|.: 24-Oct-2017 :.
|TS Empire State VI Returning from Hurricane Relief Mission in Florida and Puerto Rico|
The SUNY Maritime College training ship, TS Empire State VI, will return to Ft. Schuyler, New York on Tuesday, October 24, after nearly two months at sea in support of hurricane relief efforts in Florida and Puerto Rico.
Empire State VI was activated along with the Massachusetts Maritime Academy's TS Kennedy and Texas Maritime Academy's training vessel General Rudder to assist FEMA with the Hurricane Harvey response effort in Texas on September 1. Before Empire State arrived in Texas, however, Hurricane Irma hit Florida and the mission was altered to assist in the Florida recovery efforts instead. After approximately two weeks in Florida, Empire State was sent to San Juan, Puerto Rico after Hurricane Maria devastated the island.
At both locations, the training ship was used to provide power, housing, food and water to emergency relief workers, making more local hotel rooms available to people displaced by the storms. The Empire State VI also brought 46 pallets of bottled water, food and other items for victims of the hurricane thanks to a state-wide donation campaign led by Governor Cuomo and The State University of New York. Approximately half of the pallets came from the SUNY drive; the rest came from the state-wide campaign led by the governor’s office, the Academy said.
The supplies were donated to Puerto Rico through United for Puerto Rico, a non-profit organization established in the wake of Hurricane Maria by Puerto Rican First Lady Beatriz Rossello.
The Empire State VI is used by Maritime College throughout the year as a platform to educate and train future maritime industry professionals. The ship is owned by the Maritime Administration, a branch of the U.S. Department of Transportation. All three vessels in September - TS Empire State VI, TS Kennedy, and TS General Rudder - are part National Defense Reserve Fleet and can be activated in times of national need, such as during storm response and recovery efforts. Empire State was last activated to respond to Superstorm Sandy in 2012 and Hurricane Katrina in 2005.
''Maritime College is honored and proud to have had the opportunity to assist in these recovery efforts,'' said Rear Adm. Michael Alfultis, president of SUNY Maritime. ''The past two months demonstrate the value of the state maritime academy training ships in times of national need such as these, as well as training America’s future mariners. I am pleased to welcome home Capt. Rick Smith and the crew of the Empire State VI and to thank them for their service.''
The ship is expected to arrive on campus around 9:30 a.m. on Tuesday. In addition to the crew, which includes eight Maritime College alumni, SUNY Chancellor Kristina Johnson and several others will be board the ship near Staten Island for the trip up the East River.
''This is a proud moment for Maritime College, SUNY, and all of New York State as we welcome home the crew of the Empire State VI,'' said Chancellor Johnson. ''Every individual on this ship selflessly put their personal lives on hold for the past two months - in many cases leaving their family and friends - to support the relief efforts and begin to repair the damage caused by multiple hurricanes in the Gulf Coast and the Caribbean. It will be my honor to join them for the final leg of their homecoming sail and to personally thank President Alfultis, Capt. Rick Smith, and the crew of the Empire State VI for a job extraordinarily well done.''
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|USS John S. McCain Rerouted to Philippines After Developing Hull Crack During Heavy Lift to Japan|
The heavy lift vessel carrying the damaged USS John S. McCain to Japan has been rerouted to the Philippines after the destroyer developed a small crack in its hull during transit, the U.S. 7th Fleet has confirmed to USNI News.
The change of plans comes after crews noticed that the destroyer had developed a crack ''about four inches long on the starboard side, amidships'' with an accompanying small dent, 7th Fleet spokesperson, Cmdr. Clay Doss, told USNI News.
The guided-missile destroyer USS John S. McCain (DDG 56) is loaded aboard the heavy lift transport MV Treasure.
John S. McCain is being transported from Singapore to Fleet Activities Yokosuka, where the destroyer will be repaired following its collision with a tanker off Singapore on August 21. The loading took place October 6 in the waters off Singapore.
AIS showed the MV Treasure anchored in Subic Bay as of Monday.
''Once pier side, experts will inspect the crack and determine if any additional repairs are needed before continuing to Yokosuka,'' Doss said.
The crack developed as the vessels ran into heavy weather from Typhoon Lan.
''MV Treasure had already slowed because of the storm, and pulling in allows inspection of the small crack while the weather improves,'' Doss added.
The John S. McCain collided with the merchant vessel Alnic MC while underway east of the Straits of Malacca and Singapore on August 21, resulting in the deaths of 10 sailors. The destroyer received initial repairs at Changi Naval Base in Singapore.
Unlike the damaged USS Fitzgerald, which will transported back to the United States for repairs, the U.S. Navy decided to repair John S. McCain at the U.S. Naval Ship Repair Facility-Japan Regional Maintenance Center in Yokosuka, Japan.
''Damage assessments conducted while the ship was moored in Singapore since the Aug. 21 collision revealed the scope of work could be completed in Japan at the lowest estimated cost and returns the ship to full service at the earliest opportunity,'' the Navy said in a statement on October 4.
It's unclear if the crack will impact the Navy's plans for repairing the destroyer.
An investigation is underway to determine the facts and circumstances of the collision.
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|Stena Line, Port of Trelleborg Start With Onshore Power Supply|
As the first ferry company in the Swedish Port of Trelleborg, Stena Line will now be connecting up its two vessels M/S Skane and M/S Mecklenburg-Vorpommern to the electricity grid during their calls at the port.
At present, four of the company's six ports in Sweden are now connected to the local electricity grid. Throughout Stena Line’s route network, 17 percent of the ports are connected.
''We … have completed yet another onshore power supply connection together with the Port of Trelleborg. Sustainability is one of the cornerstones of our strategy and this is an important contribution to our efforts in reducing emissions and cutting down on noise in port,'' Niclas Martensson, Stena Line's CEO, commented.
''On many of our ferry routes, our vessels call at locations close to cities and this makes it especially important to be able to shut off the engines when docked. lanning work is underway to enable us to connect vessels in more of our ports. The objective is for 25 percent of the ports we use to have an electrical connection by 2020 and 75 percent by 2030,'' Martensson added.
At the ports where Stena Line has an onshore power supply, vessels connect up to the electricity grid when docked for more than two hours. Stena Line's vessels in Trelleborg are docked for more than two hours ten out of sixteen times per week and will connect up to the electricity grid at these times, according to the company.
The connection means that the machinery on board is completely shut down, bringing emissions down to practically zero, and for maximum total environmental gain green electricity is used, which is also the case in Trelleborg. In 2016, all Stena Line’s electrical connections in port contributed to a reduction in CO2 emissions of 12,500 tons, which equates to the annual consumption of 6,500 average passenger cars.
Installation of electrical connections is a major investment, with the port generally paying for the onshore installation and the shipping company paying for onboard installation.
''It's really great that Stena Line has decided to connect two of its vessels to the onshore power supply at the Port of Trelleborg. The work and planning for the installation have taken several years and the Port of Trelleborg received a grant from the EU for the investment, which will reduce both emissions and noise from docked vessels,'' Jörgen Nilsson, Stena Line’s CEO, noted.
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|ULCV Number at Hamburg Port Rises Rapidly|
The Port of Hamburg has seen a steep rise of ultra large container vessels (ULCVs) visiting the port over the past two years.
In the first half of 2017, ships with a capacity of 18,000 TEU or more called at the port 54 times - more than five times as compared to the first half of 2015. For the class of vessels with capacities between 14,000 and 17,999 TEU, the number of calls has more than doubled.
Last year, port operator Hamburger Hafen und Logistik AG (HHLA) ordered three additional gantry cranes for the Container Terminal Tollerort (CTT) to be able to handle 20,000 TEU+ ships.
''HHLA made the necessary investment at the right time to make its container terminals fit for the largest vessels in the world, which are increasingly being deployed by the shipping alliances… We have three highly efficient berths in Hamburg that are able to process the largest class of vessels,'' Jens Hansen, HHLA Executive Board Member, commented.
On October 20, COSCO Netherlands became the first ship to be processed by the five new container gantry cranes at the CTT. Three of these gantry cranes have been put into service at Tollerort during the last few days. Two identical gantry cranes have been processing mega-ships at berth 5 since November 2016.
The 13,400 TEU COSCO Netherlands arrived at CTT on Friday and left again on Saturday. During this time, the gantry cranes discharged and loaded approximately 7,000 TEU onto the ship.
''Processing the COSCO Netherlands was a first test of our new mega-ship gantry cranes, which they passed with flying colours. The five gantry cranes are very reliable and perform as expected. Berth 5 is now perfectly equipped to efficiently process the largest ships in the world,'' Thomas Koch, CTT's Managing Director, said.
The five mega-ship gantry cranes at CTT have a jib length of 74 m and a lifting height of 51.5 meters above the quay wall. They are designed for containerships with 24 transverse container rows and can discharge and load two 20-foot containers simultaneously when operating in twin mode. Each container gantry crane weighs 1,500 tons and can handle a maximum payload of 63 tons.
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|Two More Bodies of Dredger Crew Recovered, One Still Missing|
Two more bodies of seafarers, former crew members of JBB De Rong 19 dredger, have been recovered in Singapore territorial waters since the fatal collision between the dredger and tanker Kartika Segara that occurred on September 13.
This brings the total body count to four of the five persons that went missing following the accident, according to the latest update from the Maritime and Port Authority of Singapore. The last crew member remains missing.
''The first body was found south of Raffles Lighthouse in Singapore waters on September 16, 2017, and family members of the crew member have since claimed the body. A second body was found 1.9 nautical miles northwest of Tanjung Sengkuang in Indonesian waters, off Batam, on September 17 and is in the process of being claimed by family members,'' MPA Singapore informed.
''The Maritime and Port Authority of Singapore will continue to issue safety broadcasts to ships in the area to keep a lookout for the last crew member.''
To remind, on the same day divers recovered two bodies belonging to the crew members of the ill-fated dredger.
The ships collided while they were some 1.7 nautical miles south-west of Sisters Island, causing the Dominican-registered dredger to capsize. Kartika Segara reported damage to its starboard bow, nevertheless, the 26 Indonesian crew did not sustain any injuries.
The incident happened while the dredger was transiting the westbound lane and the tanker was departing Singapore and joining the eastbound lane of the Traffic Separation Scheme (TSS) in the Singapore Strait.
Commenting on the collision, MPA said earlier that prior to the collision, Singapore's Vessel Traffic Information System (VTIS) had provided timely navigational information and warnings to both vessels to take preventive actions to avoid a collision.
''While the vessels acknowledged the information provided by the Singapore VTIS, the collision was not averted.''
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|IMO to Discuss HSFO Carriage Ban on Ships without Scrubbers|
The International Maritime Organization (IMO) is set to discuss the introduction of a ban on the carriage of high sulphur fuel oil (HSFO) as bunkers on ships without scrubbers in February 2018.
The proposal would be considered at the 5th session of IMO's Sub-Committee on Pollution Prevention and Response (PPR 5) as part of an effort to promote consistent implementation of the 0.50% global sulphur limit that takes effect from the start of 2020.
At the PPR 4 in January this year, the International Bunker Industry Association (IBIA) presented a suite of proposals regarding implementation of the 0.50% sulphur limit in 2020.
''It is already within the powers of PSCOs to enforce compliance within their coastal waters to ensure the coastal State is reaping the air quality benefits of the regulation. Should evidence emerge that implementation is uneven, measures to enhance more universal compliance may be considered, for example by making it an offence under the regulation for a ship to carry fuels above 0.50% sulphur unless that ship has approved alternative compliance methods installed, or a valid exemption,'' IBIA said.
Additionally, Norway suggested to PPR 4 that the Sub-Committee should consider ''a specific prohibition'' to carry bunkers exceeding 0.50% sulphur right away, and intends to bring a more detailed proposal to PPR 5 in the hope of introducing a carriage ban as soon as possible.
IBIA informed that a carriage ban on HSFO as bunkers for ships without valid exemptions ''could make it easier to enforce the global sulphur cap as this can be detected in port, either by document check or by sampling and analysis of the fuel oil.''
From 2020, a ship will have no legitimate reason to bunker fuel with more than 0.50% sulphur unless it has approved abatement technology or a valid exemption to trial such technology.
The MARPOL Annex VI does not ban a ship from carrying high sulphur fuel oil (HSFO), it only regulates sulphur oxide (SOx) emissions which have to be met either through using low sulphur fuel or cleaning SOx out of the exhaust gas.
''It isn't clear yet how a carriage ban could be written into the regulation. It would require changes to MARPOL Annex VI and this usually requires MEPC to specifically approve a ''new output'' to amend the regulation,'' according to IBIA.
If a regulatory change to introduce such a carriage ban reaches agreement stage at PPR 5, and gets sent to MEPC 72 for approval and then gets formally adopted at MEPC 73, it could enter into force as soon as March 1, 2020, IBIA said.
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|K Line Names New LNG Carrier for Ichthys Project|
Japan's shipping major Kawasaki Kisen Kaisha (K Line) has named a newly-built liquefied natural gas (LNG) carrier at Mitsubishi Heavy Industries' Nagasaki Shipyard.
The vessel, named Oceanic Breeze, will be time-chartered by INPEX Shipping, a fully owned subsidiary of INPEX, and will be carrying LNG from the Ichthys LNG Project in Darwin, Australia to Naoetsu, Niigata after its delivery.
Designed by MHI, Oceanic Breeze has adopted SAYAENDO which features a continuous cover integrated with the vessel's hull that makes a reduction in weight and air resistance which accomplishes low fuel consumption while successfully achieving environmentally-friendly conditions, according to K Line.
Featuring a length of 288 meters, the new ship is owned by Panama-registered company Oceanic Breeze LNG Transport S.A., a joint venture between K Line and INPEX Shipping.
The vessel has a tank capacity of some 155,300 m3 and is propelled by an ultra steam turbine propulsion system.
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|India Launches Its First Ro-Ro Ferry Project|
India inaugurated its first Ro-Ro ferry project, set to decrease travel time between Gujarat's Gogha and Dahej ports, on October 22.
The Gujarat Maritime Board (GMB) project is expected to cut the travel time between the ports from 7 hours to 2.5 hours, according to Essar Projects, the project's principal engineering, procurement, and construction (EPC) contractor.
The Ro-Ro ferry service will be able to carry about 500 passengers and 100-150 vehicles on each trip across the Gulf of Khambhat over a 30-km navigational channel created on the sea. Once services commence, the ferry is expected to do four round trips every day.
Essar Projects' EPC contract included the construction of the Ro-Ro terminals and supporting onshore infrastructure at Dahej and Ghogha. The company designed and constructed the Ro-Ro terminals at both ports, as well as the approach bunds, trestles, pontoons and link spans.
The project ''will stand up to extreme tidal variations and inhospitable weather conditions, as also enable South Asia's first truly world-class Ro-Ro ferry service,'' Shailesh Sawa, CEO-EPC Constructions India, a subsidiary of Essar Projects, said.
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|Six Crew Kidnapped from Containership off Nigeria|
Six crew members, including the captain, were kidnapped from the Liberian-flagged containership Demeter while the ship was sailing some 50 nautical miles south-west of Bonny, Nigeria on October 21st.
An armed group of eight pirates managed to board the boxship after an exchange of fire, a Dryad Maritime Spokesperson Ken Johnson told World Maritime News.
The attack has been conducted by the same group which tried to board a supply vessel a day earlier in the same region but their attempt proved to be unsuccessful.
As informed, at least nine men are being held captive by the same group, which is demanding ransom for their release.
The Panamax containership, built in 2006, has since been escorted to a safe anchorage.
The 3,104 TEU ship is managed by Germany's Peter Dohle Schiffahrts, according to VesselsValue's data.
Based on Dryad's data, out of the 7 attacks conducted southwest of Bonny, this is the second successful attack. Furthermore, 55 crew members have been kidnapped off Nigerian coast so far this year.
Data from IMB ICC shows that 80 crew members were taken hostage in the first nine months of this year, three were injured and 2 killed in attacks on ships off Nigeria.
ICC's latest report shows that a total of 20 reports against all vessel types were received for Nigeria, 16 of which occurred off the coast of Brass, Bonny and Bayelsa.
More attacks are likely to follow, as the monsoon season in the region is over setting the stage for more favorable conditions for the pirate groups to operate in.
There has been a tactical change employed by piracy groups off Nigeria over the last 18 months, as more attacks are taking place during daylight, Johnson explains. This is indicative of the pirate groups being more confident in their ability to attack ships at sea and get away with it without being caught by the Nigerian security forces.
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