Category: news

On September 18, a cargo ship with Egyptian ownership lost stability at the eastern Turkish port of Iskenderun. According to the Turkish Ministry of Transports, attempts to stabilize the ship were made but were ineffective, causing the ship to roll onto its side.

A 38-year-old general cargo ship called the Sea Eagle (4,200 dwt) travels between Egypt and Turkey. On September 17, she landed in Iskenderun, where they were using a truck crane to unload containers. She is 290 feet long, registered in Togo, and her journey began in Alexandria, Egypt. On September 16, she made an interim halt in Mersin, Turkey.

? İskenderun Limanı’nda bağlı SEA EAGLE isimli konteyner gemisi yük dağılımındaki dengesizlik nedeniyle su almış ve yan yatmış sonrasında da batmıştı. Mürettebat yara almadan kurtulmuştu.
? Geminin yan yatma anına ait görüntüler ortaya çıktı. pic.twitter.com/HCcAvvmCpU

— Varoluş (@habervarolus) September 19, 2022

The Sea Eagle was evacuated, according to the Ministry of Transport, after it became clear that the ship had lost stability. None of the crew members were hurt. The ship overturned and came to rest on the seafloor with its port side facing up.

24 containers were taken from the harbor, and a boom was set up all around the ship to catch the dripping oil. According to the Ministry, attempts are being made to pump the ship’s remaining oil. So far, 63.5 tons of oil have been removed from the ship. In order to ascertain whether the vessel can be salvaged, survey work is currently being done.

Also Read: Putin to Europe: “Open Nord Stream 2 if you Want Gas”

September 17, 2022

Many theories have been put out regarding the timing and rate of the containership market’s return to pre-pandemic levels. More concrete evidence exists today that the pandemic-fueled bull has peaked.

The HARPEX index uses actual weekly fixtures to track pricing in the container ship charter industry. It is released every week by the German shipbroker HARPER PETERSEN and offers rate assessments in USD for nine ship classes depending on vessel sizes (again, based on actual weekly fixture reports), as well as Harper Petersen’s own market assessment, or the HARPEX (HARPER PETERSEN Charter Rates Index).

The most recent HARPEX rating of 3,095 is significantly lower than the previous week’s value by 17%, with decreases seen across all nine ship classes. When you zoom out on the chart, you can see that charter rates have now decreased by nearly 33% from the HARPEX’s all-time high reading of 4,586.25, which was just last April.

Charter rates are still somewhat higher than the 24-month average, as shown in the chart above, where the average reading over the past 24 months is 2,941.81. The HARPEX achieved a pandemic low of 412 points in June 2020, a few months before the chart’s lowest reading of 678.40 in September 2020. Therefore, when comparing those low readings to the most recent reading, the market is still significantly higher than it was at the start of the pandemic.

Without a doubt, the decrease in containership charter market rates came after the decline in container spot pricing. Spot costs have now decreased for 29 weeks in a row, with the most recent reading of $4,942 per 40-foot container being 52% below the peak of $10,377 recorded in September 2021, according to Drewry’s weekly aggregate World Container Index. Given that the HARPEX continued to show improvements throughout the spring and the general deterioration in market mood, it appears that the container ship charter market is finally beginning to catch up to falling spot rates.

It appears that the pandemic-fueled bull run in container shipping has indeed peaked, with all indications pointing to a market that will begin to decline in the months to come. The market is currently falling, but how much further will it go before hitting a new post-pandemic bottom is the question.

Also Read: Los Angeles port is beginning to feel the pinch

September 16, 2022

As the nation’s busiest container port finally begins to see a reprieve in cargo volume growth,  the import rise at the Port of Los Angeles slowed in August as expected.

Executive Director Gene Seroka reported on Thursday that August 2022 cargo volumes came in an estimated 806,000 TEUs, approximately 15% less than the same period a year ago and 9% below the five-year average for the month of August.

The early arrival of holiday goods and concerns about the economy reduced the record pace that was maintained through the first seven months of the year after record-breaking trade volumes in 2021. 

The Port of Los Angeles has transported an expected 7.2 million TEUs through eight months of 2022, which is a 1.6% decrease from the record rate set last year.

“Some goods that usually arrive in August for the fall and winter season were shipped earlier to make sure they reached their destination in time,” Gene Seroka said “Additionally, inflationary concerns and elevated inventory levels have made some retailers and e-commerce sellers more cautious.”

Imports

As compared to last year August 2022’s loaded imports reached an estimated 404,000 TEUs, down 17% and the lowest monthly volume since December 2021. The figure is also 12% below the five-year average for August.

In his monthly cargo update, Seroka also cited “cargo being diverted to East and Gulf Coast ports in order to avoid port congestion and as a possible hedge to West Coast labor contract negotiations, now in overtime.” Early this week, for example, the Port of Savannah reported its busiest month ever in August, with overall monthly cargo volumes coming in more than 18% above August 2022.

Gene Seroka also spoke of a more localized cargo shift, from Los Angeles to Long Beach, although he said this is expected to be temporary. The Port of Long Beach reported Thursday handling 806,940 TEUs in August, nearly 1,000 TEUs more than Los Angeles, which is usually busier by pretty much all accounts.

Exports

In August, inactive loaded export of port reached an estimated 100,000 TEUs with a 1% drop compared to August 2021. Whereas, empty containers being returned to Asia landed at an estimated 301,000 TEUs, an 18% decline compared to last year. “We’re now approaching four years of lagging U.S. exports,” Gene Seroka said.

The Alternative for containership

There is some good news to announce on the containership back up front as the current number of ships in the row has now been decreased to 11 ships, a significant drop compared to the 109 ships waiting at the peak in early January.

The port has been able to nearly eliminate the backlog of ships waiting to enter the port by 90% compared to earlier this year, port got capacity on terminals and can handle cargo coming in more efficiently than last holiday season.

Looking ahead, cargo volumes in Los Angeles are expected to be lighter in September and for the rest of the year, at least compared to 2021’s record.

To keep things in perspective, even with this projected softer volume in the back half of the year, the Port of Los Angeles is headed to the second busiest year in our history,” -Executive Director Gene Seroka.

Also Read: Failure to read chartered warnings leads to a train-barge collision

September 16, 2022:

The towboat’s crew was unaware that they had temporarily berthed the bow of a barge over a rail line, according to the findings of the NTSB’s inquiry into the collision between a moving train and the towboat Baxter Southern on the Upper Mississippi in late 2021.

The towboat Baxter Southern was traveling downstream on the Mississippi on November 13, 2021, pulling four empty barges into Louisiana. Around 2200, the wind increased with gusts as high as 35 knots, making it challenging for the 700-foot-long empty barge tow to navigate.

According to the forecast, the winds will last all night. The master discussed the options with the pilot and decided against trying to turn around and travel back upriver or continue on to the next lock. Instead, they made the decision to wait for better weather by pushing the barges up against a bank.

They chose a place with a magenta dashed line around it that had no trees or other obvious obstacles using a non-ECDIS electronic chart system. They knew there was a rail line nearby, but they didn’t think it posed a serious threat. No lookout was positioned on the bow as they approached the shore due to the bad weather.

The master stepped off the bridge at 23:36 when the bow rake of the barge tow was jammed up against the bank. To make sure the bow wasn’t obstructing the track, three crew men were sent forward. The lights of an incoming train could be seen by the deckhands 2,000 feet to the north before they arrived at the head of the tow.

The conductor and engineer noticed the barge tow and the towboat at at 23:42 but were unconcerned because barges were frequently pressed up against the bank in this area. As per protocol, they sped along a straight portion of the track in the direction of the barge.

The engineer noticed that the barge’s bow was encroaching on the rail bed a minute later, when the locomotive was just 300 feet away from collision, and he applied the emergency stop. The towboat’s pilot, who was still on the bridge, noticed what was happening and tried to back off the bank by putting the throttles in reverse, but it was too late.

Nine seconds later, the lead locomotive’s left side collided with the bow of the barge and derailed. Following the first locomotive were ten hopper cars, six of which submerged in the river, then the second locomotive. No one on board the Baxter Southern crew was hurt; the engineer and conductor only suffered minor wounds and managed to free themselves from the locomotive.

After the incident, the Baxter Southern’s skipper moved upriver to another berthing spot, backed off the bank, and called the Coast Guard. The lead barge received slight scraping and denting, but nothing that would compromise its structural integrity.

The master and pilot, who together had roughly 30 years of experience in the towing business, admitted to the investigators that they had not noticed the exclamation point chart symbol on their ECS chart covering the bank area. If they had clicked on the symbol, they would have been alerted to a “Barge/Rail Collision Risk” at the location.

The pilot reported that he had previously berthed barges in the same position “maybe half a dozen times,” and earlier AIS data appeared to indicate that other operators had also done so. The tow’s pilot and captain “failed to appropriately identify a danger region on the electronic chart,” according to the NTSB‘s conclusion, and it recommended mariners and owners to ensure proficiency in the use of electronic chart systems.

Also Read: Greenpeace Stops Russian LNG Tanker at Swedish Port

September 9, 2022

Today, Greenpeace prevented the LNG tanker Coral Energy from delivering Russian natural gas to the Gasum port, which is run by the Finnish government, near Nynashamn, on the east coast of Sweden. The Swedish government was urged by the environmental advocacy network to immediately halt the purchase of Russian LNG.

At an LNG facility near Nynäshamn, Sweden, south of Stockholm, activists from Greenpeace Nordic prevented the ship Coral Energy from discharging its cargo of Russian natural gas. The cranes that unload the gas from the ship are now manned by climbers. Kayak activists and the Greenpeace sailing ship SY Witness worked to stop the ship from docking.

According to Greenpeace Nordic, the Swedish government must immediately halt the import of Russian fossil gas. More than six months after Putin started his invasion of Ukraine, the fact that Russian fossil gas is still permitted to flow into Sweden is intolerable, according to Karolina Carlsson, campaign coordinator for Greenpeace Nordic.

“The Swedish government has a strong mandate from Parliament to halt all imports of Russian energy. Magdalena Andersson, the prime minister, must take action. According to AIS ship data, the tanker made an early Thursday approach to the Nynashamn terminal before turning around and departing once more around 8:00 GMT. On September 4th, it loaded a shipment in the Russian port of Vysotsk.

“The ship is still there, ready to arrive at the port without incident. The situation is being handled by the local police, she stated. According to Greenpeace, the oligarch-owned Novatek in Russian Vysotsk and the Russian Gazprom often export portions of its gas to Sweden and Finland. Sometimes using a more direct method, but more lately through a more complex system where the gas is first transferred to other seagoing boats.

Nadia Shevchenko, a Ukrainian journalist aboard the Greenpeace sailing vessel Witness, expressed her gratitude for all of Sweden’s assistance to Ukraine during these trying times for her nation. “Nevertheless, it is puzzling to me how Sweden’s government can support Ukraine on the one hand while funding Putin’s invasion and treatment of the Ukrainian people on the other by permitting these imports of Russian gas to continue,” Nadia said.

Also Read: Solomon Islands block all US Navy Ships – Exempts NZ and Australia

As ties between Washington and the Pacific country continue to deteriorate, the Solomon Islands has momentarily suspended all US naval visits. According to a representative of the US Embassy in Canberra, the Solomon Islands informed the US government on Monday of a “moratorium on all naval visits, pending revisions in protocol procedures,” and that officials will continue to “watch the situation.”

The news comes after a US Coast Guard cutter asked permission to halt and refuel in the Pacific island on August 23 but got no answer from Solomons authorities. The visit by the cutter was a “regular” call, according to National Security Council spokesperson John Kirby, and the ship ultimately made a diversion to Papua New Guinea. Although the government was unhappy by this choice, Kirby continued, it was anticipated that US ships will receive approvals in the future.

The Solomon Islands’ prime minister informed parliament on Monday that the country’s temporary prohibition on foreign ships visiting its ports will not apply to Australian and New Zealand navy ships.

According to Prime Minister Manesseh Sogavare, foreign military vessels assisting the government of the Solomon Islands would likewise be excluded. The United States, Australia, and New Zealand expressed worry about China’s expanding influence after the Solomon Islands inked a security agreement with China in April that, according to a draught that was leaked, permits the Chinese navy to resupply in Honiara.

Following events in which a U.S. coast guard vessel and a British navy vessel on patrol for illegal fishing were unable to refuel in Honiara, Sogavare last week declared a ban on foreign navy ships entering port.

When asked about the moratorium by opposition lawmakers, Sogavare responded that military ships sent out as part of the SIIAF—a pact that allows Australia, New Zealand, and Fiji to collaborate with the Solomon Islands police—would be exempt. Therefore, he added, “Military vessels deployed under SIIAF are exempt during the moratorium.”

The United States, which intends to establish an embassy in Honiara, claimed to have learned of the ban on all foreign navy vessels on August 29. In an effort to counter China’s expanding influence, the United States pledged a month earlier to enhance funding and step up surveillance of illegal fishing in the Pacific.

According to Sogavare, the cabinet made the decision to impose the military vessel ban after considering “the benefits and risks to the Solomon Islands of any visits by any military vessels.” He added that the moratorium was not directed against the United States.

He stated that his agency needed additional information about the incoming vessels because the United States, Australia, New Zealand, and Britain have joined the illegal fishing patrols. For an exemption, he said, the Forum Fisheries Agency, which is based in Honiara and represents Pacific Island countries with abundant tuna stocks, would need to inform his office of which naval boats are participating in monitoring missions.

As modifications to the constitution that would postpone a general election are anticipated to be approved by parliament this week, tensions are high in the Solomon Islands.

Also Read: Dock workers of Liverpool prepared to strike in September over payment issues

As a result of the below inflation payment, more than 560 workers of Liverpool port will be on strike. The port is one of the largest British ports. The strike will be for two weeks from September 19 to October 3. Unite the union blames Mersea Docks and Harbour Company (M.D.H.C.) for offering a lower pay rise of 7%. While the current inflation rate is around 12.3%.

Moreover, M.D.H.C. is also indicted for failing to assess the remuneration on a daily basis as well as not ameliorating the shift rotations. M.D.H.C. made a statement that they gave dockworkers an offer of 8.3% along with improvements in sick pay, pensions as well as shifts.

M.D.H.C. is owned by Peel Ports, whose Chief Operating  Officer David Huck said that their offer was above the national average. Also, the pay is finalized keeping in mind the stagnation in the container market, the global economy as well as the Ukraine conflict. He also added that they will continue to plead with the union to come to a settlement, otherwise the industry and many families would have to suffer the consequences for a long period.

According to Unite, M.D.H.C. made a profit of £30m in 2021, and they could have paid generously. Unite secretary told that workers across the country are suffering due to the deteriorating pay condition and on the other hand big officials are filling their pockets by making profits without sharing them with the workforce aptly.

Unite lead officer for freeports, Steven Gerrard has warned M.D.H.C. of the future disruption which will occur by their current actions. The strike will not only affect the sea transport but also roadways. He also said that M.D.H.C. has not fulfilled its past promises of the previous year to its staff. According to the statement of M.D.H.C., they have recruited 150 workers in 12 months with improved work conditions. Industry experienced a similar disagreement in UK’s largest container port Felixstowe in late august also.

Also Read: CMA CGM raises $1.5 billion fund to expedite decarbonization

According to a circular recently released by D.G shipping, there are major changes in how non IMU-CET candidates can take admission in graduate merchant navy courses, including BTech in Marine Engineering, BSc in Nautical Science, and DNS leading to BSc in Nautical Science.

In order to get admission into Merchant Navy Courses, DG Shipping has set certain new criteria. The eligibility criteria also include clearing IMU CET examinations apart from educational qualifications.

The IMU-CET exam is conducted to get admission in the following courses:

1. BTech in Marine Engineering
2. BSc in Nautical Science
3. Diploma in Nautical Science

However, in the academic year 2021-22, due to Covid-19, DG Shipping informed that IMU-CET and online counseling shall not be applicable to take admissions into the above marine courses. Also, Marine Training Institutes (MTIs) were allowed to follow their own admission process and counseling methodology for the year 2021-22.

For the academic year 2022-23, DG Shipping released a circular informing MTIs to conduct the common entrance test and released a merit list of all qualified candidates according to the exam results. 

But, the Directorate General of shipping received numerous requests from candidates saying that the IMU-CET exam was conducted when they were having their CBSE 12th board exams, which is why they were not able to appear for the examination.

These candidates were interested in joining the Merchant Navy but were not able to appear for the IMU-CET because of their board exams. Additionally, DG Shipping also received multiple requests from MTIs (not affiliated to IMU but approved by DGS) that they were not able to give admissions to aspiring candidates due to numerous reasons that included the following:

• Candidates were not aware of the IMU-CET 2022 examination
•  The exam was conducted during 12th final boards
• The IMU published a list of IMU affiliated MTIs on its website whereas MTIs not affiliated to IMU were left out
• The IMU published a merit list on its website. But MTIs were not having details of the candidates through which they can contact them for admission

Thus, DG Shipping has examined the matter and decided to exempt IMU-CET qualification for admission into pre-sea courses for the academic year 2022-23.

Therefore, all MTIs are now allowed to give admission to non IMU-CET qualified candidates along with the qualified ones. Preference will be given to IMU-CET qualified candidates wherever applicable. 

This exemption is only allowed for the academic year 2022-23 for the above-mentioned 3 pre-sea courses. 

Refer to the circular here.

CMA CGM is creating a reserve for energies of around $1.5 billion. The reason behind the creation is to hasten its energy transition and to achieve decarbonization completely by 2050. Moreover, they are aiming to save renewable energy by investing in projects which support the same.

They are also searching for corporations that share the same vision. The fund will have a dedicated management team and will be unveiled on October 2022. The reserve will focus on the creation of new fuels, low-emission transportation ideas across the land, air, or water and its port as well as offices.

They are also motivating their employees to come up with innovative ideas. Rodolphe Saadé, Chairman and CEO of the CMA CGM Group said that they want to decarbonize their business and this fund will help them to achieve their goal as they have already allocated the resources. CMA CGM group is also concentrating on LNG- fueled ships and encouraging businesses that are manufacturing alternative fuel options.

Fund’s mission is to promote the development of large-scale manufacturing facilities for biofuels, biomethane, e-methane, carbon-free methanol, and other alternative fuels. Salamander projects have a target of producing 11000 tons of biomethane per year from 2026. The fund is also a way of involvement of CMA CGM group with Salamander due to its production of renewable energies.

Their partnership with Engie is targeting to generate 200,000 tons of renewable gas per year by 2028 for CMA CGM and the whole industry. Their collaboration with Titan will be focused on the liquefication project and biomethane production. The group is also planning to participate in Jupiter 1000 project in France which is also sharing the same vision.

Along with the shipping fleet, the fund will work to hasten the decarbonization of CMA CGM’s truck fleets, warehouses, and port terminals. The group is all set to provide transatlantic routes by the end of 2024 with Neoline as they have acquired a stake in the company.

The fund will also boost research and development projects.  Chairman of CMA CGM also predicted the decline in consumer spending, which was quite foreseeable will cause a decline in shipping demand and return to more typical global trade circumstances in the second half.

Also Read: Oil Tanker Affinity-V gets stuck at Suez Canal for Five Hours

September 05, 2022

Singaporean-flagged Affinity V vessel got stuck in shallow water on Wednesday at around 7.15 p.m. local time. The oil tanker blocked traffic in the global waterway for around 5 hours. The Suez Canal Authority’s head Osama Rabie said in a statement that five authority’s tug boats were able to handle the situation in a systematic manner, by which the vessel refloated.

Due to the technical failure of the steering system, the ship got aground.  The ship was a part of the convoy, which was heading towards the red sea. Two convoys pass through the Suez canal every day; one approaching the Mediterranean and the other towards the south to the red sea.

The Suez canal is a major link for the transportation of oil, natural gas, and cargo. This waterway divides continental Africa from the Sinai Peninsula.  Affinity V vessel was built in 2016 with 252 meters long and 45 meters broad. According to a spokesman, the oil tanker was traveling to the Saudi Arabian Red Sea port of Yanbu, from Portugal.

At around 17:00 UTC today (2022-08-31), the Aframax tanker AFFINITY V (9645401) seemed to have lost control in the Suez Canal while heading southbound. She temporarily clogged up traffic and is now facing south again, but moving slowly by tugboat assistance. via @MarineTraffic pic.twitter.com/ECstNLPtbc

— TankerTrackers.com, Inc. (@TankerTrackers) August 31, 2022

Well, this is not the first time a vessel is blocked in the Suez canal. Earlier in March 2021 also, a colossal container ship Panama-flagged Ever Given smashed onto the banks of the canal, as a result of a sand storm. Ever Given blocked the canal for around six days.

By a fleet of tug boats, the vessel got released. Many supply chains got strained due to traffic jam. Moreover, in September 2021 also a large vessel touched the grounds for a few hours. Canal authorities started working on enlarging the canal’s path after this incident.

The Suez canal is a very important source of foreign currency for Egypt. Approximately around 10% of the world trade passes through the canal.

Also Read: The Ever Given Incident may Cost $2Bn in Claims

September 02, 2022

The paramilitary Revolutionary Guard of Iran tried to capture an American sea drone and made an attempt of towing it away, but have to release it as U.S. Navy coastal patrol boat and MH-60 Seahawk helicopter was approaching. Through radio Navy communicated with Shahid Baziar to inform them about drone ownership.

The commander told the Associated Press that their response was clear about their own property and they have the intention to take action if necessary. This is the first time Iran has targeted the fifth fleet’s new drone. The incident happened on August 29 at around 11 p.m. local time.

Though the incident was over after four hours as the Iranians unhooked the tow line to the drone, still the tension between Washington and Tehran remains high due to the frazzled condition of the nuclear deal with the world powers involved.

Sensors, radars, and cameras are attached to the Saildrone Explorer USVs. Such technology is available in the market, so there is no potential threat of theft or misuse of potential information. According to the statement of Vice Adm. Brad Cooper, commander of U.S. Naval Forces Central Command, IRGCN’s actions are offensive as well as unwarranted.

U.S. Navy has started remaining vigilant and will continue its operations in accordance with the law. On the contrary, Iran’s state-run Nour news called the whole incident a “False Hollywood Narrative”.  And further added that the whole point of towing the sea drone was to ensure the safety of the route and to avoid possible hazardous incidents. No clarification was given by Nour news pertaining to the source by which they got the information. IRGC did not even acknowledge the incident.”

Also Read: Starlink and Royal Caribbean Sign High-Speed Internet Deal

The first cruise industry client has been acquired by Elon Musk’s Starlink.

On Tuesday, Royal Caribbean made a proposal to employ Starlink internet on all of its upcoming new builds and more than 60 cruise ships in its global fleet. The SpaceX-operated Starlink satellite internet constellation offers fast speed and minimal latency.

According to SpaceX Vice President of Starlink Sales Jonathan Hofeller, Royal Caribbean Group’s decision to use Starlink to provide high-speed, low-latency internet throughout their fleet will make their clients’ vacations even more opulent. “We are beyond thrilled to collaborate with Royal Caribbean Group to guarantee that passengers at sea can maintain connectivity with a fantastic internet experience,” he said.

The Starlink service, which will be installed aboard all Royal Caribbean International, Celebrity Cruises, and Silversea Cruises ships as well as all newbuild boats, will be accessible to both guests and crew from anywhere in the world, according to Royal Caribbean. That amounts to around 64 ships overall and ten new builds.

The 3,600-passenger Freedom of the Seas has already had a successful trial, according to Royal Caribbean, and deployment will start right away. Starlink is only now accessible in a few regions around the world, but it is quickly growing to include more areas and eventually provide global coverage.

According to Royal Caribbean Group President and CEO Jason Liberty, “Our company’s purpose is to responsibly provide the best vacation experiences to our customers, and this new offering, which is the largest public deployment of Starlink’s high-speed internet in the travel industry to date, demonstrates our dedication to that purpose.”

“This innovation will bring revolutionary internet connectivity to our ships, increasing the cruise experience for both passengers and staff. It will enhance and make high-bandwidth activities like video streaming and video calls more feasible. Our continuous commitment to innovation and excellence for our guests, our crew, the communities we visit, and our shareholders is demonstrated through our use of Starlink,” he added.

Also Read: Black sea grain corridor moved 1.5 tonnes of grain in its first month

August 31, 2022

Since the beginning of the Russian invasion, the UN World Food Program has hired a vessel to transport food aid from Ukraine to its final destination. One tiny but significant portion of the 1.5 million tonnes of grain supplied from Ukraine utilizing the new Black Sea channel was delivered by the bulk carrier Brave Commander on Tuesday when it berthed at the port of Djibouti. The bulker carried 23,000 tonnes of wheat for Ethiopian consumers.

The Ukrainian government gave shipping of humanitarian supplies top priority, accelerating the process of loading food relief vessels. So far, two ships have loaded cargo in the Odesa region; one was bound for Ethiopia, the other for Yemen, and both left using the certified safe passage through the Black Sea.

“We make sure that the procedure for receiving, loading, and shipping these vessels is as quick and effective as possible. Unquestionably, such transportation is a top priority for us” Oleksandr Kubrakov, Ukraine’s minister of infrastructure stated. “To boost the amount of food aid, we continue to collaborate with the UN World Food Program. I appreciate the cooperation of our partners.”

The bulker Karteria, the second UN food relief vessel, loaded at Pivdennyi on Tuesday and sailed toward Yemen with 38,000 tonnes of wheat. She was one of six ships using the transit route Tuesday that were leaving Ukraine.

61 vessels and 1.5 million tonnes of agricultural products have left Ukraine in the first month of the Black Sea transit agreement’s operation. Although Ukraine and the UN would both want to see considerably more vessel traffic, this makes a major dent in the 20 million tonne stockpile that Ukraine had on hand at the time of the Russian invasion and naval blockade in February.

“The world cannot afford for food and fertilizer to be held up by anything.” Every shipment that passes through this channel contributes to stabilizing markets, increasing food supplies, and maintaining agricultural output, according to Amir Abdulla, the UN’s coordinator for the Black Sea Grain Initiative.

Also Read: The Great Lakes are Overflowed with Grain This Year

August 30, 2022

Between March 22 and the end of July this year, the St. Lawrence Seaway moved 514,000 tonnes of grain out of the Great Lakes. Comparing this to the same time last year, there has been a 37% increase.

Deputy administrator for the Great Lakes St. Lawrence Seaway Development Craig H. Middlebrook stated that the Great Lakes-St. Lawrence Seaway System “continues to provide shippers a stable route for a varied variety of commodities flowing in and out of the US heartland as the season develops.”

Thanks to the port employees and seafarers who maintain the efficient flow of necessary goods like grain and steel through the Seaway’s marine supply chain, cargo volumes continue to increase.

According to the August study from the Great Lakes Seaway Partnership, the increase in US grain exports will help allay concerns about food security throughout the world following the conflict in Ukraine. During the month of July, at least 27 countries have received grain from the US Great Lakes, up from 26 in June.

VP of Business Development for the Toledo-Lucas County Port Authority Joseph Cappel remarked, “We are also seeing some new grain products and bulk goods in our mix this season. Our plan of acquiring machinery and building facilities with many uses has been successful. We are capable of handling almost any kind of freight.”

The amount of money invested in infrastructure and equipment at Great Lakes ports is likewise rising. Increased grain exports, congested roads, rising energy prices, and a breakdown in the supply chain are responsible for this.

“We are now witnessing the effects of a boom in the maritime industry, which was previously Oswego’s defining feature. According to William W. Scriber, executive director of the Port of Oswego, “our ongoing expenditures of over $26 million include upgrades to our facilities to make the port once again a leader on the lakes.”

“We’re especially delighted that our revenue, without relying on government dollars, not only supports our operations but also local jobs and companies.”

What Is The St. Lawrence Seaway?

Located in both Canada and the United States, the St. Lawrence Seaway is a network of locks, canals, and channels that allows oceangoing ships to pass from the Atlantic Ocean to the Great Lakes of North America. 

The Saint Lawrence River, which originates in Lake Ontario and empties into the Atlantic Ocean, bears the name of the Seaway. On the river, it is projected that around 160 million metric tonnes of commercial cargo are handled annually.

Eight U.S. states and two Canadian provinces are part of the Great Lakes-Seaway System’s service area. With a GDP of $5.5 trillion, the region would have the third-largest economy in the world, surpassing that of countries like Japan, Germany, Brazil, and the United Kingdom.

With 107 million residents, the region is home to about 40% of all cross-border trade between the United States and Canada.

Also Read: Bulk carrier struck offshore platform missing from NOAA navigation charts

The National Transportation Safety Board stated on Tuesday that the collision between a bulk carrier and an oil and gas platform in the Gulf of Mexico off the coast of Louisiana last year could be attributed to ineffective resource management for bridges.

The platform appeared to be depicted on the British Admiralty paper chart that the mate on watch was using, but it was absent from the electronic navigation chart that NOAA provided and was visible on the ship’s ECDIS.

On January 7, 2021, the dry bulk carrier Ocean Princess was operating 24 miles south of Pilottown, Louisiana, when it collided with the unmanned and inoperable oil and gas production platform SP-83A. On Tuesday, the NTSB released a report on the event.

No pollutants or accidents were recorded, however, the platform and ship sustained damage that is believed to be worth $1.5 million. The NTSB discovered that the Ocean Princess’ 24-person crew spent the previous night floating in the Gulf of Mexico before traveling to New Orleans to load a grain cargo. With the engine on a 15-minute standby, the master intended to drift throughout the night while avoiding traffic and platforms.

The master planned himself to be on the bridge with the mate on watch to give the crewmen some rest after they had spent the day cleaning cargo holds. The master claimed he noticed a faint yellow light and examined the radar after starting the engine to steer the carrier.

After investigating the light, the master and the second officer on duty concluded that it was originating from an oil platform about 5 to 6 miles distant. The Ocean Princess struck station SP-83A around ten minutes later.

The NTSB’s investigators were told by the master and second officer that they have never seen SP-83A on the radar. Following the contact, both parties noted that SP-83A was absent from the electronic chart display and information system, even though the platform appeared on the paper chart used on the bridge by the mate on watch (ECDIS).

The official U.S. National Oceanic and Atmospheric Administration (NOAA) electronic or print navigation charts that gave the chart data to the ECDIS aboard the Ocean Princess did not contain a chart for platform SP-83A, according to the NTSB. On the British Admiralty paper map, which the mate on watch was using at the time of the accident, the platform was, nevertheless, visible.

The platform had been visible on NOAA charts since 1990, according to the NTSB report, but for whatever reason, it was removed from two larger-scale U.S. paper charts starting in 2010. Then, for nearly 11 years—until the accident—it stayed off the two paper charts and the electronic navigation charts (ENCs).

The Ocean Princess collided with platform SP-83A, killing one person, and the NTSB determined that poor resource management on the bridge prevented the crew from identifying the platform and recognizing the danger it posed to their safe navigation, despite having seen its lights about 10 minutes earlier. Platform SP-83A was not displayed on the ship’s electronic chart display and information system as a result of a charting error, which contributed.

After the event, NOAA revised and fixed the paper and electronic charts that had mistakenly missed platform SP-83A. The assessment stated that a bridge team’s efficient use of all tools at their disposal, including paper charts, electronic charts, and radars, increased collective situational awareness and helped ensure a secure navigation watch.

“When identifying dangers, bridge personnel should communicate identified concerns with other watchstanders and double-check information with other bridge resources that are available. Technology, such an ECDIS, can lead to operator overconfidence and overreliance, which weakens safe navigation procedures and impairs situational awareness.

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