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Shipping Containers House the Homeless of Bristol
by The Maritime Executive
Saturday, February 16, 2019

Old shipping containers are being turned into living spaces in the U.K. as part of a project by the charity Help Bristol’s Homeless. 

The social collective notes that more and more people sleeping rough on the street, tented groups springing up and more people are sofa surfing. This inspired army veteran and restaurateur Jasper Thompson to found Help Bristol’s Homeless in 2017. “The most important thing is that the homeless people who are here are the ones leading the project. It’s about everyone working together, learning trades and people pulling each other up.”

Thompson was born in Jamaica but has lived in the U.K. for most of his adult life. In early 2017, he and his wife started handing out hot food to the homeless on a Sunday morning in the center of Bristol, they were soon joined by many supportive volunteers. But Thompson felt there was more he could do.

Through contacts, he was offered an old mobile home and a site to place it on. On the site was a shipping container which inspired him to start converting them into self-contained micro flats. Since then Help Bristol’s Homeless has converted 11 micro flats as well as a double decker bus.

The charity is raising funds to complete the groundwork on a new Spring Street site given by Bristol City Council for the next five years.

The charity already has a wide base of supporters including Ecotricity, Burgess Salmon, OVO, Oregon 3, Balfour Beatty, Barratt Homes and Cleverley Builders. A JustGiving page has been set up to raise £50,000 ($65,000).

Australian Navy Captain from Melbourne - Evans Collision Dies
by The Maritime Executive
Saturday, February 16, 2019

The Royal Australian Navy has honored the life the man in change of HMAS Melbourne (II) when the U.S. Navy Destroyer USS Frank E Evans turned under the Australian aircraft carrier's bow and was cut in half.

Captain John Philip Stevenson died on January 30, aged 98, after a career marked with distinguished service in war and peace, as well as tragedy and controversy.

In 1969 he was in command of HMAS Melbourne (II) when the tragedy occurred in which 75 U.S. Sailors died. He was subsequently cleared by Court Martial for any responsibility and in 2012 received an official apology from then Defence Minister Stephen Smith for having been tried. The apology letter acknowledged the unnecessary stress the Court Martial caused to Stevenson and his family.

Stevenson received a ceremonial funeral in the Garden Island Naval Chapel in Sydney, something normally reserved for officers who pass away during their service at the rank of Captain. This is the first time in the Royal Australian Navy’s history that a serving Captain’s funeral has been held for a retired officer.

Chief of Navy, Vice Admiral Mike Noonan, said the ceremonial funeral recognized the very great contribution made by Stevenson in peace and war to the Navy and the nation. “Captain JP Stevenson has been accorded a ceremonial funeral of a serving Navy Captain to recognize that the circumstances in which he resigned from the Navy were unique and to ensure there can be no doubt as to the very great esteem in which he is now held across our Navy,” Noonan said.

“There can be no doubt that past mistakes were made that impacted both Captain Stevenson and his family. The Navy of 2019 is a more people focused organization and strives to ensure that similar mistakes are not repeated.

“With the passing of Captain Stevenson, our Navy family has lost a fine leader and consummate gentleman, who served Australia with pride in war and peace over a 35 year career and continued to support our Navy long after his time in uniform.

“We hope today’s formal farewell, in addition to the formal apology Captain Stevenson received from Government in 2012, will help ease the burden which the Stevenson family has had to bear over the past five decades,” Vice Admiral Noonan said.

As part of the ceremony, Stevenson’s coffin was carried into the Garden Island Naval Chapel by six serving junior sailors from HMAS Melbourne (III). As the hearse passed through Fleet Base East, Melbourne’s ship’s company lined the rails of the warship as a mark of respect, while wharf sentries from other ships saluted. Stevenson was also given a seven gun salute, which is normally reserved for serving officers who die while in command of a ship or shore establishment.

A Remarkable Career

Stevenson entered the Royal Australian Naval College (which was then at HMAS Cerberus) as a 13-year-old Cadet Midshipman in 1934.

As a junior officer, he saw war service in HMA Ships Canberra, Nestor, Napier and Shropshire.

He was present in Yokohama Bay for the Japanese surrender in 1945 and witnessed the results of the atomic bomb dropped on Nagasaki. He was engaged in getting many sick and malnourished prisoners of war embarked for their return to Australia.

After the war, Lieutenant Stevenson went to the United Kingdom on loan to the Royal Navy where he saw operational service in the early days of the Malayan Emergency.

Promoted to Lieutenant Commander in 1950 he returned to Australia in the aircraft carrier HMAS Sydney (III).

Upon arrival in Australia he took command, in March 1951, of the frigate HMAS Barcoo which operated as the Royal Australian Navy’s training ship.

He later served in the heavy cruiser HMAS Australia (II) as navigation officer, and later re-joined Sydney as the Fleet Navigation Officer.

Sydney visited the United Kingdom for the coronation of Her Majesty Queen Elizabeth II where Stevenson commanded the Royal Australian Navy detachment during the coronation parade.

In 1954, Commander Stevenson was Director of Plans in Navy Office and also served in HMY Britannia as the naval equerry to His Royal Highness the Duke of Edinburgh during the Royal visit to the 1956 Olympic Games in Melbourne.

He commanded the destroyer HMAS Anzac (II) from January 1957 to June 1958 and in May 1959 was appointed as the Defence attaché to Thailand, where he was promoted to Captain in December 1960.

Captain Stevenson assumed command of HMAS Watson, in October 1961, and the following October took command of the destroyer HMAS Vendetta (II) as well as commanding the 10th Destroyer Squadron.

In April 1964, he commanded the fast troop transport HMAS Sydney (III) which took Australian troops to Borneo. In 1965 he commanded HMAS Cerberus. Then in late 1966 he became the Australian naval attaché in Washington, DC. After returning to Australia he assumed command of the aircraft carrier HMAS Melbourne (II) in October 1968.

In the early hours of June 3, 1969 in the South China Sea, the American destroyer USS Frank E Evans crossed Melbourne’s bow and was cut in two. The forward section of Evans sank immediately, resulting in the loss of 74 lives, and Melbourne sustained extensive damage to her bow.

A joint U.S. Navy/Royal Australian Navy Board of Inquiry in Subic Bay held Stevenson partly responsible, stating that as Commanding Officer of Melbourne he could have done more to prevent the collision from occurring. However, a subsequent Royal Australian Navy Court Martial cleared him of any responsibility and commended him for his efforts to prevent the collision.

The integrity of the initial Board of Inquiry has since been questioned, particularly as it was presided over by the U.S. Navy Admiral in overall tactical command of Evans at the time of the collision.

Stevenson’s defense counsel at his Navy Court Martial, Gordon Samuels, QC, stated he had “never seen a prosecution case so bereft of any possible proof of guilt.”

Despite being cleared, Stevenson subsequently resigned from the Royal Australian Navy - bringing his distinguished 35-year naval career to an end.

In December 2012, Stevenson received an official apology from the Minister for Defence, Stephen Smith, in which the Minister stated that Stevenson was not treated fairly by the government of the day and the Royal Australian Navy following the events of 1969. Smith described Stevenson as “a distinguished naval officer who served his country with honor in peace and war.”

Following a successful civilian career, Stevenson continued to work with service charities and was appointed as a Member of the Order of Australia (AM) in the 2018 Australia Day Honours List.

The Melbourne - Evans Collision

The collision between HMAS Melbourne and the USS Frank E Evans occurred at about 0300 on June 3, 1969 in the South China Sea about 650 miles south-west of Manila, when the Evans ran under Melbourne's bow in the course of changing station from ahead to astern of Melbourne

Evans was cut in two. The forward part sank shortly afterwards while the after part of the ship swung around and was secured to Melbourne's starboard side aft. U.S. Navy personnel from the after section of Evans were taken on board Melbourne, either onto the flight deck or onto the quarterdeck. Then, after a search confirmed that no one remained in this section of Evans, it was let go.

Melbourne was badly holed forward of the collision bulkhead, and the trim tanks were flooded. Immediate action was taken to shore up, and at that time it was predicted that it would be ready to proceed at slow speed in approximately six hours. Melbourne suffered no personnel casualties.

74 U.S. sailors out of 272 were lost, all inside the bow section of the ship when it sank. Of these, only one body was recovered, that of Seaman Kenneth Wayne Glines, 19, a sailor from the bow section of the Evans. He was picked up by one of Melbourne's boats.

Evans was one of five escorts traveling with the Melbourne during a SEATO exercise, Exercise Sea Spirit, employing 40 ships from six nations. In the morning of the third of June, the Evans was ordered to act as planeguard for the Melbourne. Evans' function as planeguard was to recover any aircraft that happened to ditch into the sea.

On execution of the flying course signal, Evans was to take up position as planeguard, 1,000 yards astern of Melbourne. Evans had experience acting as a planeguard for Melbourne, and had done this on four other occasions.

Stevenson told Evans that the flying course was 260 degrees. The Evans was 3,500 yards in front of Melbourne on the port side, steaming a parallel course to Melbourne's. Melbourne had all navigation lights on at full brilliance, which was not usual practice, because she had come close to a collision with USS Larson two nights before.

When the order to take up planeguard position came through, the commanding officer of Evans, Captain Albert McLemore was asleep in bed. Lieutenant Ronald Ramsey, officer of the watch, was reading, and left the maneuver in the hands of his assistant, Lieutenant Hopson. McLemore had left instructions to be awakened if there were to be any changes in the formation. Neither the officer of the deck nor the junior officer of the deck notified him when the station change was ordered. The bridge crew also did not contact the combat information center to request clarification of the positions and movements of the surrounding ships.

The Evans turned to starboard to cross in front of Melbourne. Stevenson sent a message over voice radio from bridge to bridge warning Evans that she was on a collision course, which Evans acknowledged. Melbourne radioed to Evans that it was turning to port and sounded two blasts on its siren. At approximately the same time, Evans turned hard to starboard to avoid the approaching carrier. Each ship's bridge crew claimed that they were informed of the other ship's turn after they commenced their own. After having narrowly passed in front of Melbourne, the turns quickly placed Evans back in the carrier's path. Melbourne hit Evans amidships at 3:15 am, cutting the destroyer in two.

Inquiry and Court Martial

A joint board of inquiry was established to investigate the incident, following the passing of special regulations allowing the presence of Australian personnel at a U.S. inquiry. The board was in session for over 100 hours with 79 witnesses interviewed.

Despite admissions by members of the U.S. Navy, given privately to personnel in other navies, that the incident was entirely the fault of Evans, significant attempts were made to reduce the U.S. destroyer's culpability and place at least partial blame for the incident on Melbourne. The unanimous decision of the board was that although Evans was partially at fault for the collision, Melbourne had contributed by not taking evasive action sooner, even though doing this would have been a direct contravention of international sea regulations, which stated that in the lead-up to a collision, the larger ship was required to maintain course and speed.

Two charges of negligence—for failing to explicitly instruct Evans to change course to avoid collision and for failing to set the carrier's engines to full astern—were laid, with the court martial held from 20 to 25 August. Evidence presented during the hearing showed that going full astern would have made no difference to the collision, and on the matter of the failing-to-instruct charge, the presiding Judge Advocate concluded that reasonable warning had been given to the destroyer and asked "What was [Stevenson] supposed to do—turn his guns on them?". Of the evidence and testimony given at the court-martial, nothing suggested that Stevenson had done anything wrong; instead it was claimed that he had done everything reasonable to avoid collision, and had done it correctly.

Stevenson was then subject to court martial. Two charges of negligence - for failing to explicitly instruct Evans to change course to avoid collision and for failing to set the carrier's engines to full astern - were laid. The defense submitted that there was "no case to answer" resulting in the dropping of both charges, and the verdict of "Honourably Acquitted." Despite the findings, Stevenson's next posting was as chief of staff to a minor flag officer; seen by him as a demotion in all but name. The posting had been decided upon before the court-martial and was announced while Stevenson was out of the country for the courts-martial of Evans's officers; he did not learn about it until his return to Australia.

Stevenson requested retirement, as he no longer wished to serve under people he no longer respected. This retirement was initially denied, but was later permitted.

Inaugural Congress Champions Sekimizu's Passion for Maritime Heritage
by The Maritime Executive
Saturday, February 16, 2019

The inaugural World Congress on Maritime Heritage to be held in Singapore from March 13 to 15 will be opened by former IMO Secretary-General Koji Sekimizu. Raising awareness of shipping with the general public has been a long-term passion for Sekimizu, and MarEx spoke to him about how he is turning his vision into reality through the Congress.

Why, as a former Secretary-General of the IMO, are you promoting a wider awareness of shipping among the general public?

The shipping industry is responsible for carrying more than 90 percent of goods traded internationally. It is vital for the world economy and for the prosperity of mankind. However, this fact is not well known outside the industry. The general public just don't realize the contributions made by the shipping industry to the well-being of the world, and they don't know about the activities of the IMO to ensure its international governance and sustainability. I believe that more people should be interested, and the promotion of awareness for our maritime heritage is a good way of achieving this.

Proper recognition of shipping by the general public would lead to a wider interest in shipping and the activities of the IMO. Hence, the activities of the IMO would be supported by more people and politicians who could then genuinely understand the real situation and the importance of good governance.

I started promoting this when I was working at the IMO as Secretary-General, and after my retirement from the IMO I have continued my interest. I appreciate the pioneering efforts of the Consortium for International Maritime Heritage, its Founder Carleen Lyden Walker and Chairman Terry Garcia, Resorts World Sentosa and the many government officials in Singapore who have jointly brought the splendid idea of the Congress to reality.

What appreciation for maritime heritage have you observed around the world?

I have spent many days and weeks traveling in IMO Member countries and meeting with government officials on various shipping-related issues. This gave me an excellent opportunity to observe the status of shipping in these countries and to discuss future developments with Ministers who were universally proud of their maritime heritage. I always spoke on the importance of raising awareness of shipping with the general public and suggested the use of regional maritime heritage as a way of achieving this. 

I decided to ask countries that hosted IMO World Maritime Day events to highlight their maritime heritage as part of their events, and one of the reasons I established the IMO Maritime Ambassador Scheme in 2015 was to raise awareness of maritime heritage in every nation. I see tremendous potential to undertake such promotion to the real value of shipping.

What is unique about the World Congress on Maritime Heritage?

There are many national and international groups interested in history and mankind's cultural heritage. However, the World Congress on Maritime Heritage is the first attempt to discuss future activities for those interested in maritime history and in particular, ways of promoting the proper and wider recognition of maritime heritage in the mind of the general public.

The holding of such a high level international meeting is itself a challenge, and I sincerely hope that this event will generate momentum for further international activity among those involved in academic study, maritime museums, societies of maritime history and various sectors of the shipping industry including seafarers and training institutions. It is also relevant to governments, the fishing industry and those interested in how the Sustainable Development Goals relate to the ocean.

What aspect of maritime heritage will you talk about during your keynote address at the Congress?

In the session titled “Ocean as a Pathway to Governance” I intend to talk about the values of the present system of global maritime governance achieved through decades of continuous effort by the United Nations, the IMO and the shipping industry. I intend to discuss the origins of maritime governance by reviewing the maritime history of North East Asia, set out the important elements of maritime governance in the present day, the achievements of the IMO and current and future challenges faced by the international shipping industry.

I am also looking forward to listening to discussions between established maritime museums such as the British National Maritime Museum in Greenwich and newcomers such as The Galeón in Manila, discussions on how to promote the activities of the International Congress of Maritime Museums, discussions on how international rules and regulations and the current system of maritime governance could be considered part of maritime heritage, discussion on how shipping companies could contribute and discussions on cooperation among existing maritime heritage societies. 

What outcomes do you hope to see at the World Congress on Maritime Heritage?

Although it is always not well appreciated and easily forgotten, our modern life is created on our past maritime history and maritime heritage. The World Congress on Maritime Heritage will provide an excellent opportunity for us to recognize our past and consider future developments.

It is hoped that this will be the first of many biannual events. By bringing together stakeholders to discuss ways to leverage their activities to enhance the public’s knowledge about the oceans and ocean transportation, we hope to ensure the sustainability of the oceans. This will require careful stewardship and research, and we need to put the public’s focus on what a valuable role shipping and the oceans plays in global society. To that end, we are breaking into regional groups on the second day to discuss potential collaborative projects which could be brought to fruition by the next Congress in two years’ time.

U.S. Coast Guard Receives Funding for New Heavy Icebreaker
by The Maritime Executive
Saturday, February 16, 2019

The compromise federal funding package that President Donald Trump signed into law on Friday has received attention for its passage - which averted a second government shutdown - and for the relative absence of border security funding from its 1,100-plus pages. It also contains significant good news for the Coast Guard, which received $655 million to build one heavy icebreaker and $20 million in long-lead-time funding for a second, according to USNI News. 

As part of the budget deal finalized this week, Congress appropriated $2.25 billion in capital expenditures for Coast Guard shore facilities, vessels, ATON and aircraft. This is slightly more than the Department of Homeland Security's FY2019 budget proposal, which requested $1.9 billion, including $750 million for one icebreaker. Before the shutdown in December, the Senate version of the DHS appropriations bill included the icebreaker, but the House version did not, putting priority on funding a border wall instead. After the shutdown, the balance appears to have shifted in favor of the Senate's bill - putting the Coast Guard on a path to replace an aging platform with significant reliability problems.

The Coast Guard has one remaining heavy icebreaker, the 1976-built Polar Star. She is among the most capable vessels of her type, with enough power to break through ice of up to 21 feet thick, but she is now well past her designed service life. In her 2018 icebreaking season, she suffered a shaft seal failure leading to flooding, along with an electronic control failure that took out one of her three turbines. This year, one of her electrical systems began to smoke, causing damage to wiring in an electrical switchboard, and one of her evaporators failed. Like last year, she also experienced a leak from a shaft seal, which halted icebreaking operations until scuba divers could make repairs. 

The Star's sister ship, Polar Sea, left service in 2010 after a catastrophic engine failure. She now serves as a parts donor to sustain the Star's Cold War-era systems. The Coast Guard has noted that it has no self-rescue capability in the event that the Star should suffer a similar breakdown in heavy ice. 

Given these vulnerabilities and the increasing need for a U.S. national security presence in the Arctic, the Coast Guard hopes to build three heavy and three medium medium icebreakers. Its ambition is to deliver the first heavy icebreaker - rebranded as the "Polar Security Cutter" - by 2023. 

Danica Takes On Ultramax Newbuilding
by The Maritime Executive
Saturday, February 16, 2019

Crew management specialist Danica is pleased to announce it has been entrusted with the crew management of the newbuilding ultramax Port Imabari for Lisbon-headquartered Portline Bulk International.
Delivered in January, the 63,500 DWT Port Imabari, equipped with four 30.5 tonnes (SWL) grab cranes, was built at Japan’s Imabari Shipyard. The Marshall Islands-flagged bulk carrier brings Danica’s fleet of crew managed vessels to 23.
Henrik Jensen, Danica Managing Director, said: “We thank the owners for the trust they have shown in us and we appreciate the good cooperation shown by teams in both companies which helped ensure this vessel sailed smoothly into our crew management service.”
The vessel made her maiden voyage from Japan to Vancouver, Canada and crew members sent a photograph to Danica of a snowman they made on deck during the inaugural trip (below). Mr Jensen added: “We wish the Master, officers and crew of the Port Imabari safe sailings and good winds.”

Photos: Ferry Strikes BBC Freighter on Amazon River
by The Maritime Executive
Friday, February 15, 2019

[Brief] In the early hours of Friday morning, the ferry Men del Norte II collided with the bulker BBC Zarate on the Amazon River, near the port of Iquitos, Peru. The ferry partially sank following the collision.

The crew of the Zarate aided in rescuing the ferry's 100 passengers and crew, with the assistance of good samaritan boats and first responders from the nearby port. No fatalities have been reported, though many survivors lost their possessions. Two trucks aboard the ferry went into the river, along with motorcycles, taxis, cattle and poultry, reported local television station RPP.

One passenger told local media that the ferry had experienced mechanical problems earlier in its voyage from Pucallpa to Iquitos. Peruvian authorities have launched an investigation into the circumstances of the incident. 

Image courtesy Alimber / Twitter

Image courtesy Pawel Sprusinski / Twitter

Image courtesy Pawel Sprusinski / Twitter

Image courtesy Pawel Sprusinski / Twitter


Eyes in the Sky: Hunting Smugglers in All Weather
by The Maritime Executive
Friday, February 15, 2019

It was completely dark in the middle of the Caribbean Sea on the evening of October 3, 2018. Dense bands of cloud shrouded the moon, obscuring all light. Storms intermittently rumbled, dampening the darkness with sheets of rain.

Five thousand feet above the sea, a large white airplane sliced through the gloom, its telltale orange stripe and Coast Guard shield obscured by the shadows. Pilots and crew members inside the HC-130 Hercules airplane did not mind the obscurity; in fact, it was a critical part of their mission.

They had been sent into the black, windy night to search for a particular vessel, a panga boat suspected of transporting cocaine northward. Beyond their “search box,” a targeted area in international waters off Costa Rica, the aircrew was armed only with the HC-130’s sensory equipment, years of training and their own intuition.

Petty Officer 1st Class Matt Lotz, a seasoned mission system operator aboard the Hercules, used all three to locate the target. Wrestling with filters and scan methods, he used the plane’s camera to spot and track the panga down below, despite the pitch-black night.

Hovering far overhead, the Hercules crew initiated the “end game,” the final stage in which aircrews help surface assets locate targets. Coast Guard Cutter Donald Horsley, the nearest asset, steamed toward the panga and launched a small boat crew to close the final distance.

Little did the crews know that the end game would be rife with difficulty that night.

“The small boat crew experienced some technical difficulties,” said Lt. Patrick Spencer, aircraft commander of the HC-130. “Matt thought outside the box. He figured out a way to talk directly to the small boat so he could direct them to the target.”

Acting as the boat crew’s aerial navigator, Lotz guided them within 50 feet of the panga. The pursuit was short, but lively, with the panga crew leading the Coast Guard team in wild arcs through the darkness. With the Hercules aircrew serving as their eyes in the sky, Donald Horsley’s crew seized 600 kilograms of cocaine that night, a haul valued at approximately $17 million.

“When we get to see the end game, the actual drug bust, it gives the crew a sense of accomplishment,” said Lt. j.g. Zachary Georgia, an HC-130 pilot at Coast Guard Air Station Elizabeth City who routinely participates in Joint Interagency Task Force South’s counter-narcotics missions.

In 2018, HC-130 crews from Air Station Elizabeth City conducted more than 100 JIATF South aerial patrols, directly contributing to the arrests of 34 suspected drug smugglers and the interdiction of 27,000 kilograms of narcotics worth over $745 million. While working in Central America, the aircrews operate from several different locations, and their patrol coverage varies wildly during their deployments. When the crews receive task direction from JIATF South, they are directed to search an expansive area, to investigate a known target, or to insert themselves into the end game of an ongoing case.

“Flexibility is key,” said Petty Officer 1st Class Trevor Tufts, an aviation maintenance technician in charge of the HC-130’s mechanical functions while airborne. “We don’t actually know where we’re going until we get the pre-mission brief each day. I’ve had the location change 10 minutes before departure.”

Coast Guard aircrews work with a diverse array of entities and agencies while deployed in support of JIATF South, including the U.S. Navy, U.S. Air Force, U.S. Customs and Border Protection, and law enforcement agencies of surrounding nations. But according to the Coast Guard crews, the HC-130 Hercules airplane is what truly distinguishes them from their many teammates.

“We can offer twice the range of some of the other planes working down there,” Lt. Spencer said. “We simply have the best plane for the mission.”

Air Station Elizabeth City is home to five HC-130J Super Hercules airplanes, the more advanced version of older HC-130H airplanes, which Tufts said is an important distinction. The J-model of the HC-130 touts increased air speed, increased flight time, a camera equipped with infrared sensors, and a 360-degree surface search radar, all features that help aircrews efficiently hunt down drug smugglers.

Mission system operators like Lotz arguably benefit from the airplane’s equipment the most. As the person simultaneously communicating with JIATF South and other entities, monitoring the radar for possible targets, recording footage of action down below, and directing the movements of surface assets, Lotz said he appreciates the HC-130’s trappings.

“For an MSO, it’s our time to shine,” Lotz said. “I love it. I’d do it forever.”

Story by Petty Officer 2nd Class Corinne Zilnicki / U.S. Coast Guard. This article is available in its original form here

Iceland to get First Electric Ferry
by Ship Bunker
Friday, February 15, 2019

For delivery in 2019.

Photos: Maersk Honam's Stern Loaded for Transport
by The Maritime Executive
Friday, February 15, 2019

The undamaged half of the container ship Maersk Honam has been loaded onto a heavy lift vessel for transport to Geoje, South Korea, where it will be incorporated into a new hull. 

The 100,000 dwt semi-submersible heavy lift ship Xin Guang Hua took the stern half of the Honam on board with the assistance of several harbor tugs, and it has since departed Jebel Ali. Maersk anticipates that the Hua and her cargo will arrive in March, and expects that the repairs will be completed before the end of the year.

The remaining portions of the former ship - including the accommodations block and the fire-damaged bow - were removed at Drydocks World Dubai, and will be scrapped. 

All images courtesy Maersk

The Honam after the fire (Image courtesy Indian Coast Guard)

On March 6, 2018, as the Maersk Honam was under way off the coast of Oman, a fire broke out in a cargo hold forward of the wheelhouse. Five crewmembers died in the blaze that followed, and an unspecified number were injured. Salvors fought the fire for weeks after as the Honam drifted in the Arabian Sea.

Once most hot spots were extinguished, salvage tugs towed her through the Strait of Hormuz to Jebel Ali, where she arrived in mid-May. To retrieve surviving containers, cargo owners had to pay a hefty salvage security of 42.5 percent, plus a general average deposit of 11.5 percent and the cost of onward transport. 

The 15,000 TEU Honam was carrying about 8,000 containers at the time of the fire, including an unspecified quantity of dangerous goods. Maersk has said that all cargo on board was stowed in accordance with the IMDG code, and has since instituted random physical checks (in U.S. ports) to verify that "cargo descriptions match actual contents of the container." The company has also instituted new guidelines on the locations where properly-declared dangerous goods may be stowed on board. 

IMO2020: Orim Energy Claims ARA 0.50%S VLSFO Bunkering First
by Ship Bunker
Friday, February 15, 2019

Bunkers delivered to a major container shipping liner in the Port of Rotterdam.

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WP_Post Object ( [ID] => 2829 [post_author] => 1 [post_date] => 2013-03-14 04:31:37 [post_date_gmt] => 2013-03-14 04:31:37 [post_content] =>

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