Virginia-Class Submarine Indiana Launched

The Virginia-class submarine Indiana (SSN 789) was launched into the James River at Huntington Ingalls Industries’ (HII) Newport News Shipbuilding division, the shipbuilder recently announced. The submarine was moved to the shipyard’s submarine pier for final outfitting, testing.

indiana class sub

  Photo Credit: Ashley Major/HII
Over the next several months, they will work closely with the Indiana crew to bring this great ship to life. With the Navy’s recent increase in SSN force structure requirements from 48 to 66 submarines, the shipbuilders here at Newport News and at our teaming partner, Electric Boat, understand the importance of getting these highly valued ships delivered and ready for mission-tasking by our Navy leadership.
Indiana is the 16th Virginia-class submarine and the eighth that will be delivered to the U.S. Navy by Newport News. Nearly 4,000 shipbuilders have participated in Indiana’s construction since the work began in September 2012.
Indiana was moved out of a construction facility into a floating dry dock using a transfer car system. The floating dry dock was submerged, and the submarine was then launched into the James River. The approximately 7,800-ton submarine was moved to the shipyard’s submarine pier, where final outfitting stages, equipment performance testing, and crew certification will take place.
Virginia-class submarines, a class of nuclear-powered fast attack submarines, are built for a broad spectrum of open-ocean and littoral missions to replace the Navy’s Los Angeles-class submarines as they are retired. Virginia-class submarines incorporate new technologies and innovations that increase maneuverability, and firepower,  and stealth and significantly enhance their warfighting capabilities. These submarines are capable of supporting multiple mission areas and can operate at submerged speeds of more than 25 knots for months at a time.

Philly Shipyard starting four LNG Containerships, for new Hawaii line

Philly Shipyard Inc. (PSI) has begun construction of up to four new Jones Act compliant container type vessels and is actively promoting the formation of a new entrance into the containership trade between the U.S. mainland and Hawaii with a goal to enter service in 2020 as modern emissions standards make the islands old steam ships obsolete.

philly shipyard

Image Credit: Philadelphia Magazine

The new ships will be a continuation of the two Aloha-class 3,600 TEU containerships that Philly Shipyard is currently building for Honolulu-basedMatson Inc.

The Hawaii-Mainland trade route is currently serviced by two carriers, Pasha Group and Matson Navigation.

Philly Shipyard’s corporate parent is Aker ASA, a Norwegian industrial investment company with interests in marine assets including oil and gas and fisheries. The shipbuilding company has a successful history promoting new Jones Act vessel owners in the U.S. market, including the American Shipping Company and Philly Tankers.

In a prepared statement, PSI explained its rationale for launching the Hawaii-to-Mainland trade venture by explaining that the current carriers in the region are reliant in part on a group of near end-of-life steamships and that when stricter new MARPOL/ECA emissions regulations take effect in 2020, several of the older steam powered vessels now serving the route will be out of compliance.

Even if these aging steamships are modified, they would be less reliable and carry significantly higher operating costs than modern vessels in areas such as fuel consumption and manning and maintenance requirements.

PSI has commenced design work and procurement activities for the vessels, with the planned delivery dates for the first pair of vessels being in 2020, and the second pair 2021. They’ll be a direct continuation, PSI said, of the series of two similar 850-foot, 3,600-TEU “Aloha class” containerships that PSI is currently building for Matson Navigation’s Hawaii


Salish Raven

CTV Vancouver Island

Last Updated Wednesday, June 7, 2017 4:15PM PDT

BC Ferries’ third natural gas-powered vessel has finally arrived in Victoria, but it’s looking a little more bare than the others.

salish raven

The Salish Raven pulled into Ogden Point Wednesday after capping off a 41-day journey from Gdansk, Poland, where it was built.

The two other natural gas ferries, the Salish Orca and Salish Eagle, have already arrived sporting artwork from B.C. First Nations artists.

But the exterior of the Raven is still blank – because temperatures in Poland were below ideal for applying Musqueam Nation artist Thomas Cannell’s work, according to BC Ferries.

Now that it’s here in B.C., the artwork will be applied before the ferry goes into service on Southern Gulf Islands routes this fall.

The vessel will carry 145 vehicles and up to 600 people.

The Salish Orca already began servicing the Comox-Powell River route in mid-May, and the Salish Eagle will go to work on the Tsawassen-Southern Gulf Islands route in late June.


Car carrier Neptune Thelisis collided with crane in Port of Luka Koper

By Svilen Petrov – Maritime Herald

Source article below:

The car carrier Neptune Thelisis collided with quay and crane in Port of Luka Koper, Slovenia. The ship was moored at the port, but strong winds with gusts reaching 110 km/h and the severe storm hit the port, causing breaking of bow mooring lines. The vessel drifted with her bow and turned around the key under the strong pressure of the gusts. car carrier Neptune Thelisis struck against the quay and a gantry crane of the coal terminal collapsed. The accident was immediately reported to local authorities and at the scene were sent tugs which assisted with fixing and securing the cargo ship.

Neptune crane accident

Photo Credit: Mateja Dominko

There were no injuries among the dockworkers and crew, but the damages caused by the storm were sufficient, as according to Port of Luka Koper administration the cost were 10-15 million EUR. The local authorities initiated investigation for the responsibilities and the root cause of the accident.

The car carrier Neptune Thelisis suffered only minor damages and dents during the allission. There is no report about water pollution as well. The vessel will be inspected before return in service.

The car carrier Neptune Thelisis (IMO: 9306718) has overall length of 165.00 m, moulded beam of 26.23 m and maximum draft of 5.80 m. The deadweight of the ship is 6,200 DWT and the gross tonnage is 27,788 GRT. The car carrier was built in 2006 by Fincantieri Palermo shipyard and operated by Neptune Lines.

Yi Sun-sin

Born: April 28, 1545 Died: December 16, 1598 Korean Admiral Yi Sun-sin was originally an Army Commander who earned his reputation fighting Manchu nomads on Korea’s northern border. After a period out of power, he was made Commander of the Cholla Naval District. Faced with the looming threat of a Japanese invasion, Yi took vigorous […]

via Yi Sun-sin — Weapons and Warfare

The Basics of Satellite Technology on Ships

Vessels at sea – Radio telecommunication at sea has undergone a major change in the last century. After the days of semaphores and flags (which is still relevant today in some cases), radio brought about a drastic change in marine communication at sea.

ais ship

From the early years of the last century, ships started using radios for communicating distress signals among the ships themselves and with the shore. Radio telegraphy using Morse code was used in the early part of the twentieth century for marine communication.

In the 1970s, after considering the studies of the International Telecommunication Union, IMO brought about a system where ship-to-ship or ship-to-shore communication was put into action with some degree of automation, where a skilled radio officer keeping 24×7 watch was not required.

Marine communication between ships or with the shore was carried with the help of on board systems through shore stations and even satellites. While ship-to-ship communication was brought about by VHF type radio  Digital Selective Calling (DSC) came up with digitally remote control commands to transmit or receive distress alert, urgent or safety calls, or routine priority messages. DSC controllers can now be integrated with the VHF radio as per SOLAS ( Saftey Of Life At Sea).

While INMARSAT gives the scope of two-way communications, the Corpas Sarsat has a system that is limited to reception of signals from an emergency position and places with no facilities of two-way marine communications, indicating radio becons (EPIRB). Satellite services, as opposed to terrestrial communication systems, need the help of geostationary satellites for transmitting and receiving signals, where the range of shore stations cannot reach. These marine communication services are provided by The company Inmarsat and COSPAS – SARSAT (a multi-national government funded agency).

For international operational requirements, the Global Maritime Distress Safety System – also known as (GMDSS) has divided the world into four sub-areas. These are four geographical divisions named as A1, A2, A3 and A4.

Different radio communication systems are required by the vessel to be carried on board ships, depending on the area of operation of  the vessel.

A1 – It’s about 20- 30 nautical miles from the coast, which is under coverage of at least one VHF coast radio station in which continuous DSC alerting is available. Equipment used: A VHF, a DSC and a NAVTEX receiver (a navigational telex for receiving maritime and meteorological information).

A2 – This area notionally should cover 400 nautical miles off shore but in practice it extends up to 100 nautical miles off shore but this should exclude A1 areas. Equipment used: A DSC, and radio telephone (MF radio range) plus the equipment required for A1 areas.

A3 – This is the area excluding the A1 & A2 areas. But the coverage is within 70 degrees north and 70 degree south latitude and is within INMARSAT geostationary satellite range, where continuous alerting is available. Equipment used: A high frequency radio and/ or INMARSAT, a system of receiving MSI (Maritime Safety Information) plus the other remaining systems for A1 and A2 areas.

A4 – These are the areas outside sea areas of A1, A2 and A3. These are essentially the Polar Regions North and South of 70 degree of latitude. Equipment used: HF radio service plus those required for other areas.

All oceans are covered by HF marine communication services for which the IMO requires to have two coast stations per ocean region. Today almost all ships are fitted with satellite terminal for Ship Alert Security System (SASS) and for long range identification and tracking as per the SOLAS requirements.

On distress, Search and Rescue operations from Maritime Rescue Co-ordination centers are carried out among other methods, with the help of most of these marine navigation tools. Naturally, the sea has become a lot safer with these gadgets and other important navigation tools that have been recommended by the IMO and as enshrined in GMDSS.

Each Inmarsat-5 satellite is expected to have a commercial life of 15 years.

UnCruise Announces 2018 Deployment

Article first appeared at

UnCruise Adventures has launched its 2018 schedule of small ship cruises highlighted by a new itinerary on the Columbia and Snake Rivers, plus a fresh lineup of itineraries and an expanded selection of ships in Alaska, according to a company statement. Book yours now… What are you waiting for?

unicruise ss legacy

Image Credit: Unicruise

Of note, the 88-guest S.S. Legacy heads to Alaska from April through mid-August, then sails on the Columbia and Snake Rivers from August through November.

Based in Seattle, Washington, the line operates eight adventure ships, plus a partner vessel in the Galápagos, carrying 22 to 88 guests in Alaska, coastal Washington, British Columbia, Columbia & Snake Rivers, Mexico’s Sea of Cortés, Hawaii, Galápagos, Costa Rica and Panamà.

“The Columbia & Snake River system is an outdoor enthusiasts’ mecca, and extending our style of adventure there is a natural fit,” said Captain Dan Blanchard, CEO. “In order to make it an UnCruise, we need to slow down, take time to kayak, sightsee by skiff, and go hiking. We purposely build flexibility into our itineraries to make each day the best day possible.”

The S.S. Legacy will sail eight departures between Portland, Oregon and Lewiston, Idaho (or reverse) on a new weeklong “Rivers of Adventure” itinerary from mid-August to October. An included charter flight to/from Lewiston makes it roundtrip Portland, Oregon. With a new focus on adventure, river exploration includes a jet boat ride into Hells Canyon, Deschutes River whitewater rafting, hiking, biking, yoga, paddle boarding, kayaking, skiff tours, swimming and a winery tour.

Read the whole story at the source  – Just click below.

The Clayoquot Slope

Clayoquot Slope lies about 1250 m below sea level and approximately 20 km landward of the toe of the Cascadia subduction zone. The Cascadia subduction zone is the area where the Juan de Fuca plate is subducting beneath the North American plate. This is a zone where much of the thick layer of sediments deposited on the eastern flank of the Juan de Fuca Ridge are scraped off and accreted as the tectonic plates converge.

Clayoquot Slope

Image Credit / Ocean Networks Canada

Clayoquot Slope is home to a variety of deep-sea organisms. Many demersal fish such as rockfish, flatfish, throny heads, and rattails are found near the bottom. Other organisms such as echinoderms (sea cucumbers, brittle stars, sea stars), octopus, crabs, cnidarians (sea pens, corals, anemones), and bacterial mats are also seen at Clayoquot Slope. In the water column, organisms such as squid, krill, jellyfish, siphonophores, and larvaceans have been observed during installation and maintenance work.

  • Location: Lat: 48°40.2387’ N, Lon: 126°50.8832’ W
  • Seafloor Composition: Soft muddy sediments 3-5 km thick, along with gas hydrate deposits.

Canadian Coast Guard Fleet Modernization Underway

By Eric Haun –

ABB said it will modernize 10 out of 14 Medium Icebreakers and High Endurance Multi Task Canadian Coast Guard ships to extend the operational life of the vessels by another 20 years.

ccgs ice breaker

Image Credit: CCGS

“For more than 75 years ABB has been working at the cutting edge of icebreaker technology and we are delighted to bring this expertise to these Canadian Coast Guard ships,” said Jyri Jusslin, Senior Vice President of ABB Global Marine & Ports Service. “We have a long successful track record of working with both AC and DC systems and we are delighted the Canadian Coast Guard recognizes ABB as a reliable partner.”

Design and work supply on first of the 10 vessels, CCGS Pierre Radisson, is already underway and will be completed in July 2017. From then on the remaining nine vessels will be completed in following order: CCGS Ann Harvey (2018), CCGS Des Groseilliers (2018), CCGS Sir William Alexander (2018), CCGS Martha L. Black (2018), CCGS Henry Larsen (2019), CCGS Edward Cornwallis (2019), CCGS Sir Wilfrid Laurier (2020), CCGS George R. Pearkes (2020), CCGS Amundsen (2020).

Medium Icebreakers and High Endurance Multi Task Vessels typically work year-round, performing search and rescue, maritime navigational aids, ice breaking, oceanographic studies, patrol and protection of Canada coastline. In winter, the vessels are assigned to icebreaking and ship escort operations at Canadian waters, St. Lawrence Seaway and Great Lakes. Every summer CCGS Amundsen is charted by a scientific consortium and makes her way to the Canadian Arctic to conduct a wide variety of scientific missions. While in the Arctic, the vessels also serve as a primary search and rescue unit and provides support to scientific missions when possible.

Three of the vessels equipped with DC-propulsion system are upgraded to utilize latest control technology while maintaining DC-motors and generators. On the remaining seven vessels ABB will replace the Propulsion Cycloconverter Drives. The Propulsion Control and Monitoring systems will be upgraded in all the vessels with proven marine approved products including Control Levers, Generator Excitation Systems, Dynamic Brake and Excitation Transformers. The replacement work includes all project services from engineering to installation and commissioning.  Continue reading