ov 12 UPDATE: Today’s salvage schedule includes second row of booms to be placed around the ship, to fully prevent small (repeat – small, not “disastrous”) leak of oily water from reportedly, flooded engine room. The ship equipped with pumps and hoses to siphon fuel from RISE SHINE bunker tanks is already on site, to commence fuel siphoning today. Salvors, later, plan to offload the ship partially or fully, in order to refloat her. The ship dropped both her anchors, second one probably after crew found ship’s drifting.
Grounding analysis:
In fall-winter seasons storms and bitter cold are brought by high-pressure atmospheric zones over Siberia. Vostok Bay has a rather bad reputation as a shelter from such storms – winds are treacherous, and most importantly, bottom in the bay can’t hold anchors securely enough, anchors are dragged, ships start to drift. My friend, Captain of bulk carrier told me a story of his experience of sheltering in Vostok Bay – he had to, finally, heave up anchor and sail to sea to wait out storm, after anchor dragged. Sister ship of his company once had to let anchor with chain go, to leave anchorage in emergency, facing the threat of grounding.
So there’s little doubt as to the cause of RISE SHINE grounding – crew and Master, ignorant of Vostok Bay sheltering specifics, anchored and got a false sense of safety, most probably failing to regularly check ship’s position via control bearings and distances. The ship has been caught unprepared when anchor dragged, and ship started to drift. A pure case of negligence and lack of seamanship, if you ask me.

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https://www.fleetmon.com/maritime-news/2021/36129/container-ship-aground-nakhodka-update-nov-12-anal/

PUBLISHED NOV 12, 2021 1:37 AM BY THE MARITIME EXECUTIVE

South African officials were forced to evacuate the bulk carrier NS Qingdao from the port of Durban and send it to a protected anchorage after it started releasing toxic fumes.

The South African Maritime Safety Authority (Samsa) said NS Qingdao was discharging at the port of Durban when some of its chemical cargo became unstable due to contact with rain water. This caused the cargo to release toxic fumes, Samsa said.

In response, Samsa ordered the vessel to depart and head for a safe anchorage. Under escort, NS Qingdao headed for St. Helena Bay – some 850 nautical miles away on the Atlantic coast of South Africa – so that she could ventilate her hatches offshore.

“Samsa directed the vessel to sail to a protected anchorage under the escort of the tug Umkhuseli. The vessel has a full team of salvors, chemical experts, hazmat teams and other emergency personnel on board to manage the operation safely following defined emergency protocols,” said Capt Vernon Keller, Samsa’s acting COO.

He added the owner of the vessel is cooperating with the authorities and has been very proactive in helping to contain the situation.

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https://www.maritime-executive.com/article/bulker-ordered-out-of-port-of-durban-after-emitting-toxic-fumes

Chinese bulk carrier NS QINGDAO had to be relocated from Durban South Africa, after her bulk cargo of chemicals started to emit toxic fumes. According to South African Maritime Safety Authority SAMSA, cargo became unstable after it became wet during discharge operation in rainy weather. The ship sailed from Durban, Indian ocean, to St Helena Bay anchorage, Atlantic ocean coast of South Africa north of Cape Town. The cargo is to be offloaded into lighters, neutralized and after that, stored on shore. The ship arrived at Durban from Gwangyang Korea on Oct 14, left Durban on Oct 27 and arrived at St Helena Bay, Namaqua, on Nov 8,where she remains anchored, with offshore tug on a standby. A team of salvors, chemicals and hazmat experts is deployed.

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

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https://www.fleetmon.com/maritime-news/2021/36113/chinese-bulk-carrier-cargo-emitting-toxic-fumes-re/

PUBLISHED NOV 12, 2021 11:42 AM BY SUBRAT NANDA

We all know that damaged and stranded ships can carry enormous safety and cost implications. According to the latest Safety and Shipping Review from Allianz Global Corporate & Specialty (AGCS), machine faults are the top cause of shipping incidents globally, accounting for four in every 10 during 2020 and creating serious safety concerns.

And of the 26,000-plus incidents over the past decade, more than a third (9,334) were caused by machinery damage or failure – over twice as many as the next highest cause (collision).

The financial cost can also be eye-watering. In the offshore oil and gas space, for example, organizations experience on average $49 million annually in financial impacts due to unplanned downtime, with the worst performers losing upwards of $88 million. On top of this, equipment failures can also create serious safety concerns.

Being able to perform anomaly detection to identify potential anomalous conditions, and from there predict failures ahead of time, can yield tremendous results in terms of operational continuity and decision making for maintenance, reducing operational costs and safety benefits to vessel operators and crew.

In addition to being able to detect anomalies and predict failures, accurate and reliable diagnoses are key to ensuring effective responses to problems. Whether this be in terms of inventory management, maintenance work or vessel operation to minimize the fault’s impact, data science can help decision makers to make the right calls at the right time.

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https://www.maritime-executive.com/editorials/predicting-power-equipment-failure-with-data-science

PUBLISHED NOV 12, 2021 2:29 PM BY THE MARITIME EXECUTIVE

The government of the Pacific island nation of Kiribati is reportedly in discussions to open up one of the world’s largest marine reserves to commercial fishing.

The Phoenix Islands Protected Area (PIPA), spanning more than 115,000 square nautical miles adjacent to U.S. waters, could be de-registered as a World Heritage Site and made accessible to commercial fishing if the government’s plan sails through.

According to an article by 1News, a New Zealand news outlet, the Kiribati Cabinet has already made the decision to open up the marine reserve and notified international partners two weeks ago. The cabinet says that the reason behind the radical move is to take advantage of over $200 million that could be generated per year from tuna fishing licenses in the marine reserve.

In 2008, Kiribati captured the global spotlight when it protected the planet’s last intact coral archipelago, which was threatened by over-fishing and climate change. The PIP marine reserve is almost the size of California, and it is home to more than 250 coral species and 520 species of fish – some of which are new to science. For environmentalists, the decision to open up the reserve will be a monumental setback in recent progress to regulate destructive human activities in fragile ecosystems.

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https://www.maritime-executive.com/article/kiribati-terminates-giant-marine-protected-area-to-boost-tuna-fishing

PUBLISHED NOV 12, 2021 2:57 PM BY THE MARITIME EXECUTIVE

The creation of green corridors offers the best opportunity to accelerate progress in tackling challenges of decarbonizing the shipping industry, a new report suggests.

A day after an alliance of 22 nations signed a declaration committing to create zero-emissions shipping green corridors, a new report by the Getting to Zero Coalition reckons that green corridors provide sufficient scale and volume for impact. This is because they are large enough to include all the essential value-chain actors, including fuel producers, vessel operators, cargo owners and regulatory authorities.

Green corridors also provide offtake certainty to fuel producers, allowing for additional scaling of zero-emission fuel production concentrated in one location. They can also create demand signals to vessel operators, shipyards and engine manufacturers to scale up investments in zero-emission shipping.

A green corridor is defined as a shipping route between two major port hubs on which the technological, economic and regulatory feasibility of zero-emissions ships is accelerated by public and private action. The report suggests that collaboration, a viable fuel pathway, customer demand and regulation are the four critical ingredients.

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https://www.maritime-executive.com/article/getting-to-zero-coalition-identifies-prime-green-corridor-routes

PUBLISHED NOV 12, 2021 2:57 PM BY THE MARITIME EXECUTIVE

The creation of green corridors offers the best opportunity to accelerate progress in tackling challenges of decarbonizing the shipping industry, a new report suggests.

A day after an alliance of 22 nations signed a declaration committing to create zero-emissions shipping green corridors, a new report by the Getting to Zero Coalition reckons that green corridors provide sufficient scale and volume for impact. This is because they are large enough to include all the essential value-chain actors, including fuel producers, vessel operators, cargo owners and regulatory authorities.

Green corridors also provide offtake certainty to fuel producers, allowing for additional scaling of zero-emission fuel production concentrated in one location. They can also create demand signals to vessel operators, shipyards and engine manufacturers to scale up investments in zero-emission shipping.

A green corridor is defined as a shipping route between two major port hubs on which the technological, economic and regulatory feasibility of zero-emissions ships is accelerated by public and private action. The report suggests that collaboration, a viable fuel pathway, customer demand and regulation are the four critical ingredients.

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https://www.maritime-executive.com/article/getting-to-zero-coalition-identifies-prime-green-corridor-routes

Is it easy to add an Argos Forward Looking Sonar to my Refit? 

Refitting your vessel with an Argos Forward Looking Sonar is relatively straight forward. Approximately 50% of Argos customer installations are refitted to older hulls. Even some of the New Builds installing these sonars have approached integration of our systems as a “refit” when our products have been added to the ship’s specifications late in the build process.

When beginning to consider an Argos 3-dimensional forward-looking navigation sonar, the installation design process has been made easy to understand with our Installation  Design Guide and Drawing Packages. Here are some answers to your installation questions.

What installation options are possible?

Argos Transducer Modules can be incorporated into a number of different hull shapes from v-bottom to bulbous bows and even hoist options are available. Whether your project has a bulbous bow, a narrow stem, a sailing yacht or an ice breaker, there are installation methods appropriate for your project.

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Understanding Refitting a Forward Looking Sonar: Top Questions Answered

Bulk carrier turned offshore wind installation shipowner Eneti Inc. (NYSE: NETI) on Monday announced its intention to offer $200 million worth of common stock to help fund the company’s pipeline of newbuild wind turbine installation vessels (WTIVs).

Proceeds from the underwritten public offering are expected to be used for general corporate purposes, including the funding of the company’s WTIV newbuild program consisting of one contracted newbuild, one option, and a proposed Jones Act compliant newbuild vessel.

As part of the offering, Scorpio Holdings Limited, a related party and major shareholder, has expressed an interest in the shares at the public offering price with a value of at least $30 million.

Led by Chairman and CEO Emanuele Lauro, in 2020 Eneti shifted from owning and operating dry bulk carriers under the brand name “Scorpio Bulkers” to embark on a new and more “sustainable” future in the offshore wind sector. Since then, it has changed its name and sold off its fleet of dry bulk ships while pursuing new and used highly-capable “next generation” WTIVs needed to develop offshore wind projects in the United States and globally.

Earlier this year, the company entered into an agreement to construct its first WTIV with South Korean shipbuilder DSME at a price tag of $330 million, including one option for an additional vessel. Delivery is planned in early Q3 2024. At the same time, it revealed it was in advanced discussions with American shipbuilders for the construction of a Jones Act compliant WTIV.

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https://gcaptain.com/eneti-initiates-200-million-stock-offering-to-pay-for-offshore-wind-newbuilds/

A private container terminal at Washington’s Port of Tacoma has started charging an extended dwell time fee for containers lingering in the terminal.

The fee was announced by Husky Terminal & Stevedoring Inc. which operates the Husky Terminal at the Port of Tacoma, one of the port’s largest and most advanced terminals whose customers include Hapag-Lloyd, HMM, Ocean Network Express (ONE), Yang Ming Line and ZIM. Under the new policy, which began November 1, import containers lingering at the terminal for more than 15 calendar days on the terminal will be charged a one-time $315 “Long Stay Rehandling Charge” prior to their release.

The new fee comes as the ports of Los Angeles and Long Beach, the two busiest containers terminals in the country, are set to begin imposing a similar but far steeper penalty for lingering containers at marine terminals.

Under a new policy unanimously approved by the ports’ harbor commissions, ocean carriers will be charged a daily compounding fee for all import containers starting at $100 and increasing in $100 increments for containers staying at marine terminals longer 6 days or more for rail bound containers and 9 days or more for containers moving by truck. The policy was approved to begin November 1, but the fee will not be assessed until November 15.

Considering more than 36,000 import containers (among more than 81,000 currently at terminals) were lingering for 9 or more days at Port of Los Angeles terminals (as of Nov. 5), the charges appear likely to significantly increase shipping costs for tens of thousands of import containers ahead of the holidays.

At the considerably smaller Port of Tacoma, only containers coming from the Seaspan Amazon will face the “long stay” charge, according to Husky. It did not say how many containers this amounts to. Also, unlike the LA/LB fees which are assessed to ocean carriers, it appears that Husky’s flat fee will be assessed to cargo owners with payment required via online or the Cargo sprint portal prior to the release of containers.

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https://gcaptain.com/port-of-tacoma-terminal-imposes-long-stay-charge-for-lingering-import-containers/