at sea for up to four months. They contain an engine to adjust buoyancy as needed and move at a speed of about one knot, reaching depths of up to 1,000 meters. The glider can carry various instruments, such as thermometers or conductivity meters, and collects data as it moves through the water column, which is stored to an onboard memory system until it reaches the surface and transmits all information via satellite. Slocum gliders, as in Dalhousie’s case, can also be outfitted with a digital acoustic monitor (DMON), a device developed by Woods Hole Oceanographic Institution scientist Mark Baumgartner. The DMON can record the calls of North Atlantic right whales (as well as other large whales) and the transmitted data can help authorities avoid collisions with vessels.

The recent move of the whale species from its traditional seasonal feeding grounds in the Bay of Fundy and the Roseway Basin to the Gulf of St. Lawrence has increased the risk of vessel collisions and fish gear entanglement. “Right whales are critically endangered, and we are at a point where we must do everything possible to avoid human induced mortalities or injuries to the species to help the species recover,” Whoriskey said. “The glider program is part of an effort to inform human activities, notably fishing and shipping, that have been shown to be the major causes of right whale mortalities in recent years.”


MBARI researchers demonstrated that a fleet of robotic floats could provide important insight into ocean primary productivity on a global scale. © Natalie Freeman 2019 SOCCOM


Pervasive plastics

Beyond the questions posed by the global carbon cycle and recent news of the warming planet, other significant marine crises, such as microplastic pollution, remain at the forefront of research. In some cases, solutions to clean our waters of plastic particles go beyond the traditional macro plastic pollution cleanups and sifting through water. On occasion, scientists look towards nature for the answer.

The star of this show, as demonstrated through research conducted by the Plymouth Marine Lab (PML), are mussels. Mussels are hardy and robust, able to survive in polluted waters, and are filter feeders—they get their food by filtering seawater to get plankton and other nutrients while flushing out unwanted particles from their digestive systems. “Several laboratory-based studies have previously shown that mussels can filter microplastics out of the water, so we wanted to take a closer look at exactly how effectively mussels could do this and how this knowledge could be applied in the real world to help provide a nature-based solution to plastic pollution,” explained Pennie Lindeque, Head of Science for Marine Ecology and Biodiversity.

Initial experiments involved a specially designed flume tank that circulated water to mimic estuary currents. The blue mussels (Mytilus edulis) were given algae and microplastics to feed on, and over the course of two hours, the bivalve mollusks had removed half of the microplastics present. The particles are rejected by the mussels as fecal matter, which sinks and can be collected for removal. With this knowledge, PML scientists used computer models to place hypothetical “ropes” of mussels every 100 meters at the mouth of estuaries to predict how much plastic could potentially be removed, Lindeque explained. “These models indicated that mussels situated near the mouths of rivers and estuaries could filter between 20-25% of small, waterborne microplastics.” Further tests include a series of trials in a Plymouth marina using clusters of mussels in large baskets; the feces (and microplastics) are collected by net-like receptables below the baskets.

While the factors involved are complex—physical parameters include depth, currents, tides and temperatures—the findings show that a mussel-based cleaning system could provide positive effects in estuarine areas, especially in places were microplastics may accumulate, like harbors or near wastewater treatment plants. “Ultimately, we need to be thinking about making plastics part of a circular economy, where end-of-life plastic is reused, recycled or safely disposed,” said Lindeque. “In the meantime, we hope that by using natural ecosystems and processes, like the mussels’ filtering ability, we can help stem the flow of microplastics into our oceans.

With the recent IPCC report still fresh in our minds and limitless questions to tackle on the horizon, marine research faces boundless expectations, yet continues to make significant advances. Issues like increasing levels of carbon dioxide, endangered species and plastic pollution are just three of many that face marine ecosystems and coastal communities. In this sense, academia plays a unique role in identifying crucial trends and influencing technological development and societal action. Between innovative solutions and the motivation to understand and protect the planet, research will continue to uncover new findings and pave a path towards a cooler future.


Dr Rachel Coppock and Dr Matthew Cole with the experimental equipment. © PML

 

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Bulk carrier BEHCET C suffered a blackout in Canale dei Petroli, Venice, Italy, while proceeding to Marghera, Venice, with pilot on board and 2 assisting tugs, in the morning Sep 29. The ship went out of control and moved towards Canal structures, and Canal’s edge. Thanks to quick respond of f’castle crew and tugs, grounding was avoided. Both anchors were dropped, tugs worked full steam to divert loaded ship from hitting structures and grounding, the ship finally, was stabilized in Canal. The crew restored power and restarted engine, BEHCET C berthed at Marghera about an hour after accident.
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Ro-ro cargo ship IVAN lost stability and capsized at Algiers Port, Algeria, on Sep 29 at around 0100 LT. The ship rested on bottom off pier, remaining partially above waterline and heavy starboard list. Reportedly, stability loss was caused by water ingress on cargo deck, which in its’ turn, was probably caused by faulty ballasting and ensuing list. 17 crew are safe, 6 of them, all Filipino), treated in hospital with slight injures.

New FleetMon Vessel Safety Risk Reports Available: https://www.fleetmon.com/services/vessel-risk-rating/

 

 

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Ro-ro cargo ship HODZI suffered mechanical failure and was disabled at around 0600 UTC Sep 29 in Aegean sea north of Andros island, Greece. Caught in fresh weather with onshore wind, she drifted towards northern coast of Andros island, and anchored at around 1300 UTC to avoid grounding. As of 1430 UTC, she remained at anchor, understood waiting for tug. The ship with Turkish-Ukrainian crew is en route from Gemlik Turkey to Sfax Tunisia.

New FleetMon Vessel Safety Risk Reports Available: https://www.fleetmon.com/services/vessel-risk-rating/

 

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