Galveston, Texas, headquartered Callan Marine recently launched the hull and set the house on the 32-inch cutter suction dredge (CSD) General Arnold. Under construction at the C&C Marine & Repair shipyard in Belle Chasse, La., the vessel is on schedule for delivery in 2023 and will join Callan Marine’s existing 32-inch CSD, General MacArthur.

At 290 feet in length and 72 feet wide, the General Arnold will have a maximum digging depth of 97 feet and a dredge pipe diameter of 31 inches, the diesel-electric driven General Arnold will boast 24,000 horsepower. It will also feature advanced production automation and monitoring systems.

“Callan Marine continues to build dredges that meet the needs of our coastal partners and ongoing maintenance dredging needs across the nation,” said Maxie McGuire, president of Callan Marine. “The General Arnold will have an impressive capacity for work and will join the 32-inch CSD General MacArthur as a powerful leader in our fleet.”

The General Arnold will be the sixth cutter suction dredge in Callan Marine’s asset inventory. Other dredges include the 32-inch General MacArthur, the 28-inch General Bradley, the 18-inch General Pershing, the 16-inch General Patton, and the 12-inch General Eisenhower. The 18-inch CSD General Marshall remains on the company’s construction timeline.

Source: https://www.marinelog.com/inland-coastal/dredging/new-callan-marine-csd-marks-construction-milestone/


The Maritime and Port Authority of Singapore (MPA) and the Port of Rotterdam Authority have signed a memorandum of understanding (MoU) to establish the world’s longest Green and Digital Corridor to enable low and zero carbon shipping.

Signed by Quah Ley Hoon, Chief Executive of MPA, and Allard Castelein, CEO of the Port of Rotterdam Authority at the Marina Bay Sands Convention Centre on the sidelines of the biennial World Cities Summit, the MoU will bring together stakeholders across the supply chain to realize the first sustainable vessels sailing on the route by 2027. The signing was witnessed by S Iswaran, Minister for Transport and Minister-in-Charge of Trade Relations, Singapore, and Ahmed Aboutaleb, Mayor of Rotterdam.

Singapore and Rotterdam are among the largest bunkering ports in the world, making them vital links on the Asian-European shipping lanes. While international shipping currently uses largely marine gas oil (MGO) and low-sulphur fuel oil, sustainable alternatives such as biofuels, including biogases, are increasingly being made available. Other alternatives such as synthetic methane, hydrogen, and hydrogen-based fuels including ammonia and methanol are in various stages of R&D for future trials and deployment.

Each alternative fuel has its own challenges relating to costs, availability, safety, and restrictions in range due to lower energy density compared to fossil fuels. To tackle these challenges, the two port authorities agreed to bring together a broad coalition of shippers, fuel suppliers and other companies to collectively work on potential solutions.

Beyond alternative fuels, the MoU also aims to optimize maritime efficiency, safety, and the transparent flow of goods by creating a digital trade lane where relevant data, electronic documentation and standards are shared. This will facilitate the seamless movement of vessels and cargo, and optimize just-in-time arrival of vessels from port to port.

The port authorities will work with the Global Centre for Maritime Decarbonization and the Mærsk Mc-Kinney Møller Center for Zero-Carbon Shipping as action partners, as well as other industry partners across the supply chain, including bp, CMA CGM, Digital Container Shipping Association, Maersk, MSC, Ocean Network Express, PSA International, and Shell for a start. This will enable the Green and Digital Corridor project to raise investment confidence, attract green financing, and kickstart joint bunkering pilots and trials for digitalization and the use of low- and zero carbon fuels along the route.

S Iswaran, Minister for Transport and Minister-in-Charge of Trade Relations, Singapore, said, “Decarbonizing shipping is an urgent climate action priority, which requires the collective efforts of the entire maritime sector. As a trusted global maritime hub, Singapore contributes actively to IMO’s efforts to make international shipping more sustainable, and global supply chains more resilient. This MoU with the Port of Rotterdam demonstrates how likeminded partners can work together to complement the efforts of the IMO. It will serve as a valuable platform to pilot ideas that can be scaled up for more sustainable international shipping.”

Allard Castelein, CEO of the Port of Rotterdam Authority, said, “Shipping is among the most important industries to decarbonize, owing to its large international reach and volume, which continues to grow. By bringing together parties across the supply chain along one of the world’s biggest trade lanes, we can enable carriers to switch to zero-carbon fuels and speed up the transition to more sustainable shipping”.

Quah Ley Hoon, Chief Executive of MPA, said, “This MoU further strengthens the strong partnership between Singapore and Rotterdam. It reaffirms Singapore’s commitment towards facilitating a multi-fuel bunkering transition as part of the Maritime Singapore Decarbonization Blueprint 2050, and accelerates our digitalization efforts to optimize maritime efficiency and improve supply chain resilience. The pilot will complement efforts undertaken by the shipping industry, including partners such as Google Cloud, and the IMO to support decarbonization and digitalization transition for international shipping, as we work towards developing and scaling up green and digital solutions for wider adoption.”

Bo Cerup-Simonsen, CEO of the Mærsk Mc-Kinney Møller Center for Zero-Carbon Shipping, said, “The Singapore-Rotterdam Green Corridor is fully in line with our strategy to accelerate the decarbonization of the maritime industry by supporting first movers. We need bold projects like this to leverage the learnings and further develop green partnerships across the value chain. Connecting globally leading partners around one of the major trade-lanes will allow us to demonstrate concrete, scalable decarbonization solutions that can inform and inspire industry as well as policy makers around the world.”

Professor Lynn Loo, Chief Executive Officer of Global Centre for Maritime Decarbonization (GCMD), said, “International shipping will have to deploy at least 5% zero-emission fuels in its fuel mix by 2030 for the sector to meet a Paris-aligned net-zero target. To this end, green corridors provide a framework to harmonize standards and regulations, increase green fuels availability and strengthen their supply chains, and attract green financing for bunkering infrastructure buildout at ports involved. GCMD is excited to be an action partner in the development of the world’s first green and digital corridor. We will operationalize meaningful route-base, port-to-port pilots along this green corridor to help international shipping navigate and accelerate its transition towards a zero-carbon future.”

Source: https://www.marinelink.com/news/singapore-rotterdam-port-authorities-498453


Japanese shipping company NYK said it is working with compatriot liquefied petroleum gas (LPG) trader Astomos Energy Corporation for a marine biofuel demonstration project launched by the Global Center for Maritime Decarbonization (GCMD), a non-profit organization aiming to promote decarbonization of the maritime industry.

While biofuels generate CO2 when combusted, they are considered carbon-neutral because they are made from plants and waste cooking oil. And because they can be used without remodeling the existing ship’s engines and infrastructure, biofuels are being considered among the most promising next-generation fuels for maritime decarbonization.

However, since biofuels have not been put into practical use in earnest, many data verifications, such as the mixing ratio with conventional fuels, are still needed, NYK said.

In addition, since biofuels use fossil fuels in their production and transportation processes, they are not considered net-zero emissions in LCA. Moreover, the certification scheme is not standardized internationally, so the transparency of the biofuel supply chain is also an issue.

GCMD, a non-profit organization (NPO) established in August 2021, founded by the Maritime and Port Authority of Singapore (MPA) and 6 industry partners, has launched the biofuel demonstration project project to establish an assurance framework for ensuring the supply chain integrity of current and future green marine fuels, bringing genuine benefits to end-users and the climate.

Eighteen companies and organizations, including NYK and Astomos, are participating in this project, and demonstration trials will be conducted with an investment scale of approximately $18 million. One of the objectives is to establish transparency in the biofuel supply chain with the use of tracer technologies, so this project is characterized by the participation of shipping companies as consumers. Specifically, the shipping companies will conduct a trial operation using biofuels and provide GCMD with data on their biofuel use. By facilitating and creating an optimized drop-in green fuels supply chain, this pilot will help to shape national and international standards of biofuels for the maritime industry and lower the barrier for their wider adoption to reduce GHG emissions from a lifecycle perspective.

NYK and Astomos plan to supply biofuels to an LPG carrier owned by NYK and chartered by Astomos for trial operation as part of the efforts of this project.

Source: https://www.marinelink.com/news/nyk-participates-marine-biofuel-study-498437


As the automotive industry looks to electric vehicles (EVs) to achieve zero carbon emissions by 2050, the shipping industry is having to devise ways to deal with uncertainty over the potential fire risks of transporting these vehicles, and the unfamiliarity with any associated fire characteristics.

As more EVs are being manufactured and shipped, the instances and severity of fires on car carriers and roll on/roll off passenger (ro-pax) vessels has gone up in tandem.

At a webinar organised by Safetytech Accelerator, Established by Lloyd’s Register and the Lloyd’s Register Foundation, Head of Maritime Engagement Rich McLoughlin said that while EVs are the automotive industry’s response to decarbonisation calls, recent fires on car carriers point to emerging risks surrounding EV carriage.

McLoughlin said: “We’re certainly seeing a huge push around decarbonisation, and the car industry has led in the development of battery technology and alternative fuel vehicles for this purpose.

“We have seen governments taking steps to ban combustion engine cars within certain timeframes and that is leading to an interest in the growth of EVs and alternative fuel vehicles. There has however, been some concern with the rate of change, whether with infrastructure or with safety systems. We have seen some of the risks around car fires and we have seen losses or damage to vessels which have been carrying vehicles.”

As the EU Parliament backs a phasing out of combustion engine cars by 2035, the European Maritime Safety Agency (EMSA) recently published guidance for the safe carriage of alternative fuel vehicles (AFVs) in Ro-Ro spaces of passenger and cargo ships to tackle this emerging challenge.

Each year, the EU imports 3.7 million vehicles and in 2021, there were over 16.5 million EVs on the road, tripling from 2018.

North of England P&I Club’s Director of Loss Prevention, Colin Gillespie shared his observation that from the club’s interaction with PCC operators, more EVs are being shipped, and vessels could carry both EVs and vehicles that still run on conventional internal combustion engines.

Gillespie added that in the five years before Covid-19 hit in 2020, North P&I Club noticed more fires in PCTCs, and the primary cause was electrical faults. Such fires declined in the early wave of the pandemic, as movement restrictions impacted on vehicle demand. However, the Felicity Ace loss occurred as vehicle shipments recovered.

Martin Carlsson, Fire Safety Project Manager at Swedish shipping group Stena’s technical unit Stena Teknik, said that the numbers of EVs being carried on ro-pax vessels are still in the single digits as a percentage of vehicles carried.

He said, “That doesn’t reflect the proportion of vehicles on the street, because people don’t trust infrastructure overseas, so they are reluctant to bring their EVs abroad.”

Carlsson suggested that as Covid-19-related travel restrictions are lifted, more people will resume travelling and more EVs may be shipped on ro-pax vessels. While Stena does not ask passengers to declare the type of fuel powering their cars, Carlsson does not rule out doing so in future, if this could mitigate fire risks.

He added that PCTCs would also have to be modified to make allowances for increasingly upsized cars, such as having more decks for heavier vehicles.

Carlsson said: “Cars are bigger and include more fire energy compared to 25, 30 years ago.”

Paul Christensen, founding director of Lithiumionsafety.org, a consultancy focusing on lithium-ion battery safety, emphasised that such batteries, which power EVs, are highly flammable and fires from these can be challenging to extinguish.

He explained: “The gas that comes out from lithium-ion batteries is extremely toxic… If it ignites, you get long rocket-like flames. The drencher in the ships may protect surrounding vehicles, but because the batteries are at the bottom of the vehicles, they’re hidden from view.”

This is where technology, particularly visual analytics, comes in.

Osher Perry, CEO of maritime analytics specialist ShipIn discussed some of the solutions which technology could bring, for example sensors and AI which can be used to detect fire hazards.

He said, “This combination allows the development of solutions. When it comes to visual analytics, it’s about what methods of automation are we able to bring to give a response which can minimise damage, to get ahead. We keep talking about the fact that the vessels keep getting bigger, the challenges on the crew in terms of what need to be done increase, both in terms of tasks, administration, regulatory requirements, keep increasing. We have not yet provided the solutions, the digital tools that crews need to do their jobs in a safer and more productive way.

While the experts believe that the relevant regulations, such as the International Maritime Dangerous Goods (IMDG) Code, could be up for refinement, Gillespie thinks regulatory changes should be phased.

Gillespie said: “We’re looking at vessels that are not designed to carry EVs and alternative fuelled vehicles… The crew may not be trained in recognising or dealing with those sort of fires… it’s on the industry, the operators and the people who support the vessel operators to try and move forward on those sort of things and work together in an industry standard way so that we get a common approach to recognizing and fighting the fires. If we sit around and wait for the IMO, wait for legislation, it’s maybe six or seven years down the line before those changes go through and take effect.”

McLoughlin concluded the webinar with a call to action for vessel operators and managers, supply chain members, port operators and tech companies to come forward to potentially join the next Safetytech Accelerator innovation challenge in this particular area.

Contact the Safetytech Accelerator here: https://safetytechaccelerator.org/contact/

Watch the full webinar recording here: https://safetytechaccelerator.org/events/safe-carriage-of-vehicles-ferries-and-roro/

 


UC San Diego’s Scripps Institution of Oceanography today announced that naval architecture and marine engineering company Glosten has been selected as the naval architect for the university’s new California coastal research vessel (CCRV). The new vessel will be an innovation in the maritime industry with a first-of-its-kind hydrogen-hybrid propulsion system.

With this selection, Glosten will provide the preliminary design, contract design, and detailed design for the research vessel to be operated by Scripps Oceanography. Glosten is a consulting firm of naval architects and marine, electrical, production, and ocean engineers with expertise in providing design and engineering support to the oceanographic research community. The firm was selected after participating in the university’s request for proposal process.

“This vessel will be the first of its kind, and the selection of the naval architect is a major milestone for Scripps,” said Bruce Appelgate, associate director and head of ship operations at Scripps Oceanography. “Fundamentally, our ships have to be reliable and capable in order to support the innovative research our scientists conduct at sea. On top of that, the ship we envision needs to demonstrate that zero-emission power systems work effectively under demanding real-world conditions. It’s the job of the naval architect to provide the necessary engineering, design, and integration skills needed for this project to succeed on every level.”

California legislators allocated $35 million towards the design and construction of this vessel last summer. When complete, the vessel will serve as a platform for education and research dedicated to understanding the California coast and climate change impacts to the coastal ecosystem.

The hybrid-hydrogen design of this new vessel represents an innovation in the maritime industry. Currently, emissions from diesel engines on ships contribute to greenhouse gases and pollution. Development of this and subsequent zero-emission vessels is essential to the University of California’s Carbon Neutrality Initiative, the goal to be carbon neutral by 2025.

This new vessel will feature an innovative hybrid propulsion system that integrates hydrogen fuel cells alongside a conventional diesel-electric power plant, enabling zero-emission operations. The design is scaled so the ship will be able to operate 75 percent of its missions entirely using a non-fossil fuel—hydrogen—with only pure water and electricity as reaction products. For longer missions, extra power will be provided by clean-running modern diesel generators. The vessel represents a major step in advancing California’s pledge to reduce global climate risk while transitioning to a carbon-neutral economy.

The proposed 125-foot vessel will be equipped with instruments and sensing systems, including acoustic Doppler current profilers, seafloor mapping systems, midwater fishery imaging systems, biological and geological sampling systems, and support for airborne drone operations. These capabilities, along with state-of-the-art laboratories, will enable multidisciplinary research, advancing our understanding of the physical and biological processes active in California’s coastal oceans. This new vessel will be dedicated to California research missions, with the capability to study issues vital to the California economy such as the health of marine fisheries, harmful algal blooms, severe El Niño storms, atmospheric rivers, sea-level rise, ocean acidification, and oxygen depletion zones.

Scripps Oceanography has worked with Glosten previously, initially more than 60 years ago on the design of Research Platform FLoating Instrument Platform known as FLIP. Glosten was also involved in the midlife refit of R/V Roger Revelle, a $60 million renovation that advanced the scientific capability and service life of Scripps’s largest ship.

The anticipated schedule for design and construction of the hydrogen-hybrid research vessel includes one year to complete the basic design. Following U.S. Coast Guard approval of the design, the university will select the shipyard where the design will be constructed. Construction and detail design will likely take an additional three years.

When completed, it will join the fleet of vessels managed by Scripps including the Navy-owned research vessels Sally Ride and Roger Revelle, which conduct global oceanographic research, and the R/V Bob and Betty Beyster, a nearshore scientific workboat. All research vessels are stationed and maintained at the university’s Nimitz Marine Facility in Point Loma.

Source: https://www.marinelog.com/shipbuilding/naval-architecture/glosten-to-design-new-california-coastal-hybrid-hydrogen-research-vessel/


Notice: Principal idea and character of MB Daily is somewhat similar to Ambulance Emergency Service – MB priority is to find out about maritime accidents, involving merchant marine ships, ASAP. MB monitors only some major accidents in their development and outcome, i.e. further development of most part of reported accidents isn’t monitored.

A number of accidents though known to MB, aren’t included – like trivial accidents with ferries, or NUC problems which were fixed by crew and didn’t require towage. Fishery is, generally, monitored, but only major accidents are reported.

Month Year Nu. of accidents Nu. Of ships lost Casualties Kidnapped crew
Jul 2022 74 5 32
Jun 2022 71 10 38+
May 2022 71 5 23
Apr 2022 75 5 11
Mar 2022 69 5 6
Feb 2022 77 3 55
Jan 2022 90 4 9
Dec 2021 80 9 17 6
Nov 2021 91 8 12
Oct 2021 87 1 19 3
Sep 2021 78 2 19 1
Aug 2021 74 6 14
Jul 2021 61 3 7
Jun 2021 71 5 17 5
May 2021 98 6 148(?) 5
April 2021 85 3 69
March 2021 81 6 16 15
February 2021 80 5 13
January 2021 86 6 28 15
December 2020 92 9 31 8
November 2020 85 4 22 33
October 2020 98 7 22
September 2020 60 5 53 2
August 2020 73 5 31
July 2020 94 5 15 29
June 2020 62 2 27 6
May 2020 78 1 2 4
Apr 2020 67 4 31 18
Mar 2020 82 8 16 11
Feb 2020 76 3 26 10
Jan 2020 78 2 18 3
Dec 2019 87 4 13 51
Nov 2019 89 9 9 20
Oct 2019 70 7 28
Sep 2019 88 5 76
Aug 2019 79 6 120+ 17
Jul 2019 68 3 8 10
Jun 2019 80 3 33
May 2019 91 4 17
Apr 2019 74 1 8 10
Mar 2019 104 4 22 8
Feb 2019 94 5 47
Jan 2019 108 11 59 6
Dec 2018 96 9 19
Nov 2018 95 6 17 8
Oct 2018 101 6 11 15+?
Sep 2018 105 5 26 12
Aug 2018 76 2 26
July 2018 89 4 32
June 2018 89 5 36
May 2018 98 5 10
April 2018 81 4 11 11
March 2018 126 5 15 5
February 2018 96 5 15
January 2018 149 13 87 22
December 2017 115 8 25 10
November 2017 128 17 34 10
October 2017 113 9 46 6
September 2017 93 4 14
August 2017 106 9 49
July 2017 113 14 18
June 2017 110 5 31
May 2017 124 10 17 7
April 2017 114 7 32 14
March 2017: 122 122 10 52 2
February 2017 120 4 8 14
January 2017 141 8 21
December 2016 173 15 80
November 2016 167 7

Maritime Bulletin / FleetMon

www.maritimebulletin.net | www.fleetmon.com


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


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


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/

 


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=


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