The Makassar Strait, also called the Indonesian Selat Makassar and the Macassar Strait, is a narrow passageway on the west-central Pacific Ocean. It is situated between the islands of Borneo and Sulawesi in Indonesia.

It joins the Celebes Sea to the north and meets the Java Sea to the south. Towards the northeast, it forms the Sangkulirang Bay. The Mahakam and Karangan Rivers empty into the strait.

It is a strategic waterway and a key shipping route.

Discussed in this article are 7 major facts about the Makassar Strait.

1. Extent of the Makassar Strait

The strait extends 500 miles or 800 km northeast-southwest from the Celebes Sea to the Java Sea. It passes between Borneo on the west and Celebes on the east. The strait’s width varies from approximately 80 to 230 miles or 130 to 370 km.

The International Hydrographic Organisation defines the strait as a part of the East Indian Archipelago waters. Its limits were defined by IHO as the channel between Sulawesi’s west coast, earlier called Celebes, and the eastern coast of Borneo.

The strait is limited to the north by a line which connects Tanjong Mangkalihat in Borneo and the Cape Rivers. On the south, it is bounded by a line from the southwestern end of the Celebes, passing through the southern point of Tana Keke to the south end of Laoet before it goes to the island’s western coast to Tanjong Kiwi, ultimately across to Tanjong Petang in Borneo at the southern end of Laoet Strait.

2. High Marine Biodiversity

The Makassar Strait is rich in marine biodiversity and is a major migration route for many species. Per studies, it is home to over 700 fish species, including mackerel, grouper, tuna, and reef fish. The whale shark also feeds on the abundantly available small fish and plankton in the strait’s waters.

The strait also attracts spinner dolphins and melon-headed whales. Humpbacks migrate here seasonally, and hawksbill, leatherback, and green turtles live there.

Various hard and soft corals form vital reef habitats. More than 250 coral species are found in the Makassar Strait. Mangrove forests along the coast offer nursery areas for shellfish, crustaceans and other fish. Extensive Seagrass meadows support sea turtles and dugongs.

3. Fishing is a major economic activity

Thousands of fishermen depend on fishing in the Makassar Strait waters for their livelihood. The coastal communities still use traditional methods of fishing. The fish caught is consumed by the families, and the excess is sold in local markets for some additional income.

The typical catch includes tuna, mackerel, shrimp, crab, and squid. Skipjack and yellowfin tuna make up the bulk of the catch.

Prominent fishing ports along the Makassar Strait lie in South Sulawesi and East Kalimantan. Near these facilities lie factories and fish processing units.

The total annual revenue from fishing in the Makassar Strait is more than one billion dollars. Tuna catches alone amount to hundreds of millions for Indonesia. Most tuna is exported to Japan, Europe, and the U.S.

Though fisheries constitute a significant resource, overfishing and pollution have depleted fish stocks, particularly of species such as groupers.

Another concern is the bycatch of endangered species like green turtles and sharks. Hence, marine protected areas are being established, and efforts are being made to deal with these issues effectively.

4. Has a tropical climate

The region has an average temperature of 27.5 °C with almost no extreme variation due to its location. The average high is about 32.5 °C, and the average low is around 22.5 °C throughout the year.

Rainfall is high, with the annual average being 2000 to 3000 mm. The weather is warm and humid, with air temperatures between 26-32°C.

The Makassar Strait’s water is warm and comfortable, with average temperatures of 28-30°C. It is warm even during winter, so many people flock here for a perfect holiday. Visibility in the water ranges from 30 to 100 feet.

Strong tidal currents, some with speeds of over four knots, exist in the strait. These currents are caused by the mixing of waters from the Java, Flores, and Banda Seas.

Seasonal monsoon winds also influence weather. Southeast trade winds blow from December to March. Northwest Monsoon winds prevail from June to September.

5. Laut and Sebuku Islands are the largest in the Makassar Strait

Laut Island lies off the southeastern coast of Borneo in the Makassar Strait. It is 100 km long from north to south and 30 km wide from east to west. The island covers an area of 2062 square kilometres. It is low-lying and flat; however, in the northeast, hills rise to around 800 m. Most of the island is dotted with coconut palms, mangrove trees and sago. It has a hot and humid climate with a rainfall of 150 inches between November and May.

The majority of people on the island are engaged in producing spices, especially pepper and rubber, which are cultivated in plantations. Coal mining is also important; coal, copra and pepper are the principal export items. The Port of Kotabaru on the island’s northern end is linked via roadways with Karambu on the west coast.

6. Balikpapan is the main settlement along the strait

Balikpapan is a major bay and seaport in East Kalimantan, Indonesia. It is on the eastern coast of Indonesian Borneo, facing the Makassar Strait. It is the site of an oil refinery that processes crude oils.

It was a fishing village that was developed in the 19th century. Oil drilling began here in 1897. Two years later, the Dutch East Indies colonial administration gave it the status of a township.

In 1907, Bataafsche Petroleum Maatschappij made it its headquarters and brought engineers and other skilled labourers from abroad to the settlement. Many MNCs came here and invested in the oil industry, leading to an economic boom.

During the Second World War, Japan occupied it, and the Allies also bombed it in the first Balikpapan battle in 1942 and another battle in 1945.

Oil fields have been operating here since 1899. Some lie in the coastal region around 100 km northeast. The refinery was destroyed in 1942 during the Second World War, but it was rebuilt after the war ended.

7. Has many important ports and harbours

Bontang Port is located in the Makassar Strait on the east coast of Kalimantan Island. It is a major LPG and LNG export terminal. Kaltim Fertiliser Harbour is north of the LNG facility and handles liquid ammonia, general cargo, and urea.

Balikpapan has a massive oil refinery and is an oil tanker port. It also deals with general cargo, forest products, scrap iron and rattan. Additionally, it has a coal terminal at Tanjung Makassar with a deep approach channel.

Approximately 34,500,000 tonnes of cargo, 93,000 TEU and 6,000 vessels are handled annually here.
Makassar is one of the leading Indonesian ports. It lies on the southwest coast of Sulawesi Island and serves Ujung Pandanf, the capital of south Sulawesi province. It is well-sheltered and exports rubber, spices, coffee, shells, gum, wood, rattan, tripang and copra.

Major imports include cotton, woollens, glassware, wine, spirits, hardware, and tobacco. Around 9,681,800 tonnes of cargo and 302,000 TEU are handled annually.

Pare-Pare lies on the west coast of Sulawesi. It is a busy port open to international trade, cruise lines, and the export of cereals, rice, coffee, and livestock. It handles around 976,000 tonnes of cargo, 2,800 TEUs, and 1,000 vessels annually.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

7 Amazing Makassar Strait Facts appeared first on Marine Insight - The Maritime Industry Guide

The Beaufort Sea is a marginal sea of the Arctic Ocean, north of the Northwest Territories, the Yukon, Alaska and west of Canada’s Arctic Islands.

It is named after hydrographer Sir Francis Beaufort. The Mackenzie River, the longest river in Canada, drains into the Canadian part of the Beaufort Sea, west of Tuktoyaktuk, one of the few permanent settlements on the sea’s shores. Other important rivers that empty into the Beaufort Sea are the Kongakut River in Alaska and the Firth River in Yukon.

Read along to learn 10 interesting facts about the Beaufort Sea.

1. Contains significant petroleum and natural gas resources

The Beaufort Sea has many petroleum and natural gas reserves, such as the Amauligak field. These reserves were found between the 1950s and the 1980s, and since then, resource exploration has become a major activity in the region.

It was estimated to contain around 250 km3 of oil and 300,000 km3 of natural gas when first explored in the 1950s. Offshore drilling commenced in 1972, and 70 wells were up by the 1980s, which rose to 200 by 2000. Hence, around 46.5 million m3 of soil was dredged. Around 50,400 m3 of oil was produced in 1986.

Taglu Gas field was found in the Mackenzie River Delta in 1971, followed by the Parson Lake and Niglintgak fields. The estimated gas reserves of these fields include 58,600 km3, 35,400 km3 and 13,600 km3.

The Amauligak field is the biggest known oil reserve of the sea, found in 1984, and is estimated to have 37.3 km3 of oil and 38,500 km3 of gas. However, development is hindered by the remote locations of these deposits.

In 2017, the U.S Bureau of Ocean Energy Management allowed Eni, an Italian multinational oil and gas company, to drill 4 oil exploration wells on Spy Island, one of the 4 artificial islands in the Beaufort Sea.

2. Has a Complex Geography

Many rivers, like the Kongakut River in Alaska and the Firth River in Yukon, drain into this Sea. The major river that flows into it is the Mackenzie, also the longest river in Canada. Its coastal shelf is narrow, especially east of Point Barrow in the Alaskan part of the Beaufort Sea. One major underwater feature here is submarine valleys. The Sea becomes broader near the Mackenzie River delta but does not exceed 145 km.

Closer to the coast, the depths are shallower than 60 m, but they rapidly increase northwards up to a few km, changing into a big platform similar to that of oceans.

There are several islands in the Beaufort Sea and the Mackenzie River Delta. Some big ones lie west of the Mackenzie River, like Herschel Island, which is just 4 km from the shore. Barter Island is 03 km from the coast and spans 13 km2. The Beaufort Sea coasts are low; maximum elevations range from 250 to 750 m.

The soil remains frozen throughout the year, and at a depth below a metre or even less, it forms permafrost. Just a few centimetres thaw in the short summers. This is why buildings are elevated above the ground on wooden piles immersed in the permafrost.

3. Border Dispute between Canada and the U.S

An ongoing border dispute between Canada and the U.S involves a wedge-shaped part of the Beaufort Sea in the Arctic Ocean. The disputed region is called the Beaufort Sea Triangle or the Beaufort Sea Wedge. It covers an area of 21,000 square kilometres.

The issue centres around where the maritime border between the two nations should be drawn in the region. Canada claims the boundary should be as per the 141st meridian west, and the US claims it should deviate slightly east of that line.

The border issue is important for Canada and the U.S. because as the ice melts due to global warming and more of the sea opens for navigation, it will open new fishing and resource development opportunities. Control of the Beaufort Sea waters in the disputed region has economic implications for both parties.

Canada and U.S have negotiated the dispute since the 1970s. However, they failed to reach an agreement on the same and periodically tried to affirm their claims. The disputed wedge is not clearly delineated on official maps issued by both.

4. No large-scale commercial fishing allowed

In 2009, the U.S Secretary of Commerce announced a moratorium on fishing the Beaufort Sea north of Alaska. It was imposed because it was argued that once global warming made those waters available for commercial fisheries, they would be exploited, threatening the fragile ecosystem. Hence, the need to develop a plan for sustainable fishing was emphasised.

There are no widespread commercial fisheries in the waters now. This decision stirred controversies in Canada as the region where the USA announced the moratorium is a massive wedge-shaped part of the disputed waters.

Due to limited scientific research and evidence, the moratorium is in place to preserve the region’s fish stocks that are yet not fully understood. Many fish species are data-poor.

It will stay in place until more research on fish populations and the ecosystem impacts are identified. This would help determine sustainable catch levels if commercial fishing is allowed.

However, subsistence fishing by the native communities continues in the Beaufort Sea under the Moratorium since it is on a very small scale using traditional techniques and has a minimal ecological footprint.

In 2014, the Government of Canada further announced that no commercial fisheries would be considered in the Beaufort Sea until research shows sustainable stocks that would be available to the Inuvialuit first.

It also designated parts of the Beaufort Sea as Marine Protected Areas. One such is the Anguniaqvia niqiqyuam, and it encloses the Parry Peninsula in the Amundsen Gulf. Another one is Tarium Niryutait, situated at the Mackenzie River delta and estuary. These marine protected areas were established to protect the flora and fauna of the region, the different native species and habitats for the Inuvialuit community.

5. Remains frozen throughout the year

The Beaufort Sea is frozen most of the year, except for August and September, when ice breaks near its coast and opens an area that was once a 50- to 100-km-wide strip of open water. In the 2000s, climate change in the Arctic expanded the ice-free area.

Channels of Mackenzie River thaw early, in May and June. The thawing increases the average water discharge from 150,000 to 250,000 m3/s. Some new changes were identified in the Beaufort Sea’s ice cover in 2009. Though ice is stable, and so are water temperature and salinity, the ice structure has changed. The new ice, called rotten ice, is thinner and weaker.

6. The seawater is separated into 4 distinct layers

The Beaufort Sea water has four different layers. The top layer is 100 m, which is the surface water with a temperature of -1.4 degrees Celsius in summer and -1.8 degrees Celsius in winter. The second layer is formed by inflows from the Pacific Ocean and the Bering Sea, with waters coming through the Bering Strait.

The warmest and the deep Atlantic layer has a temperature between 0 and 1. The water at the bottom is colder at -0.4 degrees Celsius and -0.8 degrees Celsius. Average salinity lies between 28-32% parts per thousand going from the south to the north. Air temperatures are -27 degrees Celsius in January and 11 degrees Celsius in July.

The water currents form the Beaufort Gyre, which results in south-westerly and westerly currents close to the shores. The Mackenzie River also affects this circulation, which induces minor eastward steams close to its mouth. The river brings around 15 million tonnes of sediments rich in dolomite and calcium carbonate. Those deposits are spread over the sea and are mixed with gravel and mud.

7. The shoreline of Beaufort Sea marks the limit of polar bears in North America

The coast of Beaufort Sea is covered with tundra and is the northern limit of North America’s terrestrial range of polar bears. The Mackenzie River is a vital habitat for seabirds and whales and is untouched by commercial traffic. Its delta has many ponds and lakes inhabited by muskrats.

Around 80 species of zooplankton, over 70 species of phytoplankton and around 700 species of bryozoans, molluscs, and crustaceans; however, their population is small due to the cold climate.

The eastern part of the Beaufort Sea is home to Beluga whales. Their population is stable and might even increase.

It is not affected by offshore oil exploration in the region. Belugas spends summer in the coastal areas and the Mackenzie River delta, both ice-free at this time. In winter, they migrate to the polynyas of the deep sea. Research shows that the belugas of the Beaufort Sea are different from those of other Canadian and Alaskan waters despite sharing a similar habitat.

8. Has a simple food chain

The food chain of the Beaufort Sea is relatively simple. It begins with algae and phytoplankton, the energy source for zooplankton and coastal amphipods, which are food for fish like the polar cod, Arctic char, and seabirds.

Polar cod is food for arctic char, narwhal, seals and belugas. Bearded seals and walrus feed on benthic invertebrates. The Polar bear lies on the top of the food chain, mainly feeding on seals and large marine mammals.

Major fish species found in the Beaufort Sea include polar cod, arctic cod, arctic char, saffron cod, arctic cisco, lake whitefish, pacific herring, broad whitefish, inconnu, flatfish, fourhorn sculpin, etc.

9. Has a history of occupation going back to 4000 years

Evidence suggests that Paleo-Eskimos arrived on the Beaufort Sea coast around 4000 years ago. There was the Dorset culture, the Thule, and the modern Inuit. In earlier times, they engaged in fishing. Thousands of years old fish bones were found in historic settlements. The people lived a nomadic life and formed permanent settlements much later.

These communities still thrive on these coasts. Their population is rising; however, there is a lack of jobs, and youth prefer to move abroad for employment and better living conditions.

Tuktoyaktuk, Canada and Prudhoe Bay, Alaska, are two major settlements along the Beaufort Sea. Tuktoyaktuk is an Inuvialuit hamlet near the delta of Mackenzie River in the Inuvik Region of the Northwest Territories. It is north of the Arctic Circle on the shores of the Arctic Ocean and is the only place in the Arctic connected to other parts of Canada by roadways. It was known as Port Brabant after British colonisation, and in 1950, it became Canada’s first indigenous settlement, which reclaimed its traditional name.

Prudhoe Bay lies in North Slope Borough in the U.S. state of Alaska. People living there are usually fishermen and mine workers employed in the oil companies. Most of them work at the Prudhoe Bay Oil field, the largest oil field in North America. It lies in the coastal lowland on the Northern Slope.

Some tourists arrive here from Fairbanks by bus or private vehicles to see the tundra, the midnight sun, and the Arctic Ocean. Prudhoe Bay was named by British explorer John Franklin after his classmate Captain Algernon Percy, Baron Prudhoe.

10. Has artificial islands

Many islands lie in the Beaufort Sea. While some of them are natural, others are artificial and came up to meet the needs of the oil drilling industry. Two such man-made islands are Endicott and the North Star Islands. The former was set up in 1987, and the latter was set up in 2001 to enable effective oil drilling. The crude oil is transported to Port Valdez through the Trans-Alaska Pipeline System.

The Beaufort Sea is experiencing pollution due to oil spills during shipping and oil drilling processes, harming its pristine environment. Some rivers that empties into the sea also carry the chemicals and refuse that pollute it further.

This has led to a decline in the marine population. Another reason for the decline was hunting, especially of Bowhead whales, between the late 1880s and 1914. However, laws were brought to stop hunting as the populations of these majestic mammals declined rapidly. Regulations like curbs on fishing have helped protect the threatened species in the Beaufort Sea.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

10 Amazing Beaufort Sea Facts appeared first on Marine Insight - The Maritime Industry Guide

The Federated States of Micronesia is an Island Nation in Micronesia, a subregion of Oceania. It has four states – Yap, Chuuk, Pohnpei and Kosrae. Together, they contain around 607 islands spanning 2700 km north of the equator with a combined area of 702 square kilometres. Near them lies Indonesia, Papua New Guinea, Marianas, Marshall Islands, Palau, Philippines, Japan and the Hawaiian Islands.

The main economic activities in Micronesia are subsistence farming and fishing. Principal crops are taro, bananas, coconuts, yam, sweet potatoes and cassava. Fishing for tuna is undertaken on a large scale, and facilities for storing these fish for export are available at the ports. Pigs and poultry are also raised for livelihood.

The islands do not have any mineral deposits worth commercial exploration except for high-quality phosphate. The islands are beautiful, with lagoons, coral reefs and marine biodiversity. Though there is a potential for developing a massive tourism industry, the remote location and lack of facilities and funds for infrastructural growth hinder progress.

The Federated States of Micronesia depend on international financial assistance, with the U.S being the primary source of revenue.

While Skipjack & bonito, frozen, Tuna (yellowfin), and Bigeye tunas are the major export items, imports consist of machines, meat, cars, processed and canned food, clothes, broadcasting equipment that comes from the U.S, Japan, China and South Korea.

1. Port of Yap/ Tomil Harbour

The Yap Colonia International Port, also known as the Tomil Harbour, lies on the southeastern side of Yap Island. It has a 264 m main dock for handling international cargo and two domestic docks.

The natural harbour was formed by the surrounding coastline and coral reefs that offer safe anchorage for large ships. It covers approximately 1.2 square kilometres and accommodates medium-sized vessels laden with cargo and fishing boats. The harbour depths range from 5 to 15 m, and the entrance channel is 150 m wide with a 7-10 m depth.

The port usually handles container freight apart from vehicles. Break Bulk is not moved unless it is an LCL container, bulk or bagged cargo received or handled internationally.

The port needs maintenance since the storage spaces and other structures are in poor condition. Terminal services are offered by a private company that deals with freight handling and stevedoring.

Usually, 8-10 vessels frequent the port each month. Containers are unloaded by the vessel’s gantry crane since no container cranes are available at the harbour. The port is not congested. However, a lack of sufficient handling equipment might leave it vulnerable at times when many ships are scheduled to arrive on the same day.

A RORO berth made of concrete lies at the port’s eastern end, which handles RORO ramp vessels with up to 500 MT loading capacity.

Imports include frozen meat, vegetables, timber, rice, electronics, canned food, and clothing, while fish, copra, and clothes make up the majority of exports.

Approximately 45,000 tonnes of cargo and 110 ships visit the port annually.

Ships with a maximum LOA of 183 m, a beam of 13 m and a draught of 11 m can access the port.

Port History

Indigenous Peoples of Pohnpei used the Tomil Harbour for fishing, trade and transport from 1000-1300 AD. It was explored by Europeans in the 18th century. In 1886, Germany established a protectorate over Pohnpeir; thus, a small pier in the harbour came up.

In 1994, it was the site of many naval wars and confrontations. During Operation Hailstone, the U.S tried to capture Pohnpei from the Japanese and several ships were attacked and subsequently sank in the harbour.

After the Second World War, the U.S gained control of Pohnpei through UN Trusteeship, and in the 1960s, a pier was built at the harbour to handle maritime trade. After the Federated States of Micronesia gained independence in 1986, Tomil Harbour developed into a major international port of the island country.

2. Pohnpei Harbour

The Port of Pohnpei is situated on the island of Pohnpei, the capital of the Federated States of Micronesia. It is operated by the Pohnpei Ports Authority and is overseen by the Department of Transportation Communication and Infrastructure.

The port is obstructed by several coral patches; however, it is well protected by a barrier reef. It is divided into four areas: an international cargo handling area, fishing docks, domestic docks and a marine surveillance area.

It mainly handles imported items for domestic consumption, which are containerised freight. There is an international dock and a fishing dock where tuna fishing vessels berth, with the maritime surveillance dock adjacent to the main dock area.

The domestic dock, south of the fishing dock, is the home base of 3 government-owned ships: MV Caroline Voyager, MV Micronesian Navigators and Lady Minto.

Around 3-4 ships carrying container freight visit the port each month. Matson and Kyowa Line offer scheduled services to the Pohnpei Port. It also receives bulk fuel vessels once every 90 days.

The port deals with 80 containers of freight a month. Containers must be unloaded by the ship’s gantry crane since no container cranes are available at the docks. Port equipment, though limited, is in good condition.

Port Equipment is owned and operated by a private operator, the Federated Shipping Company Ltd, also called FSCO. There are top loaders and large forklifts. Small forklifts are also available for moving palletised freight. There are no tug masters.

Pohnpei Port has two storage areas near the docks spanning 570 m2 and 1140 m2. It also has two transit warehouses for break bulk and a container storage yard. It also offers storage facilities for reefer containers; however, these are privately owned by fishing companies that use them for storing fish.

The outside storage area spanning 7500 m2 is used for general cargo and vehicles. Another 7000 m2 yard is used to keep break bulk.

3. Port of Chuuk/ Port of Weno

The Port of Chuuk, also called the Weno Port, lies on Moen Island in Micronesia. It is located in the Chuuk Lagoon, with Weno being the capital of Chuuk. It is operated through the State government Department of Transport and Public Works, which oversees the administration and port regulations.

The port has two main docks that handle international and domestic cargo. Access to the dock on Weno Island inside the Truk lagoon is through the outer reef. The two docks are 190 m and 185 m long. The biggest ship to ever arrive at the dock was 13,000 tonnes, though larger ships can anchor in the lagoon.

The Truk International Airport is close to the port, which saw 60 vessels in 2017, and roughly 5-6 vessels frequent it monthly. Usually, container freight is handled here apart from vehicles.

A private company, Transco handles terminal services and stevedoring. Pilot services are also available through a subcontracted Pilot.

Around 6 to 10 containers can be handled per hour and must be unloaded by gantry crane since no container cranes are available at the port.

Port History

Chuuk, earlier called Truk, has a long maritime history. It was the service port for the Japanese Fleet during the Second World War. It was heavily fortified, and the naval base at Truk was called the ‘Gibraltar of the Pacific’ by the Allied Forces. Some even called it Japan’s equivalent to the Pearl Harbour of America.

A huge chunk of Japan’s naval fleet was based at Truk during WWII, with the administrative centre being at Tonoas, which lay south of Weno. Truk Port has always had a strategic importance given its location.

It protected battleships, aircraft carriers, destroyers, cruisers, submarines and gunboats from enemy attack. Japan’s most powerful and heavily armoured battleships, Yamato and Musashi, were also stationed here for months in 1943.

In 1944, the capacity of Truk to function as a naval base was undermined after an air attack on the base in Operation Hailstone.

4. Port of Kosrae

This port is operated by the Kosrae Port Authority, responsible for the seaports and airports in Yap. The Kosrae Port has a single main dock for handling international freight inside a security perimeter.

Matson and Kyowa Shipping Lines serve the port via Guam for general cargo. Marianas Shipping Lines offers freight services to the tuna fishing industry.

The main port infrastructure is in fairly good condition, with a solid warehouse facility. Port equipment, though limited, is also in working condition. Kosrae Terminal Services and Stevedoring Company KTSSC is a private company that provides stevedoring and freight handling services at the port.

Around 3 to 5 ships, mostly carrying containerised goods and general cargo, visit the port monthly. The main dock is 170 m long and welcomes vessels up to 500 ft.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

4 Major Ports in Micronesia appeared first on Marine Insight - The Maritime Industry Guide

PNS Ghazi, also known as USS Diablo, was a diesel-electric submarine. It was the first fast-attack submarine in the Pakistan Navy, which was at the forefront of the Indo-Pakistani War of 1965 and also the war of 1971. She was leased from the U.S. Navy in 1963.

Read along to learn 12 interesting facts about the PNS Ghazi.

1. Only U.S Navy Warship Named Diablo, meaning Devil in Spanish

PNS Ghazi, earlier called Diablo, was a Tench class submarine launched on December 1, 1944. She was 95 m long, 8.33 m wide and displaced 1570 long tonnes when surfaced and 2453 tonnes when submerged. She sailed at a speed of 8.75 knots when submerged.

She was the only U.S. Navy Warship named Diablo, which means Devil in Spanish. Her insignia patch showed the devil running with a torpedo in the sea.

Diablo was commissioned on 31 March 1945 at Portsmouth Navy Yard. She headed to Pearl Harbour in July and went for her first war patrol in August. She was to halt at Siam; however, after the ceasefire declaration, she began her voyage towards Guam. Later, she left for New York and visited Charleston, South Carolina, in October, where she remained until January 1946.

2. Service with the U.S Navy

In 1947, she accompanied submarines Conger and Cutlass on simulated war patrols near the west coast of South America and Tierra del Fuego. The same year, she participated in antisubmarine warfare exercises in Key West, Florida. Diablo was based in the Panama Canal Zone from January to April 1949, where she participated in naval exercises and offered services in the Caribbean Sea.

She arrived at her home port, Naval Station Norfolk in Virginia, on 5 June 1949. She participated in Operation Convex and performed her duty at the Sonar School, Key West. Her home port changed to New London in 1952, where she arrived to offer training for the Submarine School.

In 1954, she tested new weapons and equipment at Key West. She also participated in Operation Springboard in 1955 and, in 1959, cruised through the Panama Canal along the coasts of Chile, Ecuador, Colombia, and Peru for naval exercises with South American Navies.

In 1960, she went to the Philadelphia Naval Shipyard for an overhaul. In 1962, her hull classification symbol changed to AGSS-479. She was finally decommissioned on 1 June 1964 and was commissioned in the Pakistan Navy on the same day.

3. Procured by the Pakistan Navy under the Security Assistance Program

A lengthy negotiation between the governments of Pakistan and the U.S. led to the commissioning of Diablo/ PNS Ghazi into Pakistan’s Navy. Pakistan had been trying to procure submarines from the Royal Navy and the U.S. Navy since the 1050s.

Pakistan procured Ghazi under the Security Assistance Program authorised by the Kennedy Administration on a 4-year lease. An option was renewing the lease or buying the submarines later in 1963.

4. First Submarine operated by a Navy in South Asia

Ghazi was the first submarine operated by a navy in South Asia. She was endowed with 14 vintage Mark-14 torpedoes and arrived at the Naval Dockyard in Karachi in September 1964. After that, she joined the country’s Navy as its first long-range fast-attack sub. The Pakistan Navy named her Ghazi in 1964.

Ghazi’s presence was seen as a challenge to the Indian Navy. However, contrary to popular belief, its technological feats were downgraded and refitted under the U.S. Navy’s Guppy Program. Hence, she was not a highly technologically advanced sub when she entered service with the Pakistan Navy.

Naval Historians called it an unarmed ‘clockwork mouse’, mainly used for training. However, at that time, the Indian Navy thought it was a heavily militarised and advanced sub that could be a severe threat.

5. Role in the Indo-Pakistan War of 1965

War broke out between India and Pakistan on 5 August 1965 over the Kashmir issue. At that time, Ghazi was deployed in the war arena, and her mission was to attack major Indian Navy warships, especially India’s aircraft carrier, INS Vikrant. However, PNS Ghazi could not detect INS Vikrant throughout the conflict.

On 17 September 1965, PNS Ghazi fired three Second World War Mark 14 torpedoes at INS Brahmaputra. According to the submarine war logs, three explosions were heard, but neither the Brahmaputra was damaged nor did it sink. Ghazi left for her base and was bestowed with 10 war awards upon her return. It remains unknown what her targets were, and the mysterious explosions were since no inquiry report was submitted.

6. Underwent major refits in Turkiye in 1970

After the war, an arms embargo placed on India and Pakistan was waived by the U.S. In 1967, Pakistan applied to renew the lease agreement approved by the United States.

However, PNS Ghazi was in bad shape, with deteriorating equipment and physical state. Hence, a deal was forged with the Turkish Navy for a refit and mid-life update to be carried out in Golcuk, Turkey, the only facility that handled Tench-class subs.

Tensions in the Middle East led to the closure of the Suez Canal for a brief period after it was blocked by the Egyptian Navy in 1967. Hence, Ghazi had to go from Africa to Western Europe.

During this voyage, she stopped at Mombasa in Kenya for refuelling and in Maputo. She also stopped in Angola and made a stopover in Toulon, France.

Her final stopover was Turkiye’s Izmir. She continued moving forward while being submerged through the Marmara Sea’s east coast to dock at Golcuk Naval Shipyard, where her computers, electromechanical equipment, etc., were upgraded. The cost was around $1.5 million. The process began in 1968 and ended in 1979.

7. Deployed to face Indian Navy Ships in the Indo-Pakistani war of 1971

In 1971, the Indian Navy shifted the aircraft carrier INS Vikrant to the Eastern Naval Command in Visakhapatnam. In response, the Pakistan Navy adjusted its naval operations. Before 1971, many proposals highlighted the need to strengthen the maritime defence of East Pakistan, now Bangladesh. However, the government did not take them seriously, so now the Navy was not in a position to defend itself against approaching Indian naval advances.

Several of the Pakistan Navy’s Bengali sailors and officers defected to India. Pakistan faced internal pressure to counter the advance of the Indian Armed Forces. The government asked the Navy to reinforce the defences of the East, while the latter did not favour deploying PNS Ghazi since there was no proper seaport or any defence infrastructure. Many naval officials felt that the deployment would be dangerous and quite impossible. However, they had to comply as war had begun.

8. Twin missions of mine laying & destroying INS Vikrant

PNS Ghazi suffered from equipment failures and other technical problems before her deployment. She had become old; however, being the only submarine of the Pakistan Navy, she was the only ray of hope. She had the range and capabilities to undertake operations in waters dominated by India, so she was expected to damage or destroy INS Vikrant.

On 14 November 1971, PNS Ghazi undertook a 4800 km journey around the Indian Peninsula from the Arabian Sea to the Bay of Bengal. She was commanded by Zafar Muhammad, commanding a naval submarine for the first time, accompanied by 10 officers and 82 sailors.

She had two missions: locating and sinking INS Vikrant and mining India’s east coast. However, PNS Ghazi faced another issue: the poor facilities at East Pakistan’s Chittagong Port.

9. The mysterious sinking of PNS Ghazi

The PNS Ghazi sank on 4 December 1971 while trying to find INS Vikrant and laying mines at the Visakhapatnam Port in the Bay of Bengal. The cause of the sinking is unclear, and Indian and Pakistani sources have different views on the sinking of the submarine.

On 16 November, Ghazi was around 400 km off Bombay. Two days later, she headed to Sri Lanka, entering the Bay of Bengal on 20 November 1971. PNS Ghazi began to look for Vikrant and was off to Madras, where the Indian Aircraft carrier was thought to be stationed. However, Ghazi was 10 days late, and Vikrant was now somewhere else, close to the Andaman Islands.

Unable to find Vikrant, Ghazi’s commanders decided to turn back to Visakhapatnam and lay mines off the harbour, confident they would find Vikrant soon or at least weaken the Indian Navy’s fleet by targeting this significant naval base on 2 and 3 December 1971.

On 1 December 1971, the Indian Navy realized a Pakistani Submarine was close to the Sri Lankan coast and was certain that it could come around Madras or Visakhapatnam. It was decided that once INS Rajput had been refuelled, it must leave the harbour with its navigational equipment turned off.

Per Indian claims, INS Rajput left Visakhapatnam on December 3, 1971. However, shortly afterwards, the starboard lookout reported seeing something on the water surface. INS Rajput changed its course and dropped two depth charges. The explosions were massive, and INS Rajput continued dumping bombs and went to the coast of East Pakistan, now Bangladesh.

On the night of 4 and 5 December 1971, PNS Ghazi sank with all of its 93 servicemen, including 11 officers and 82 enlisted under unknown circumstances off the Visakhapatnam coast.

10. The Aftermath of the Sinking

The Navy NHQ waited for Ghazi to submit its mission report on 26 November 1971. Repeated efforts were made to communicate with her but in vain. Days passed, but Ghazi did not return to her base. Naval officers worried about the submarine; however, the Senior Command told them there could be many reasons the submarine could not communicate with them.

The Indian Navy stated on 9 December about Ghazi’s fate. The first indication came when a message from Indian NHQ, claiming the sinking of Ghazi on the night of 3 December, was intercepted.

11. Indian version of the Ghazi Sinking

After the war ended, the Indian Government investigated the incident and claimed that Ghazi was sunk by INS Rajput, whose crew were endowed with Gallantry awards for achieving victory. However, the details were not revealed. A Victory at Sea Memorial was also built on the coast close to where Ghazi had sunk.

However, many Indian authors and naval officers disagreed with the incident. Vice-Admiral G.M. Hiranandani, author of the official history of the Indian Navy, ‘Transition to Triumph’ quotes naval records and naval officers saying that INS Rajput was sent to track down Ghazi and the book also mentions that time of dropping charges, the explosions heard by people near the coast and a clock found from Ghazi matched. However, he opines that the sub most probably suffered from an internal explosion.

In 2003, the Indian Navy sent some divers who found war logs, official backup tapes, and mission files, which were sent to the Indian Navy’s Eastern Naval Command. The divers said that Ghazi suffered an internal explosion which blew its mine and torpedoes.

In 2010, Lieutenant-General J. F. R. Jacob of Eastern Command said that Ghazi was destroyed and the Indian Navy was not involved. Many authors shared this view, unlike what the Indian Navy had said. The same year, it became known that the Indian Navy had destroyed all records of Ghazi’s sinking.

In 2011, former Indian Naval Chief Admiral Arun Prakash said in the national security conference that Ghazi had sunk under mysterious conditions and not by INS Rajput as claimed earlier. In 2021, he published an article in Indian Media stating that PNS Ghazi sank due to an internal explosion.

12. Pakistan’s Investigation into Ghazi’s Sinking

The Naval Intelligence conducted its investigation and concluded that Ghazi sank when the mines it was laying exploded accidentally. The conclusion was made after several years of investigations. Pakistan did not accept the early Indian claims that Ghazi was sunk by INS Rajput and offered alternative explanations.

According to one theory, there was an internal explosion due to the overproduction of hydrogen gas when the submarine’s batteries were being charged underwater. The second theory says that one of the sub’s mines detonated inside it.

A Ghazi Monument was built at the Naval Dockyard in Karachi to remember the submarine and its crew. Her loss was a watershed event, and the Pakistan Navy realised the importance of implementing a rigorous submarine safety programme.

Several movies on PNS Ghazi were made by India and Pakistan, like the 1998 movie Ghazi Shaheed, the Ghazi released in 2017 and Meghna Gulzar’s famous Razi, which revolved around the life of an Indian spy who provided intelligence about PNS Ghazi’s mission to attack INS Vikrant.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

12 Interesting Facts About the PNS Ghazi Submarine appeared first on Marine Insight - The Maritime Industry Guide

The U.S. Navy and the U.S. Marine Corps are branches within the United States Armed Forces. Each has its history, culture, role and importance.

The United States Marine Corps is a highly disciplined force known for its courage and strength. They protect the interests of the nation at home and abroad. Becoming a marine is not easy since it requires rigorous physical and mental training.

The United States Navy is a powerful force involved in naval operations and warfare, Marine Corps operations, and national security. It protects the country’s maritime interests through forward presence, deterrence, and power projection. It upholds peace and security through engagement, diplomacy, and partnership. The Navy also offers humanitarian assistance and disaster relief.

So, are the Navy and Marines the same or different regarding their roles and operations?

With this article, we will answer these queries.

1. The Navy Protects the Seas & Marines are shore-oriented

The US Navy’s primary mission is to protect the State, i.e., the U.S. at sea, defend the country’s allies, ensure economic prosperity, and uphold the freedom of navigation and travel. As one of the world’s largest, most powerful, and most advanced navies, these tasks require moving fleets, collaborating with partner nations in times of need, and undertaking action whenever necessary.

This leads to naval formations, including warships, nuclear-powered aircraft carriers, dock landing ships, destroyers, etc., that can travel worldwide, taking personnel and aircraft wherever their mission needs. The Navy can also join and offer the Air Force and Marine Corps aid. Apart from the seas, the Navy can also order attacks on land targets. It also helps transport Marines to a military base or any other location when a mission requires so.

The Marines often operate as a quick-reaction force. Although the Navy controls the seas, the Marine Corps is more shore-oriented. Their speciality is amphibious operations, i.e., controlling the attacks undertaken from the sea by naval forces. Marine Corps units are ready to be the first on the ground in a conflict. The Navy has its SEALs, an elite maritime special operations force; most naval operations don’t focus on hand-to-hand combat.

The Marines are involved in combat operations. They are the only branch that undertakes a martial arts program. Hence, they are called the ‘Tip of the Spear’ of the U.S. Armed Forces since their combat-ready units can tackle conflict operations on land and sea.

2. The Marine Corps is Independent yet part of the U.S Navy

The U.S. Navy and Marine Corps are considered distinct branches of the U.S. Armed Forces. However, technically speaking, the Marine Corps is a part of the Navy, as Congress placed them within the Navy in 1834. So, the U.S. Marine Corps Commandant reports to the Navy Secretary, who then reports directly to the Secretary of Defense.

The Marine Corps is the only branch that is independent yet functions as part of another branch. It was founded in 1775 as Continental Marines, a separate entity from the U.S. Navy.

However, in 1834, then-President Andrew Jackson wanted the Marines to be part of the Army. Then-Marine Corps Commandant Archibald Henderson proved the Marines’ efficiency in seas and on land. He persuaded Congress to put the Marines in the Department of the Navy. Since then, the Navy and Marines are considered ‘sister services’.

3. U.S Navy and Marines have different roles and structure

The Marine Corps is part of the Navy. Still, its structure resembles the U.S. Army, with teams, platoons, battalions, and squadrons, which fall under the categories of basic units, aircraft units, and expeditionary forces. The naval structure is more complex, with operational combatant commands and administrative commands, each dedicated to a particular mission.

The U.S Marine Corps has four branches: ground combat, landing support, marine aviation and artillery.

Ground combat comprises infantry, armour, and field artillery. Marines engage in direct combat with the enemy and support supply and reconnaissance. Marine aviation roles include fighter pilots, helicopter pilots, and transport pilots. They offer air support for ground troops and engage in air-to-air combat against enemy aircraft.

Landing Support involves engineering, supply and medical personnel. They offer logistical support for ground troops and prepare for amphibious landings. AAV crew marines operate the Assault Amphibious Vehicle, transporting soldiers and supplies during amphibious assaults.

The Navy does not participate in hand-to-hand combat. It has a Naval Aviation Wing, which flies aircraft and operates airbases. This includes trained pilots who command different types of aircraft.

The Surface Fleet operates on the surface of the sea, including small patrol boats and the largest aircraft carriers. This fleet protects naval bases and other assets while supporting other military branches.

The Submarine Fleet aids operations in hostile environments involving surveillance, reconnaissance, and offensive operations. The Shore “Support” Establishment supports the Navy’s ships and submarines in terms of maintenance, repairs, and supply. It allows the Navy to operate smoothly.

4. Different Training for Navy And Marine Corps

The recruits of the U.S. Navy and the Marine Corps go through rigorous training regimes lasting several weeks. The training tests everything from patience to wit and quick decision-making skills in times of crisis.

Training US Navy and Marine Corps recruits is difficult yet quite different. The duration of the US Navy’s Boot Camp is 8 weeks, whereas the Marine Corps boot camp is longer, about 12-13 weeks. The basic training of Marines is longer since they learn more masonry and engineering skills than the Navy recruits.

Navy recruits train inland at Recruit Training Command (RTC) Great Lakes, Illinois, where they learn to operate firearms and receive training regarding shipboard emergencies, firefighting, etc., focusing on shipborne activities.

Marine Corps recruits receive their training on the coast at the Marine Corps Recruit Depot in Parris Island, South Carolina, or the Marine Corps Recruit Depot in San Diego, California. In addition to learning to tackle shipboard emergencies and firearms, they are also taught hand-to-hand combat techniques, battlefield tactics, and combat first aid.

The Marine Bootcamp concludes with The Crucible, the infamous 54-hour test that requires recruits to hike with 50 pounds of gear, function with little to no sleep, complete obstacle courses, and engage in hand-to-hand combat.

5. Differences in uniforms

The US Navy and Marine Corps uniforms are unique and have some notable differences. Marines’ uniforms have red piping on the jacket cuffs and collar, while Navy uniforms do not have it. Marine combat uniforms have green patterns for camouflage, while the Navy combat uniforms are either blue or grey.

6. Differences in size

The Marine Corps is relatively smaller than the Navy. There are around 186,000 Marines compared to the 347,000 sailors in the Navy.

7. Marine Corps Flag comes before the Navy Flag in Flag Displays

The order in which state and army flags follow the Old Glory in every Flag Display, indoors or outdoors, is not non-negotiable and is defined by strict rules.

So if the Marines report to the Navy, why does the Marine Corps Flag take precedence?

There are many explanations for this. Per the Navy landing force manuals of the 1890s, this order was decided on what a parade protocol would be after an amphibious attack, in which case, Marines would acquire a senior position to the right when marching with a Navy formation. This was to ensure that Navy soldiers were marching in a single line.

Another reason could be that the Marine Corps Flas is older than the flag of the U.S. Navy, which didn’t get an official flag until 1959, while the Marines had their flag design adopted in 1939.

8. The U.S Navy is older than the Marine Corps

In October 1775, Congress approved the establishment of the Navy to handle British vessels carrying supplies and ammunition to America. The Navy had only two ships at the beginning of the war, but by the end of the war, it had 50.

A month later, Congress again voted to establish two marine battalions to serve with the naval fleet. Hence, the Marine Corps was established and served with the Navy in many operations, such as the amphibious raid in the Bahamas in March 1776.

The Navy and Marines were disbanded after the Revolutionary War; however, in the early years of the U.S. as a country, the need for their re-establishment was realised. Hence, the U.S. Navy was re-established in 1794, and the Marine Corps in 1798.

Conclusion

The Marine Corps and Navy are important parts of the U.S. Armed Forces. The former specialises in amphibious warfare. Their operations are shore-oriented, making them a quick-reaction force on land and water. They often conduct raids, seize key positions from the enemy on land, and hold out until larger forces enter the scene.

The Navy is responsible for maritime security, patrols the seas and engages in power projection. It also transports troops and supplies when needed. Both are important for the country’s defence and carry out vital functions within the country and internationally.

I hope you understand the fundamental differences between the Navy and the Marines.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

Differences Between Marines And Navy appeared first on Marine Insight - The Maritime Industry Guide

The Bali Sea lies north of Bali Island and south of Kangean Island in Indonesia. It forms the southwest part of the Flores Sea, and the Madura Strait opens into the Bali Sea from the west. At some places, the depth of the Bali Sea reached 5217 feet.

Though it is one of the world’s most shallow seas, it can easily accommodate 4 Empire State Buildings stacked on each other. People visit the Bali Sea for its turquoise blue waters, rich marine life, pleasant climate and beautiful beaches.

Read this article to find out more interesting facts about the Bali Sea.

1. One of the seas in the East Indian Archipelago

According to the International Hydrographic Organisation, the Bali Sea is one of the seas of the East Indian Archipelago. Regarding its oceanography, the Bali Sea corresponds with the Indonesian Throughflow that flows from the Pacific Ocean to the Indian Ocean through the Bali and Lombok Straits.

2. Some view it as a part of the Flores Sea

Since the Bali Sea shares its eastern boundary with the Flores Sea, some oceanographers define it as part of it. A few nautical charts identify it as a separate sea for navigation. Bali sea covers 45,000 km2 and has a maximum depth of 1,590 m.

3. Home to many volcanic islands

A popular tourist attraction with more than 4 million people is Bali Island, which gives the sea its name. It comprises 4 islands: Bali and the smaller Nusa Penida, Nusa Lembongan and Nusa Ceningan.

Bali has something for everyone, from beaches to historical temples, rice terraces, mountains, forests and fields. It has several historical temples, such as Besakih, Uluwau, and Tanah Lot. Famous beaches include Seminyak, Nusa Dua and Kuta. Hiking enthusiasts must explore the two active volcanoes, Mount Batur and Mount Agung, that rise above the island.

Off the tourist trail is Nusa Penida, with its rugged beauty, sweeping bays and cliffs covered with foliage. One can hop on a boat from Sanur Beach in Bali, and in 30 minutes, you arrive at Nusa Lembongan. It is a haven of yoga retreats and independent restaurants. Nature enthusiasts will appreciate its beaches and mangroves. It is linked to the smaller Nusa Ceningan via a suspension bridge. Nusa Ceningan is quieter and offers a more private experience with its blue lagoons and calm ambience.

Lombok Island lies east of Bali, and its Mount Rinjani volcano is Indonesia’s second-highest volcano and a well-known hiking and adventure place. It is perfect for people who want to experience a slow and peaceful atmosphere. Bali draws many tourists, but you can find many offbeat places in Lombok.

4. Bali Sea lies in the Pacific Ring of Fire

The Ring of Fire, also called the Pacific Ring of Fire, the Girdle of Fire, Rim of Fire and Circum-Pacific Belt, has many volcanoes. It is seismically active, and most earthquakes occur here.

It covers around 40,000 kilometres of area and is 500 km wide, surrounding much of the Pacific Ocean. The Ring of Fire has roughly 750 to 915 volcanoes, about two-thirds of the world’s total. Also, 90% of the earthquakes in the world, including some of the deadliest, occur in this belt.

Ring of Fire has existed for over 35 million years, and some of its volcanos are active while others are dormant. Over 350 of its volcanoes have been active since historical times.

Most of Earth’s active volcanoes with summits above sea level lie in the Pacific Ring of Fire. Most of these are subaerial volcanoes like Mount St Helens. Other volcanoes in the Ring of Fire include the subaerial shield volcanoes and submarine seamounts such as Plosky Tolbachik and Monowai.

5. Bali Sea has a tropical climate

The weather in the Bali Sea is warm throughout the year. There are only two seasons, rainy and dry, lasting from November to March and April to October. Tourists can visit in any season, but most prefer the dry season since the sea is calm and the average temperature is about 86 degrees Fahrenheit.

The rainy season has more humidity, sporadic storms and rougher seas, making it less conducive for water sports like scuba diving, snorkelling, etc. Most people go on mountain hikes and bicycle rides on the islands’ peaks, which is also impossible during monsoon season.

6. Home to many shipwrecks turned popular diving spots

The USS Liberty Wreck is one of the world’s best sunken shipwrecks and the most popular dive site in Bali. The vessel was struck by a Japanese torpedo and then beached near Tulamben. 1963, Mount Agung erupted and caused the ship to slip off the beach, reaching a sand slope in 9 to 30 m of water.

The wreck is around 130 m long, and its shallowest part is just 5m deep, while the deepest is 30 m, making it ideal for beginners and professional diveers. The vessel has become home to marine organisms such as Bumphead Parrotfish.

Kubu Boga wreck lies near the USS Liberty Shipwreck. The vessel is intact, but one needs an advanced diver license as it lies deep in 30 m of water. Originally, it lay in 18 m deep waters; however, due to an earthquake, it slipped to its current depths.

Jepun Wreck in Padang Bai lies in 17 meters-deep waters. It is home to shrimps, crabs, seahorses, frogfish, and sharks.

Japanese Wreck Amed lies near the beach of Amed, at a depth of 7-10 meters. While it is not as fascinating as the USS Liberty Shipwreck, its inhabited by several damselfish and seahorses.

7. Guided fishing tours in the Bali Sea

Anglers from around the world visit the coast of the Bali Sea to experience fishing in these crystal-clear waters. One can learn many advanced and local fishing techniques. Jukungs, locally made wooden boats, are used for fishing and tours are specially organised for big-game fishing.

Karangasem and Kota Denpasar are popular fishing hotspots. The rocky coasts in the South are known for the Giant Trevally, one of the fighter fishes. Big game fishing is a thrilling experience preferred by anglers about 15 miles from Denpasar. One can expect to catch Wahoo, Snappers, Tunas, Mahi Mahi, Amberjack, etc. Chances of catching Marlin and Sailfish increase as we go deep in the waters.

Sport fishing is popular, done using a rod, reel and hooks. The method that uses hooks is called angling, and when one uses a lightweight lure, it is called fly-fishing. These are some fishing techniques common in Bali.

However, experienced fishers who want more thrills should go for big-game fishing. One can book a fishing tour organised and led by trained operators.

8. Formed 25 to 30 million years ago

The Bali Sea was created due to complex plate tectonics that formed the Indonesian Island arc. The Australian continental plate pushed under the Eurasian plate, leading to seismic uplifting around 25 million years ago.

This caused increased volcanic activity and folding of the overriding plate, leading to the creation of the islands of Bali and Java about 15 to 5 million years ago. The gaps between these islands were filled with water, forming the Bali Sea.

By around 5 million years ago, Bali and eastern Java had emerged fully above sea level as separate landmasses. The gaps between them had filled with seawater, beginning to form the initial basin of the Bali Sea.

Continued subduction over the last 5 million years has shaped and deepened the sea, separating it from surrounding water bodies like the Java Sea. The basic shape and boundaries of the Bali Sea were formed around 2 to 3 million years ago.

9. Site of most destructive earthquakes

The subduction process is ongoing, and in 2018, an earthquake and tsunami in the Bali Sea killed more than 400 people in Indonesia. In August 2023, a 7.0 magnitude earthquake struck the Bali Sea.

Its epicentre was 201 km north of Mataram, Indonesia and around 518 km below the earth’s surface. It hit 525 km beneath the epicentre close to Bangsal, West Nusa, Tenggara, Indonesia.

There were no tsunami threats; however, people, especially tourists, came out of their rooms and hotels. Luckily, there were no casualties; however, a few people were injured.

10. Has many major ports and harbours

Benoa Port is a key facility on the southern shores of Bali, on the northern side of the Benoa Channel. It mainly handles exports of tuna fish, handicrafts, garments and other equipment. Cruise Lines also call at this port regularly. Around 7,000 ships visit Benoa Port annually, with 129,000 tonnes unloaded and 50,000 tonnes loaded.

Padanbai Port is another port on Bali Island’s eastern tip. It also offers ferry connections to Lombok. Gilimanuk is 1.5 nautical miles from Cekek on Gilimanuk Bay. It has a ferry boat terminal used by state railways connecting overland communication from Bali to Jaba. It has 5 berths for passenger and vehicle ferries. Other ports include Sape, Tanjung Bira, Lembar Port, Ketapang Port, etc.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

10 Interesting Bali Sea Facts appeared first on Marine Insight - The Maritime Industry Guide

The Gulf of Tomini, also called the Bay of Tomini, lies close to the Island of Sulawesi in Indonesia. It is surrounded by Gorontalo province, Minhassa Peninsula Buyat and East Peninsula, Sulawesi. Towards the east, the Gulf of Tomini opens to the Molucca Sea.

The Gulf is a popular tourist destination, given its beautiful landscapes, crystal clear waters, fine sand beaches, lush green islands, lagoons, and estuaries that support hundreds of plant and animal species.

Read along to learn 10 interesting facts about the Gulf of Tomini.

1. Formation of the Gulf of Tomini

The Gulf of Tomini took its present-day shape due to changes in the sea level and tectonic plate movements over millions of years. The region is seismically quite active as it comes within the Pacific Ring of Fire.

During the ice ages, when sea levels were low, the region, which is now the Gulf of Tomini, was land, but as sea levels rose, it became filled with water. The faulting and folding of the crust created basins that were filled with water, creating the gulf. The process was gradual and occurred in the last 65 million years.

The major phase of basin formation was in the Miocene, 23 to 5 million years ago. Rifting and expansion opened the gulf basin. In the Pliocene, around 5 to 2.5 million years ago, the basic structure and morphology of the Gulf of Tomini took shape. However, geological processes still continue to affect the Gulf of Tomini today.

2. Teeming with hundreds of fish species, marine mammals and aquatic plants

The Gulf of Tomini is home to many vibrant fish, crustaceans, molluscs and other exotic flora and fauna. Some species are endemic to this region, like the Banggai cardinalfish and Tomini fantail.

There are over 500 species of fish in the Gulf, including snappers, goatfish, barracuda, trevallies, fusiliers, groupers and whale sharks, which are occasional visitors.

Clams, conchs, giant clams, oysters and nautilus shells are also found. The bay is also inhabited by Irrawaddy dolphins, sperm whales and dugongs. More than 100 species of sponges have been recorded on the coral reefs of the Gulf of Tomini.

Near the gulf are many islands which are breeding and nesting grounds for green turtles and hawksbill turtles. Saltwater crocodiles live in estuaries and mangroves that line the islands’ coasts. There are large seagrass meadows that support invertebrates, juvenile fish, and birds like terns, kingfishers, herons, and egrets.

3. Has over 250 species of hard corals

The Gulf of Tomini has different types of beautiful coral reefs, forming extensive reef systems. More than 250 species of hard corals were recorded in the Gulf, with some of the common ones being Acropora hyacinths, Acropora Masuta, Acropora Muricata, Montipora Digitata, Acropora secale, all branching corals which help in the development of reefs.

Larger corals like Porties Cylindrica and Porites lutea and foliose corals like Echinopora lamellose and Favites pentagona add to the texture and complexity of the coral reefs.

The corals, many of which grow in dense thickets and mounds, have formed rich reef systems in the Gulf of Tomini. Conservation efforts are ongoing to preserve these ecologically significant ecosystems from natural and man-made threats.

4. There are around 200 diving spots in the Gulf of Tomini

Tomini Bay is known for its clear waters and diverse underwater habitats, making it the perfect diving destination. The Gulf has 200 diving spots; the largest 30 are in Gorontalo, and 20 are in Togian. In fact, some of the diving spots have not been properly explored.

Called the hidden paradise on the equator, this gulf has incomparable beauty. Most divers fly to Gorontalo since it has Salvadoran coral and blue sea fans, which are not found anywhere else in the Gulf.

5. Tomini Bay has three famous marine parks

The three Marine Parks in the Gulf of Tomini include the Olele Marine Park, the Bitila Island Marine Park and the Buyat Marine Park.

Olele Marine Park is in Olele village, Bone Bolanga Regency, Gorontalo province. It is around 20 km from Gorontalo city. It has 30 dive spots, two of them being ruins of Second World War Japanese cargo ships that sank here. A famous attraction in the park is the coral of Salvador Dali, a massive coral flower.

Bitila Island Marine Park is on Bitila Island, Pohuwatu Regency, Gorontalo province. The island has no significant population; however, it has freshwater springs, coral reefs, and white sand beaches, making it the ideal holiday destination.

Buyat Marine Park lies in southeast Minahasa Regency, North Sulawesi Province. The marine park has 25 dive points. One can reach Buyat in 7 to 8 hours from Gorontalo City. Another famous tourist destination within the Tomini Bay region is the Togean archipelago and Pulau Cinta.

6. Experiences a tropical climate

Tomini Gulf has a tropical climate with no distinct wet or dry seasons. It usually remains warm and humid throughout the year. The average temperature ranges from 24°C to 31°C, with little variation between seasons.

Rainfall is high, with an annual average of about 98 to 118 inches. It rains all year round but is heavier between December and March. Southwest monsoon winds prevail from December to March, bringing heavy rain, and Southeast Winds are prevalent from June to September.

Humidity generally remains over 70 to 80%, which makes the heat feel more intense even when the temperature is moderate.

7. Site of many shipwrecks

Many ships sank in the Gulf of Tomiini. One such was KM Tidore, which sank after hitting a mine which killed 200 people. KM Ciremai was another frigate which exploded and sank close to Manado, killing 100 sailors.

The cargo ship MV Dumai caught fire and claimed 11 lives. In 1978, the MV Sinar Bangka ferry capsized during a storm near Bitung, taking over 150 passengers and crew members with it. In the 1980s and 1990s, MV Trisula collided with a cargo vessel, leaving more than 200 dead, and MV KM Lembar sank in heavy seas near Manado, claiming 60 lives.

8. Togean Islands lie in the centre of Tomini Gulf

The Togean or Togian Islands are an archipelago of 56 islands and several offshore islets in the Gulf of Tomini, off the Central Sulawesi coast, Indonesia. There are 59 villages on the islands, one populated by Bajau people, popularly known as sea gypsies. The biggest islands of the group are Batudaka, Togean, Talatako and Una-Una.

The islands were formed as a result of volcanic activities and are covered with rainforests. Surrounded by coral reefs, they also offer diverse habitats and breeding areas for dugongs, hawksbill turtles and green turtles.

Some animals native to these islands are Togian babirusa and Togian hawk-owl, which was discovered in 1999. Non-venomous jellyfish are found in the Togian Islands; the unique one is jellyfish with tiny red spots.

The government has categorised a part of the Togean Islands as National Park. It comprises 292,000 hectares of water, including 132,000 hectares covered with coral reefs, 70,000 hectares of land and another 11,000 hectares of forests and mangroves.

The islands are known for their amazing diving spots, which are easily accessible. There are about 20 famous resorts on the islands that can be reached from Ampana or Gorontalo by a public or private boat. Some of the most visited resorts are Reconnect, which lies on Buka Buka Island, Kadidiri Paradise, Sanctum Dive Resort, and Fadhila Cottages.

9. A famous volcano lies in the Gulf of Tomini

The Coco Volcano forms Una-Una Island, a small and isolated island amidst the Gulf of Tomini in northern Sulawesi near Togean National Park.

The volcano’s summit rises to 500 m above sea level with a two km wide caldera. Una-Una is a scenic island formed due to the Coco Volcano’s eruption. An interesting by-product of the island’s volcanic nature is that while other islands in the gulf have white sand beaches, Una-Una has black sand beaches.

Mount Coco erupted just three times in recorded history. In 1983, after remaining dormant for 80 years, a powerful eruption released thick, yellow clouds rising five kilometres and volcanic ash reaching East Kalimantan.

The island was swept by pyroclastic flows that destroyed everything in its path, including several settlements. Only a narrow stretch along the island’s eastern shores remained untouched.

The island residents had already evacuated, so there were no deaths. After this, Mount Colo has not erupted since. The island remained uninhabited for some time, but people returned to rebuild their homes and start agriculture as the volcanic ash and lava increased soil fertility over many years. The island’s deer population rose manifold, and the residents raised elks for food and clothing.

10. Bitung, Manado and Gorontalo are 3 major ports

The Gulf of Tomini has many ports and harbours. A major Port is Bitung, which lies at the northeastern tip of Sulawesi province, 15 nm from Manado. It mainly exports copra, as 216,000 tonnes are produced annually. It also handles containers, petroleum products and tuna fish. Around 4,760,000 tonnes of cargo and 166,000 are TEU handled annually here.

Manado is situated on the northwestern coast of Sulawesi. It is a trade centre and a chief port in the northern part of Sulawesi. It caters to local vessels carrying general cargo and local ferry services. Major exports comprise nutmeg, copra, ebony and sugar.

Gorontali is on the northern coast of Sulawesi. It is a lighterage port that exports copra. It also has an oil terminal and two breakwaters. Around 487,500 tonnes of cargo and 23,600 TEU are handled annually.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

10 Interesting Gulf of Tomini Facts You Must Know appeared first on Marine Insight - The Maritime Industry Guide

The Flores Sea is surrounded by the Banda Sea in the east and northeast, the Bali Sea in the west and the Java Sea in the northwest. It spans 240,000 square kilometres and is known for its pristine marine habitats, beaches and islands.

It is connected with the Celebes Sea in the northwest through the Makassar Strait. Many islands separate the Flores Sea from the Indian Ocean and the Savu Sea.

Read this article to learn 10 interesting facts about the Flores Sea.

1. Divided into four physiographic areas or zones

The Flores Sea has 4 physiographic regions, including a 500-metre-wide plateau lying in its west, the Flores Basin with a maximum depth of 5140 m lying in the south, a shallow trough with a depth of 3370 m going all the way to Celebes Island in the north and the last region in the east bordering the Banda Sea at the south of Teluk Bone.

2. Site of the famous shipwreck of O Arbiru

The Flores Sea is prone to tropical cyclones, and one such cyclone capsized the freighter named O Arbiru, which was carrying rice shipment from Bangkok. Of the 24-member crew, just one person lived. On the Palu’e island, around 1500 fishermen were killed by the 1973 Flores Cyclone, the deadliest cyclone in the Southern Hemisphere.

O Arbiru was a Portuguese-flagged cargo vessel weighing 400 tonnes. In 1973, when Timor Leste was an Overseas Province controlled by the Portuguese, the colonial government used this vessel to ship necessities to the island’s people via Bangkok.

The wreck of this ship is still in the Flores Sea, near the town of Maumere, 32 nm from Pemana Island. Inhabitants of Maumere and the northern coast of Flores Island call it the Takalayar Ship.

A fisherman named Herman said that the people of Pemana island thought it was a Hong Kong Ship as it had the Chinese alphabet engraved. He said that it sank in 1973 when he was just 15. He also narrated how the people of Pemana, Maumere, and Selayar took all its cargo.

For many years, the shipwreck became a fish house where people caught red snapper. The ship O Arbiru or Takalayar, as people called it, was the most important mode of transport for the Timor Portuguese colonial government at that time.

3. Climate of the Flores Sea

The waters of the Flores Sea have an average temperature of 28.6℃. Maximum temperatures during summer can go as high as 29.0℃, while the minimum temperatures during winter do not fall below 27.9℃. Hence, Flores sea remains warm throughout the year, making it an ideal tourist destination.

Many visit the sea to experience water sports like diving, snorkelling, swimming, or simply relaxing on the beaches. The region gets around 1600 mm of annual rainfall, which is the highest from December to March. The dry season begins in June and lasts till September.

4. Earthquakes and tsunamis are common here

The latest major earthquake in the region happened on December 14, 2021, with a reading of 7.3 on the Richter scale. The Flores region is seismically active as it lies at the complex tectonic boundary between the Australian and Sunda plates and many other microplates. Many major active faults lie here, like the Flores Back Arc Thrust Fault and the Sunda megathrust.

In the 14 December earthquake, one person died, and 173 were injured. Warnings were issued to the coastal communities, causing panic. Videos on social media showed inhabitants running to high ground to avoid the high waves due to the earthquake. The tsunami was minor, measuring seven centimetres.

The Selayar and Flores islands were badly affected, with over 5000 people displaced. Three school buildings, a village office and 2 places of worship were damaged. At least 357 homes collapsed, and some roofs were torn apart. Over 800 buildings were damaged.

5. Formed during the Miocene Period

The Flores Sea came into existence because of the tectonic forces which have shaped the Indonesian Archipelago. The interaction of tectonic plates has also formed a diverse topographic marine landscape, including deep trenches, islands, islets and underwater volcanoes.

The basin of the Flores Sea began to take shape during the Miocene Period, from 5 to 23 million years ago. This was caused by subduction and volcanism along the Sunda-Banda Arc system. Crystal deformation and volcanic activities increased with the subduction of the Australian plate under the Eurasian plate.

Underwater volcanoes erupted and deposited thick lava layers and sediments over the course of time, filling in and submerging the region between the islands creating a shallow basin.

Seismic activities still continue to shape the seabed. Earthquakes and uplift events can alter the coastlines and depths of the Flores Sea.

The sea has a depth of 50 to 100 m, and its shallow waters are separated from the Banda Sea, which lies to the east by the Lintang Fault Zone under Lembata Island.

6. Flores Sea is a biodiversity hotspot

The Flores Sea boasts stunning coral reefs, which look like underwater gardens bustling with marine life. They are homes, breeding and feeding grounds for several marine species. From hard, vibrant corals to delicate sea swans moving with the current, these underwater structures create a beautiful environment for scuba diving enthusiasts, many of whom come from afar to experience the beauty of the Flores Sea.

Colourful fish like elusive seahorses, parrotfish, and reef fish are found here, along with larger species, including snappers, groupers and barracudas.

One of the major attractions of the Flores Sea is the manta rays. These majestic creatures glide through the waters with their graceful wingspans. One can also swim with sea turtles, dolphins and whale sharks here.

7. Major threats

Overfishing and unsustainable fishing methods pose a major challenge to the fragile ecosystem of the Flores Sea. Unregulated practices like blast fishing and the use of cyanide deplete fish populations and destroy coral reefs. It leads to a disbalance in the ecosystem and also impacts the livelihood of local communities that depend on fishing.

Pollution from land-based sources poses another threat. Runoffs containing chemicals, plastic waste, pesticides, etc, contaminate the waters and choke marine life, especially near the coast. Plastic is the most evil since it entangles turtles and fish and causes death.

Climate Change and rising sea temperatures, coupled with ocean acidification, have led to the bleaching of corals. It has not only diminished the beauty of coral reefs but disrupted the entire ecosystem.

8. Notable Conservation efforts

Several initiatives have been taken to preserve the Flores Sea’s marine ecosystem, such as establishing marine protected areas. This helps preserve the region’s natural resources and critical habitats and to limit human activities by promoting sustainable practices. The protected areas are omes to endangered marine species.

Sustainable fishing techniques are being promoted to safeguard the Flores Sea’s fish stocks and support the livelihoods of local fishing communities. These regulations restrict fishing in some seasons and define catch limits and gear to be used to maintain a balance between fishing and conservation. Selective fishing and avoiding destructive techniques are encouraged to preserve the ecosystem’s health.

Raising awareness among stakeholders, tourists, and locals to foster a sense of responsibility towards the Flores Sea environment through education programs, workshops, and outreach also plays a key role in conservation efforts.

9. Many islands lie in the Flores Sea

Flores Island is one of the Lesser Sunda Islands, a group of islands lying in the eastern part of Indonesia. It lies east of Sumbawa and Komodo islands, west of Solor islands and Alor Archipelago and to the southeast is Timor.

Kelimutu Volcano, which forms three coloured lakes, is the most famous tourist attraction here. There are many snorkelling and diving locations along the island’s north coast, such as Maumere and Riung. Labuan Bajo is used as a base to reach Komodo and Rinca islands. It also attracts scuba divers because whale sharks are found in waters around Labuan Baju. Luba and Bena villages have traditional houses, and the latter also has stone age megaliths.

Other prominent islands include Sumbawa, Komodo, Rinca, Lembata, Adonara, Solar and Alor.

10. Has several major ports and coastal towns

Maumere is situated in the Bay of Maumere on the north coast of Flores Island. It serves the eastern region of Flores as a commercial facility handling domestic and international vessels along with inter-island ferries. The Pertamina oil terminal is 6 km east of this port.

Larantuka, on the northeastern shores of Flores Island, is owned by Pertamina and handles oil and gas. Kupang lies on the west coast of Timor Island and is also a major port town in west Timor. Its facilities lie 4 km southwest at Tenau. Major commodities handled are coal, coffee, sandalwood, anthracite and cattle.

Waingapu lies on the northeastern part of the Sumba Island. It is a major port and is open to international trade. There are many other ports in the Flores Sea, including Aimere, a small fishing port, Bajawa, Tambolaka, Baa, Adonara, Atambua, Kefamenanu, Waingapu, etc.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

10 Flores Sea Facts You Should Know appeared first on Marine Insight - The Maritime Industry Guide

The oceans and seas surrounding the continents offer several wonders, many of which humans have yet to discover.

The vast bodies of water that cover over 70% of the planet’s surface, holding around 1.35 billion cubic kilometres of water, have plateaus, valleys, plains, mountains, and trenches.

And interestingly, the underwater formations are enormous compared to those on dry land.

The mountains in the ocean basin are higher than those we see on land; similarly, the plains are flatter, so the ocean trenches are much more profound.

Of all the features that oceans offer, the very depth of these water bodies makes them so enchanting.

Indeed, the ocean is deep, and the average depth of the oceans and seas surrounding the continents is around 3.5km.

The part of the ocean that is deeper than just 200 meters is considered the “deep sea.” However, some parts of the oceans go up to several kilometres. But what is the deepest part of the ocean exactly?

Scientifically speaking, the deepest part of the ocean refers to the maximum depth of a point that can be accessed or defined. Every deep part of the ocean is called a deep trench.

They are known as the hadal zone, and the deepest sea trenches are created by shifting tectonic plates.

Currently, there are 46 hadal habitats across the oceans, and humans know very little about these regions since it’s challenging to study these parts of the oceans. Here is a list of ten points that mark the deepest points of oceans.

1. Mariana Trench

The Marina Trench is the deepest part of the Earth’s surface in the western Pacific Ocean. It contains the Earth’s deepest point, called the Challenger Deep. While many have reached Mount Everest, only two people have descended the Challenger Deep.

Jacques Piccard and Don Walsh reached a 10,916 m depth in their Trieste bathyscaphe in 1960. The first unmanned vehicle to reach the Deep was controlled by the Woods Hole Oceanographic Institution’s researchers, reaching up to 10,902 meters.

Appearing as a crescent-shaped scar in the Earth’s crust, the trench measures around 2,550 km long, 69 km wide on average, and has a maximum depth of 10.91 km at the Challenger Deep. At the same time, some other efforts measured the deepest portion at 11.034 km. The deep runs several hundred kilometres towards the US island of Guam in the southwest direction.

The deep holes in the Mariana Trench were formed due to the collision of converging plates of the oceanic lithosphere. During the collision, one plate descended into the Earth’s mantle, and the downward flexure formed a trough at the line of contact between the plates.

At the bottom of the Marina Trench, the density of water increases by 4.96% due to the high pressure at the seabed. However, the expeditions conducted at various times have observed the presence of large creatures such as flatfish, large shrimp-type amphipods, crustaceans, and even an unknown type of snailfish. Scientists believe there are many new species in the Mariana Trench awaiting discovery.

2. Tonga Trench

Located in the southwest Pacific Ocean and at the northern end of the Kermadec Tonga Subduction Zone, the Tonga Trench lies around 10.882 km below sea level.

The deepest point in the Tonga trench, known as the Horizon Deep, is considered the second deepest point on Earth after the Challenger Deep and the deepest trench in the Southern Hemisphere.

Stretches at a distance of 2,500 km from New Zealand’s North Island northeast to the island of Tonga, the Tonga trench was formed due to the subduction of the Pacific plate by the Tonga plate.

Researchers have also found that these plate movements cause large volcanoes in the Japan and Mariana Trench. According to marine scientists, the sediments of the Horizon Deep house a community of roundworms.

3. Philippine Trench

The third deepest point in the world, the Galathea Depth in the Philippine trench, is 10.54 km below sea level. Also known as Mindanao Trench, this submarine trench is located in the Philippine Sea and spreads in a length of 1,320km and 30km in width in the east of the Philippines.

Prominent among other trenches in the Philippine Sea, this trench was formed due to a collision between the Eurasian plate and the smaller Philippine plate. The other significant trenches in the Philippine Sea include Manila Trench, East Luzon Trench, Negros Trench, Sulu Trench, and Cotabato Trench.

It is said that scientists considered the Philippine Trench to be the planet’s deepest point until 1970. Scientists say the Philippine trench was younger than 8-9 million years ago.

4. Kuril- Kamchatka Trench

Another deepest part of the ocean belonging to the Pacific Ocean, this trench lies at a considerable depth of 10.5 km below sea level. Lying close to Kuril Island and off the coast of Kamchatka, this trench is responsible for many ocean bed volcanic activities in the region.

The trench was formed by the subduction zone developed in the late Cretaceous, which created the Kuril Island and Kamchatka volcanic arcs.

5. Kermadec Trench

Another submarine trench lies on the floor of the South Pacific Ocean. The Kermadec Trench stretches around 1,000 km between the Louisville Seamount Chain and the Hikurangi Plateau.

Formed by the subduction of the Pacific plate under the Indo-Australian Plate, the Kermadec Trench has a maximum depth of 1o.04 km.

Along with the Tonga Trench to the north, the Kermadec Trench creates the 2,000 km-long, near-linear Kermadec-Tonga subduction system.

The trench is also home to various species, including a giant amphipod, which measures approximately 34 cm in length at the bottom. A few years ago, the Kermadec Trench was in the news after the Nereus, an unmanned research submarine, imploded because of the high pressure at a depth of 9,990 meters while exploring the Kermadec Trench.

6. Izu-Ogasawara Trench

Located in the western Pacific Ocean, the Izu-Ogasawara Trench has a maximum depth of 9.78km. Also known as Izu-Bonin Trench, this deep trench stretches from Japan to the northern section of the Mariana Trench and is also an extension of the Japan Trench. Apart from the Izu-Ogasawara Trench, the western Pacific Ocean houses the Izu Trench and the Bonin Trench.

7. Japan Trench

Another deep submarine trench located east of the Japanese islands, the Japan trench (as shown in the image above), is part of the Pacific Ring of Fire in the northern Pacific Ocean.

With a maximum depth of 9 km, the Japan trench stretches from the Kuril Islands to the Bonin Islands. It also extends the Kuril-Kamchatka Trench and the Izu-Ogasawara Trench to the north and south, respectively.

The trench was formed due to the subduction of the oceanic Pacific plate beneath the continental Okhotsk Plate. The tsunamis and earthquakes led to the movement of the subduction zone with the Japan Trench.

8. Puerto Rico Trench

Located between the Caribbean Sea and the Atlantic Ocean, the Puerto Rico trench marks the deepest point in this region and the eighth deepest point found on the Earth’s surface.

It lies at a depth of 8.64 km, is spotted at Milwaukee Deep, and measures a length of over 800 km; this trench has been responsible for many tragic tsunamis and earthquake activities in this region.

Efforts for a complete mapping of this trench have been ongoing for a long time. The French bathyscaphe Archimède first attempted to explore the seafloor in 1964, and a robotic vehicle was sent to the trench in 2012 to study its characteristics.

9. South Sandwich Trench

The deepest trench in the Atlantic Ocean after Puerto Rico Trench, South Sandwich Trench, is at a depth of about 8.42 km, described as Meteor Deep, and runs for over 956 km, making it one of the most noticeable trenches in the world.

Located 100 km east of the South Sandwich Islands in the southern Atlantic Ocean, this trench was formed by the subduction of the South American Plate’s southernmost portion beneath the small South Sandwich Plate. This South Sandwich Trench is also associated with an active volcanic arc.

10. Peru–Chile Trench

The Peru–Chile Trench (the Atacama Trench) is located around 160 km off the coast of Peru and Chile in the eastern Pacific Ocean. The Atacama Trench has a maximum depth of 8.06 km below sea level. The deepest point of the trench is known as Richards Deep.

The trench measures around 5,900 km in length and 64 km in mean width, while it covers an area of about 590,000 square kilometres. The Atacama Trench was formed due to a convergent boundary between the subducting Nazca and the South American Plates.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared, or used in any form without the permission of the author and Marine Insight. 

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Albania is a Southeast European country in the Balkans on the Ionian and the Adriatic Seas. It is a developed country dominated by the services sector, manufacturing, and tourism. In 2014, it recorded the 4th lowest unemployment rate in the Balkans.

Agriculture remains essential and employs a significant proportion of the population. Fruits like apples, oranges, peaches, cherries, strawberries and plums are grown, and potatoes, tomatoes, and onions constitute the main vegetables produced here.

Apart from these, meat, dairy items, aromatic plants and tobacco are also cultivated. Albania is a major producer of salvia, yellow gentian and rosemary. Albania’s fishing industry has great potential to generate export earnings as prices in the Italian and Greek markets are higher than in the Albanian market.

Agricultural produce, minerals, and metallic ores are exported through the country’s four major ports. Albania’s largest trade partners are Italy, China, Greece, Kosovo, the U.S. and Spain.

Mentioned in this article are the 4 Major Ports of Albania.

1. Port of Durres

Durres is the biggest port of Albania, situated at the northern end of the Bay of Durres, a body of water between Kalaja e Turres and Cape Durres.

The Port is made of an artificial basin between 2 moles, with a 183 m wide entrance with a west-northwest orientation. Many shipwrecks lie close to the access channel, which is 120 m wide and has a depth of 9.5 m. Hence, using tugboats is mandatory.

The Government of Albania plans to relocate the present-day Durres Port northwards to the Porto Romano area and construct a luxury marina at the current port area. This would boost tourism in the country.

Durres is also Albania’s largest passenger port and one of the biggest in the Adriatic Sea, handling almost 1.5 million passengers annually.

Port Infrastructure

The Port has ten berths and around 763 m of alongside pier space on the West Mole. A small harbour was constructed for fishing boats, and operations began in 2013. The port handles all kinds of cargo, including breakbulk and bulk cargo, general cargo, steel and non-ferrous products, RORO, palletised goods and containers. The port has warehouses for storing goods like timber, grains, reefer, and general cargo.

Approximately 603,000 tonnes of cargo and 770,800 passengers are handled at the port annually.

The Durres Port also offers regular cargo and passenger ferry services to Ancona, Trieste and Bari. Around 878,688 passengers and 259,175 vehicles were transported from this port on 1052 ferries in 2019. In the same year, 19 cruise ships carrying more than 4500 passengers visited this facility.

In 2019, a customs office of the Republic of Kosovo opened in the Port, simplifying the import of cargo to Kosovo and relieving the Vermica/Mornia border crossing.

Port History

The city of Durres and its port have a long history dating back to the Roman Era when it was called Dyrrachium. It was a vital military and naval base and became the western end of the Roman Road called Via Egnatia, leading to Thessalonica and Constantinople.

The famous Roman emperor Caesar Augustus declared it a free town after the Battle of Actium. It was populated by the veterans of his legions.

In the 4th century, it was made the capital of Epirus Nova province. Struck by an earthquake, its defences were destroyed and subsequently rebuilt by Anastasius I, who also strengthened its city walls, building the strongest fortifications in the region. Though portions of these ancient defences remain, much of them have been reduced over the centuries.

The city suffered from barbarian invasions and later Bulgarian attacks. It was unaffected by the fall of the Western Roman Empire and prospered under the Byzantine Empire, developing into an important port and a vital link between the Empire and Western Europe. During communism in the country, the port was named after a communist leader named Enver Hoxha.

2. Port of Vlorë

Vlore Harbour, also called Vlone or Vlora, is located in the southern part of the country in a huge sheltered bay. It is the second largest port in the country, with two main quays handling building materials and passengers. There is a tanker sea Island as well.

Approximately 670 ships, 293,000 tonnes of cargo and 59,700 passengers are handled at the port annually. Major exports from Vlore are chemicals, minerals, agricultural products, and metallurgical products. Imports include vehicles, foodstuff, fuel and machinery.

Vlore has separate areas for dealing with dry cargo, petroleum products and seafood. Vlore’s fishing harbour lies in Skel. It will be the new location of the relocated passenger terminal and cargo handling area while the Viora Marina is being built.

A UK-Albania Joint venture enterprise won a tender to construct Vlora Marina, where the current passenger terminal is. The luxury marina will have docking spaces for yachts, hotels, residential areas, and commercial places, including bars and cafes.

Vlore has a long history going back to antiquity. It was controlled by Greeks, Romans, Byzantines and Venetians before joining independent Albania.

Vlore offers ferries to Italian and Greek Ports, and the city is situated on the national highway that runs along the coast.

3. Port of Sarande

Sarande lies on the southwest coast of Albania, facing Corfu Island. It is regarded as the ‘gateway to Southern Albania since it is a major entry point for tourists visiting the country by sea.

The harbour area is undergoing an expansion, which includes a new cruise line terminal.
Large vessels are currently docked outside the port area.

Sarande is a medium-sized facility handling cargo and passengers. The ferry terminal is used for international arrivals and departures and offers customs clearance. Ferries regularly go to Crorfu from here. Cruise Ships and private yachts are also frequent visitors here.

The cargo handling area accommodates containerised goods, construction materials and agricultural products. The government of Albania plans to modernise and renovate this Port to handle more cargo traffic. Several projects include building new berths, dredging the port basin, acquiring new port equipment and expanding the passenger terminal. All of this is being done to boost tourism in the country.

4. Shengjin harbour

This is the northernmost seaport in Albania, modernised and expanded in the 1970s-80s during the communist period in the country. It operated as a commercial and fishing harbour at that time.

It has two piers or jetties which extend into the Adriatic Sea. It also handles cargo, passenger ferries and fishing boats.

The main export is agricultural produce, and RORO facilities are available for passenger vehicles. It also handles food items, minerals, construction materials, and timber. Ferries leave from Shengjin to ports in Italy and Montenegro in the summer season.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

4 Major Ports of Albania appeared first on Marine Insight - The Maritime Industry Guide

Houthis are an armed political and religious group that stands for Yemen’s Shia Muslim minority, the Zaidis. They emerged from north Yemen’s rugged mountains in the 9th century and have been trying to take complete control of Yemen. Though they lack a Navy and Air Force and their leaders shuffle between houses, they have managed to challenge the military might of the U.S., U.K. and other Western countries.

Houthis declare to be a part of an ‘axis-of-resistance’ against Israel, the United States and the West, along with other armed groups like Hamas and Lebanon’s Hezbollah Movement. The U.S. has accused Iran of backing Houthis with finances, weapons, intelligence and training to carry out Red Sea Ship Attacks; however, Tehran has rejected these accusations.

Since November 2023, Houthis have attacked ships headed to Israel in the Red Sea, and in retaliation, the U.S. and U.K. have targeted Houthi bases in Yemen.

So, who exactly are the Houthis, and What do they Want? Let’s find out.

The Houthi Movement is a side of the Yemeni Civil War that has continued for about a decade. It began in the 1990s when the leader Hussein al Houthi launched a religious revival movement for a subsect of Shia Islam known as Zaidism.

The Zaidis ruled Yemen but were sidelined under the Sunni Rule, which came to power after the civil war in 1962. Hence, the Al Houthi Movement was born to represent the Zaidis and to resist the Sunni ideas, especially Wahhabi ideas from Saudi Arabia. The closest followers of the movement were called Houthis.

Houthis stormed Yemen’s capital, Sanaa and toppled the internationally recognised and Saudi-backed government, which led to a civil war in Yemen in 2014. The next year, a Saudi-led coalition tried to drive them out; however, they were unable to dislodge the Houthis, who now control much of northern Yemen. Though a ceasefire was signed in 2022, it lapsed after 6 months.

What is the current situation in Yemen?

The civil war has led to a worsening humanitarian crisis. Infrastructure has been destroyed, the economy has collapsed, and over three million people have been displaced from their homes; thousands have lost their jobs and live in extreme poverty.

Over 24 million people, about 80% of the population, need aid and protection, per the U.N.
Around 377,000 people have died due to lack of food, water and healthcare, according to a 2021 report by the United Nations Development Programme. Only 38.9% of Yemen’s funding needs are met, with a gap of $2.7 billion still required.

Why are Houthis attacking ships in the Red Sea?

The Houthis are targeting ships with connections to Israel in response to Israel’s war with Hamas in Gaza, which has killed and displaced thousands of Palestinians. Hence, Houthis began to fire missiles and drones towards Israel.

On 19th November, Houthis hijacked a commercial vessel in the Red Sea and targeted over a dozen ships. Houthis have also targeted American and British Ships, which they said was in response to the ‘American-British aggression.’

The U.S. and U.K. began carrying out air strikes against Houthi targets in Yemen on 11th January, and more attacks have been carried out since then.

President Joe Biden said the attacks were in “direct response” to the attacks on Red Sea ships, which “jeopardised trade and threatened freedom of navigation”.

Britain’s P.M Rishi Sunak said it is “necessary and proportionate” to protect global shipping.

Impact of Red Sea Ship Attacks On Global Shipping

Though the U.S. and Britain have thwarted many attacks, they have impacted global shipping, given the Red Sea is a strategic waterway through which at least 15% of the world’s cargo passes.

Major Shipping Giants like Maersk, CMA CGM, Hapag-Lloyd and Evergreen and oil giants like B.P. have halted shipping through the Red Sea amidst fear of attacks on their ships. This has caused an increase in oil and gas prices and insurance costs as ships are taking a longer route around Southern Africa.

Companies might pass the increased costs of transporting goods to their customers, leading to rising prices at a time when world governments struggle to control post-pandemic inflation.

Houthis intend to inflict economic damage on Israel and its Western allies to pressure them to cease the bombardment of Gaza.

What Do Houthis Aim to Achieve by Targeting Ships?

While Houthis say that they champion the Palestinian cause, attacking ships in the Red Sea could also be a move to gain legitimacy at home and in the Middle East. It could give them an upper hand against their enemies, Saudi Arabia and the UAE, whom they blame for being puppets of the United States and Israel.

Gregory Johnsen, a fellow at the Arab Gulf States Institute in Washington, studied and lived in Yemen for many years and mentioned in an X thread that the Houthis aim to use the situation for their political and economic benefits.

He opines that they have to expand the war in Yemen as they would need to control Marib or Shabwa, where most of Yemen’s oil and gas fields are located, to form a solid base for surviving in Yemen.

Helen Lackner, an independent researcher on the Middle East, said that the Houthis are aligned with Iran but only when it suits their own interests and that they should be seen as an independent group that takes advantage of what Iran offers in terms of weapons, political alliance and propaganda that opposes the U.S. and Israel.

Lackner added that Houthis are not quite popular in the parts of Yemen that they control, including two-thirds of Yemen’s population. However, the people in Yemen are pro-Palestinian, and so since the Houthis have sided with Palestine and attacked ships in the Red Sea, their popularity at home and abroad has skyrocketed. They are being seen as Heroes by many.

She also said that if one goes to a pro-Palestinian demonstration in England, one encounters slogans like, “Yemen, Yemen, make us proud! Turn another ship around!”

Now, people are talking about the Houthis. These are the same people who did not even know if any such group existed or not a year ago.

Elisabeth Kendall, professor at the University of Cambridge, said that though Houthis believe in the cause of Palestinians, their ultimate aim is to defeat America, its military presence and political influence in the Middle Eastern region.

Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

Who are Houthis & Why are They Attacking Ships in Red Sea? appeared first on Marine Insight - The Maritime Industry Guide

When we think of tragedies at sea, we are often reminded of the Titanic or other significant ships in history, such as the RMS Lusitania, which sank in twenty minutes and pulled the U.S. into the First World War.

These ships have also been a subject of popular culture, especially movies that have made them famous and their stories known to people worldwide.

However, what about those ships that met a similar fate but never got the same popularity as the Titanic or the Lusitania and others?

This article reveals 10 interesting facts about one such ship called the S.S. American Star.

A Brief About the S.S. American Star

S.S. American Star was an ocean liner and cruise ship constructed in the U.S., launched in 1939 and entered service the following year.

It was made for the United States Lines, and renowned Naval Architect William Francis Gibbs designed it. The ship was renamed at least 9 times in its 50 years of service, which saw many ups and downs.

It even served the country by carrying troops; however, its fate was miserable. In 1994, the ship was wrecked in the Canary Islands, slowly deteriorating until it completely collapsed into the sea. The ship is not visible anymore on the surface of the ocean and has turned into an artificial reef.

1. One of the few liners of its time to be designed by Women

Newport News Shipbuilding and Dry Dock Company laid down this ship on August 22, 1938, in Newport News, Virginia.

It was 220 m long and 28 m wide with a 10 m draft and 11 decks. It had a gross tonnage of 26 454 tonnes and a displacement of 21,079 tonnes.

S.S. American Star is special since it is one of the few ocean liners of its time whose interiors were designed by women- the New York Firm Smyth, Urquhart & Dorothy Marckwald, who gave her a contemporary and informal look using stainless steel, ceramics and modern pieces, unlike the liners of its time, which boasted an ornate decor.

Launched in 1939, it was sponsored by the then U.S. President Franklin D. Roosevelt’s wife, Eleanor Roosevelt, since her cousin was among the founders of the United States Lines.

2. Became a troop ship for the U.S. Navy during World War II

SS America Star entered service as the flagship of the United States Lines on August 10, 1940. It could accommodate 543 people in the cabin class, 418 in the tourist class, 241 in the Third Class, and 643 crew members.

It had low funnels that gave her a modern and streamlined look, but soon, her funnels’ height was increased by 16 ft as soot was deposited on its decks.

Tensions had begun to rise in Europe with the advent of World War II, in which the U.S. still chose a neutral stance. For protection, the ship’s name, United States Lines and 2 American Flags were painted on both sides of the hull.

As a precaution, the ship sailed illuminated at night and did not ply on its North Atlantic Service Route but sailed in safer regions for some time. In 1941, it was equipped with degaussing cable to offer protection from the naval mines.

On May 28 1941, the U.S. Navy called the S.S. American Star to enter Naval Service as a troop ship. S.S. American Star was at Saint Thomas, US Virgin Islands, when it was ordered to come to Newport News.

3. Carried the largest number of troops during World War II

After the U.S. Navy acquired the ship for transporting troops, it was renamed USS West Point (AP-23). It was converted and fitted with essential equipment and was commissioned into naval service with Frank H. Kelley Jr as its Captain on June 15 1941.

The ship was stripped of its beautiful decor and furnishings and was endowed with life-rafts, bunks, and anti-aircraft weapons, with its windows covered and exterior painted a dull grey. The ocean liner, which could carry around 1200 people, would now accommodate about 7678 troops.

The ship also transported Coast Guard supplies, consular staff, and their families. She was also a part of naval exercises off the Virginia Capes in August 1941 with USS Wakefield and USS Mount Vernon.

It also participated in several naval missions until the war ended in 1945. These included bringing American soldiers back home after Germany surrendered.

In its service years, it accommodated more than 350,000 troops, the largest total for any U.S. Navy troop ship in service during the Second World War. In one of its voyages in 1944, it carried about 9300 people. Apart from troops, it also carried U.N. Officials, civilians, children, Red Cross workers etc.

For its service, the S.S. American Star, then called the U.S. West Point, was awarded several awards and medals like the World War II Victory Medal, American Defense Service Medal, etc.

4. Advent of its Glory Years – Renamed S.S. America

After the war ended, the ship was renamed S.S. America, and it sailed on the New York–Le Havre–Bremerhaven–Cobh Route, which was delayed during the war years.

Many considered her the most beautiful ocean liner to fly the American Flag, given her role in the Navy during the War. She was small yet more graceful than other ships, including her fleet mate, the USS United States, which debuted in 1952.

S.S. America continued to ply on the US-Europe route from 1955 till 1960, but it also went to tropical ports in the Caribbean and the Bahamas. It went on 14 trans-Atlantic journeys in 1962 and 8 the following year.

5. Underwent extensive refits after being sold to Chandris Group & named S.S. Australis

A new market opened with rising immigration from Europe to Australia, and in 1964, the Chandris Cruise Line bought the 24-year-old S.S. America to tap into this gap.

The ship was now named S.S. Australis and was refitted with an additional 350 cabins; many existing ones were equipped with extra berths. Hence, its passenger capacity rose from 1200 to 2258.

On its first voyage, it sailed from Southampton in 1965 to Australia and New Zealand. After that, it sailed regularly from Southampton and also Rotterdam.

It also met with some minor accidents. In 1970, a fire broke out in its galley, but it was extinguished the next day, although its next trip was delayed due to maintenance problems.

In 1974, the vessel collided with the Australian Aircraft Carrier HMAS Melbourne in Sydney Harbour. Although both vessels suffered minor damages, there were no deaths or injuries to those onboard.

S.S. Australis was the last liner offering regular service to Australia and New Zealand until its last journey in 1977. She then headed to Auckland, where she was laid up at Timaru the same year.

6. Sold to Venture Cruise Lines and renamed America to tap on its American Heritage

After the layup, Australis was bought by Venture Cruise Lines and her name was changed to S.S. America, though it was registered as a Greek Ship. Her hull was now dark blue, and funnels were painted blue and red.

The ship set sail in 1978 without complete repairs and refits. It was not in good condition and had soiled linen, trash and old mattresses, accompanied by foul smells from the kitchen and plumbing sounds. Water leaked onto the decks from the overhead pipes. Public rooms were not painted well either.

The ship was overbooked; however, given its condition, the passengers were unhappy and forced the captain to return to New York when it had barely reached the Statue of Liberty. 960 Guests departed the ship, and another 200 left the next day through a tender at Staten Island.

It left for a 5-day trip to Nova Scotia in 1978, and when she arrived, she was met with 2.5 million U.S. dollars in claims from its guests. Also, all its future sailings were cancelled, and it was impounded for not paying its debts. Finally, the U.S. District Court ordered the auction of the vessel.

7. Repurchased by Chandris Lines and renamed Italis

SS American Star was again bought and renamed by Chandris Lines, who decided to give it a new appearance. Her forward funnel was removed, and it was decided to provide her with a streamlined superstructure above the bridge; however, it never ultimately happened.

Italis operated as a hotel ship in 1979 after being chartered for the Organisation of African Unity Conference in Monrovia, Liberia. Then, it carried out three cruises from Genoa to many places in the Mediterranean. After these cruises, it was laid up in Piraeus, Greece.

8. Exchanged hands swiftly, first sold to Intercommerce and then Silver Moon Ferries

In 1980, the ship was sold to Intercommerce Corporation and named Noga. They wanted to convert it to a prison ship and anchor it in Beirut, but this never happened.

Again, the ship was resold in 1984 to Silver Moon Ferries and renamed Alferdoss, which translates to paradise in Arabic. The new owners wanted to make it a floating luxury hotel in Tripoli, Lebanon, but the Civil War shattered that dream.

A bilge pipe burst and flooded the engine room and crew’s quarters. The ship started listing. Hence, the starboard anchor was raised and the port anchor cut. It was beached to prevent it from sinking. After getting repaired, it was brought back.

Silver Moon Ferries sold the ship for scrapping for 2 million dollars in 1989. The scrappers deposited 1 million dollars and began work. However, after its lifeboats were demolished and some more work done, the scrapper defaulted on payments, so it was not completely torn apart and remained in this condition until 1993.

9. Sold to a Thailand Company and named S.S. American Star

The ship was sold to a company in 1992 that wanted to make it a 5-star floating hotel off Phuket in Thailand. Drydocking showed that although the vessel suffered neglect for many years, its hull was in good condition.

In 1993, it was renamed American Star, and it underwent maintenance with the removal of the propellors and the painting of funnels and the bridge. It was not allowed to cross the Suez Canal, given its age. Hence, it went around the Cape of Good Hope to get to Thailand.

It left Greece under tow in 1993 but returned due to bad weather. When it set sail for the second time, it was caught in a thunderstorm in the Atlantic, which broke its tow lines. Although attempts were made to reattach them, they were unsuccessful, and its crew was saved by a helicopter.

The vessel was left adrift at 6:15 am on January 18 1994. Ultimately, it ran aground on the rocky shores of Playa de Garvey, off the western coast of Fuerteventura in the Canary Islands.

10. Ran Aground; however, conditions of beaching made salvage impossible

It was impossible to conduct the salvage operations, and within two days, the strong waves broke the vessel into two, and it was declared a total loss in 1994. Its stern section collapsed completely and sank in 1996, while its bow section remained intact for a decade.

The ship became the biggest story on Fuerteventura Island, and just in 2 days, locals gathered around the wreck and pillaged it for anything and everything they could find.

As years passed, the ship became popular on the internet, and people visited it to take pictures and document its slow deterioration at the hands of natural forces.

In 2019, underwater footage of its debris field showed that its hull and superstructure had disintegrated, though pieces could be seen scattered in the sand. Anchor chains and boiler were still intact, along with the detached funnel, and the wreck site had become an artificial reef brimming with marine life.

The ship was shown in a 1999 German Documentary that took viewers inside its interiors and exteriors through a virtual tour.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

10 Interesting SS American Star Facts appeared first on Marine Insight - The Maritime Industry Guide

Known as the easternmost arm of the Baltic Sea, the Gulf of Finland is a strategic waterbody. It spans from Finland to the north, Estonia to the south, and Saint Petersburg, Russia, to the east, where the Neva River empties into it. Helsinki and Tallinn are famous cities around the Gulf of Finland, whose eastern parts are controlled by Russia.

In fact, some of the major Russian oil harbours lie close to St.Petersburg, such as Primorsk. The Gulf of Finland is important for Russia, and recently, proposals were made to construct a massive tunnel through it.

Let’s explore 10 interesting facts about the Gulf of Finland in this article.

1. Gulf of Finland Covers 30,000 square kilometres

The Gulf spans 12,000 square miles and is 400 km long, from Hanko Peninsula to St.Petersburg. It is about 150 to 175 km wide, widening as it extends north to St.Petersburg, Russia and then narrowing as it curves eastwards to Vyoborg Bay. It then opens up into Neva Bay, which is less than 6 m deep. Hence, a channel was dug here to enable safe navigation through it.

Its widest point lies near its entrance when it opens into the Baltic Sea. The narrowest point lies inland, close to Kotka, Finland. The Gulf of Finland is shallow, and the depth decreases from the entrance, with the sharpest change noticeable near Narva-Joesuu, a seaside resort town in Estonia, also called Narva Wall. The average depth is 38 m, while the maximum depth is 115 m.

2. Has Low Levels of Salinity and Freezes Completely in Winter

Several rivers, especially the Neva, which contributes at least two-thirds of the total runoff, drain into the Gulf of Finland. This explains the extremely low salinity, between 0.2 and 0.3% at the surface and 0.3 to 0.5.% at the bottom.

The water temperature is around 0 °C in winter, and the surface temperature is 15 to 17 °C in summer. Some portions of the Gulf freeze from the end of November and remain frozen till April ends.

This freezing begins in the east and gradually progresses to the west, with complete freezing occurring by late January. Powerful western winds are frequent in the gulf, bringing massive waves and sometimes floods to coastal areas.

3. Gulf of Finland is lined with skerries and bays

The northern shores of the Gulf are high and winding. It also has many bays and small skerries and peninsulas. The coast is sloping with sandy dunes and pine trees.

The southern coast is smooth and shallow, and along it runs the Baltic Klint, a limestone escarpment that is 55 m high. Towards the east is the Neva Bay, and in the west lies the Baltic Sea.

4. Surrounded by many islands, Kotlin being the largest

Many islands are near the Gulf of Finland, the largest being Kotlin. The Russian island is 32 km west of St.Petersburg in the Baltic Sea. It separates Neva Bay from the gulf. It is famous for the fortified city of Kronstadt, which is on the island and part of a World Heritage Site.

The island has been the site of many military battles. In 1921, the Kronstadt rebellion occurred here, leading to more than 11,000 casualties. It is mentioned in the 13th-century Treaty of Novgorod with the Hanseatic League and Gotland.

Another popular island group is the Beryozovye Islands in Leningrad, Russia. They lie at the gulf’s head outside Primorsk on the Karelian Isthmus. The group has 15 islands, the biggest called Bolshoy Beryozovy.

The other islands are Lisiy Island, Vysotsky Island, Bolshoy Tyuters, Moshtchny, Naissaar, Kokar, Pakri Islands, Sommers and others.

Also, in 1700, Russia built around 19 artificial islands with forts along the Gulf. These were constructed to defend the country from maritime attacks during the Great Northern War of 1700 to 1721. Some fortresses include Krasnaya Gorka, Totleben, Fort Alexander and Kronshlot.

5. Gulf of Finland is an important Shipping Corridor

The Gulf of Finland is a vital shipping lane for Finland, Russia and Estonia. Many ports lie in the Gulf, such as the Port of St.Petersburg, which handles approximately 59,990,000 tonnes of cargo annually, including oil, timber, metals, coal, ores, grains, etc. It also handles 2,365,000 TEU and 411,920 passengers.

Helsinki is another port lying on the southern coast of Finland at the mouth of the Vantaa River in the Gulf of Finland. It is an international port and one of the busiest passenger ports in Europe. It deals with raw materials, consumer products, industrial and steel products, forestries and glassware.

Around 8740 ships and 14,000,000 tonnes of cargo, including 400,000 TEU and 10,000 passengers, are handled at the port annually.

Tallinn is the capital of Estonia and lies on the southern coast of the Finnish Gulf in the Baltic Sea.

There are 25 berths with a depth of 10.7 m and four passenger terminals. The main cargo handled are coal, cement, cars, grain, oil, metals, general cargo, etc. Around 6700 ships, 33,200,000 tonnes of cargo, including 140,000 TEU and 7,300,000 passengers, are handled annually here.

6. A diverse fishing ground with many different types of fish

The Gulf of Finland has abundant fish, and the average water depth is less than 10 m, with zander, pike and perch as the main species. There are several spots with shallow bay waters for catching a big pike weighing over 10 kilos. One such spot is in Pernajanlahti Bay and the Tammisaari Archipelago.

Great Zander zones include Sipoo and the waters near Helsinki. Usually, zanders are small and weigh less than a kilo. In winter, zander ascends into rivers like Porvoonjoki.

Sea Trout can be seen in the outer archipelago of the Gulf of Finland. Beyond the archipelago, one can find salmon, while Perch is common throughout the Gulf.

Other fish in the Gulf of Finland are European chub, European smelt, stickleback, lamprey, Atlantic Cod, Baltic Herring and European eel.

In recent years, spring angling for whitefish has gained immense popularity. One can go after whitefish in March and April, just when the ice breaks up. Sandy areas near bridges are ideal places where you can find whitefish, which usually weigh 500-700 grams, but you might seldom find larger ones, too.

The catch has been affected over the years due to contamination of the waters by mercury, phenols, petroleum products, pesticides and polycyclic aromatic hydrocarbons, which pose a serious threat to the ecosystem of the Gulf and its fish population.

7. Coastal waters of the gulf have a wide range of vegetation

Several species of higher vascular plants can be found in the coastal regions of the Gulf of Finland. The shallow waters are home to aquatic plants like spiny naiad and ditch grass. The eastern portion of the gulf is characterised by wetland vegetation, marshes made of common reeds, bulrush, acute sedge, and yellow and white water lilies.

The coast and islands are lined with a mixture of pine and spruce forests and deciduous forests made of birch, aspen, black and grey alders, and willow.

8. The Gulf of Finland is called the largest ship cemetery in the world

The gulf’s bottom is home to many lost ships and sunken treasures. Due to low salinity, cold water and the absence of shipworms, vessels are well preserved.

The Gulf of Finland has been a major waterway since the 6th century, and from the 8th to the 10th centuries, around 3000 tonnes of silver passed from here. It became a busy shipping lane and a place for several naval engagements.

After the Russo-Swedish war ended, the areas around the Gulf of Finland and Neva River were given to Russia.

With advancements in technology and an interest in unfolding the contents of the wrecks, many were interested in exploring the Gulf. By 1996, around 5000 submerged objects were found in the Russian section.

There were 2500 vessels, 1500 planes, boats, tanks, cannons, mines, aerial bombs, cars, etc. The ships mostly belonged to the UK, Finland, Germany, Sweden, the Netherlands and Russia.

9. Many ancient sites were found on the Gulf of Finland shores

Archaeologists discovered sites dating back to 9000 years old along the gulf. Humans inhabited the gulf’s coasts after the ice age glaciers retreated and Littorina Sea levels decreased, revealing land. Remains of eleven neolithic settlements have been found since 1905 at the mouth of Sestra River. Several arrow tips, quartz scrapers, utensils and fire traces were found.

The Gulf Coast was then inhabited by Finnish people and also Estonians. There were many tribes, too, that settled to the west of Ladoga Lakes and practised slash-and-burn agriculture, hunting, fishing, and animal husbandry. From the 8th-13th century, the Gulf of Finland and Neva were important waterways from Scandinavia to the Byzantine Empire.

10. Formed 10,000 Years Ago at the end of the Last Ice Age

During the Last Ice Age, which ended 10,000 to 12000 years ago, most of Northern Europe and Northern Asia was engulfed in ice sheets. As the climate became warmer towards the end of the Ice Age, the ice sheets melted and receded northwards. The depressed land surface started to rebound upwards due to isostatic adjustment since the weight of the ice was removed.

Sea levels increased after the glacial ice melted, and the water from the ice sheets flooded the basins created by the retreating ice sheets. One basin was the Gulf of Finland, which slowly expanded as sea levels rose. By 8000 BC, the Gulf of Finland took pretty much the same shape it has today, though the geological process continue.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

10 Interesting Facts About the Gulf of Finland appeared first on Marine Insight - The Maritime Industry Guide

International Shipping Lanes act as the life and blood of global maritime trade, facilitating the smooth movement of goods and services from one part of the world to another. Per IMO, approximately 90% of the world is dependent on the transportation of cargo via seaways.

Shipping lanes link manufacturing centres, producers and consumers. Hence, natural and man-made shipping routes are the most vital component of the maritime trade infrastructure.

Some shipping lanes are busier and more significant than the rest, primarily due to their strategic location and, consequently, the volume of trade they handle.

We will be discussing the top 10 busiest shipping lanes in the world in this article.

1. English Channel

Also called the Channel, this busiest shipping lane in the world is an arm of the Atlantic Ocean, which distinguishes Southern England from Northern France. It links the North Sea and the Atlantic Ocean, establishing a crucial link between the United Kingdom and Europe.

The English Channel measures 560 km lengthwise and has a width of 240 km at its broadest area to about 34 km at its narrowest in the Dover Strait. Another interesting fact is that it is the smallest of the shallow seas around Europe’s continental shelf, spanning approximately 75,000 square kilometres.

The Channel witnesses over 500 vessel transits a day. It has about 171 ports and harbours along its coast, which handle all kinds of cargo, ranging from food, fuel, manufactured items, and so on. Some important ports along the English Channel are Portsmouth, Southampton, Le Havre, Cherbourg and Brest. Additionally, more than 16 million people and 5 million trucks cross the Channel annually.

The English Channel has been an important route since historic times. It was a major factor behind the emergence of Britain as a naval superpower, which used it as a natural defence mechanism for dealing with invasions, like in the Napoleonic Wars and during World War II.

2. Malacca Strait

Lying between Indonesia’s Sumatra Island and the Malay Peninsula, this shipping lane connects the Andaman Sea with the Strait of Singapore and the South China Sea. It is narrow, just 500 km long and 65 to 250 km broad.

It is the principal shipping route between the Indian and the Pacific Ocean, connecting Asian economies like India, Indonesia, Malaysia, Singapore, Japan, Taiwan, South Korea and Thailand. Malacca Strait has been named after Phyllanthus emblica, or simply the Malaka tree, which grows in the coastal areas along the Strait.

There are over 40 ports along the Malacca Strait, and around 94,000 ships pass through this shipping lane each year. Around 25% of the globe’s traded goods, mainly oil, Chinese products, and Indonesian coffee, cross the Strait to reach markets far and wide.

A major commodity that passes through this Strait is oil, from suppliers in the Persian Gulf to the markets in Asia. Congestion can happen due to many vessel crossings and its narrowness, which comes to only 1.5 nm at the Phillip Channel.

Piracy is a serious problem in the Strait, though such incidents have reduced significantly over the last few years. Navigation hazards pose another risk since the Strait has around 34 documented shipwrecks, some dating to the 1800s.

Wildfires in Sumatra cause haze, yet another navigational challenge. Seafarers are required to slow down their vessels in conditions of low visibility due to the haze.

3. Hormuz Strait

Situated between Iran and Oman, the Hormuz Strait is one of the busiest shipping lanes and also a vital maritime chokepoint. It is the main shipping lane for oil from the Middle East, with more than 21 million barrels passing through it every day.

The Strait witnessed more than 20,000 ship transits in 2020, which made it the world’s 3rd busiest shipping lane. Hormuz Strait is 167 km long and has a width varying from around 96 km to 39 km.

Around 25% of the world’s oil consumption and a third of its LNG passes through the Hormuz Strait, making it strategically important in world trade and geopolitics. It has remained important for centuries since its hinterlands were rich in luxury trade commodities, which lacked access to major trading ports.

To decrease the chances of a collision, vessels moving through the Hormuz Strait adhere to a Traffic Separation Scheme in which inbound ships utilise one lane, and outbound ones use another lane, each lane being 2 miles broad.

4. Suez Canal

The Suez Canal in Egypt connects the Mediterranean Sea with the Red Sea via the Isthmus of Suez. It also divides Africa and Asia.

When constructed, the Canal was 164 km lengthwise and had an 8 m depth. After many rounds of enlargements, it is now 193.3 km long, 24 m deep, and 205 m wide, and it is a crucial shipping route between Europe and Asia. Its northern access channel is 22 km long, and the southern access channel is 9 km long.

Ships with drafts of up to 20 m and a height of 68 m can cross the Canal under viable conditions. It can accommodate more traffic and bigger vessels than the Panama Canal. However, some supertankers are too big to cross it, and they can offload some of their cargo on a canal-owned ship to decrease their draft.

Around 56 ships cross the Suez Canal per day. The Canal set a new record with a revenue of $9.4 billion USD for the fiscal year that ended on 30 June 2023.

After its completion, the Canal proved extremely advantageous to the sea trading nations of the Mediterranean, with faster trade connections to the Near East and the Far East. Additionally, ports along or near the Suez Canal, such as the primary Habsburg port of Triests with direct links to Central Europe, also saw an increase in vessel and cargo traffic.

5. Panama Canal

Constructed from 1904 to 1914, this engineering marvel is 51 miles long and separates North America and South America. It also links the Atlantic Ocean with the Pacific Ocean, doing away with the lengthy voyage of two months around the tip of South America.

The canal locks allow lifting vessels up to the freshwater Gatun Lake, 26 m above sea level. Roughly 200,000,000 litres of freshwater is used in a single passing of a vessel.

The artificial lake was made by damming the Alajuela Lake and Chagres River to decrease the excavation word needed for the Canal and to lower the vessels at the other end easily.

The Canal’s locks are 33.5 m wide, and another set of locks was built between 2007 and 2016. The waterway was expanded, and commercial operations began soon after. With the new locks, the bigger NeoPanamax vessels could also cross the Canal.

To increase capacity, several improvements were made, such as implementing an enhanced locks lighting system, enhancing the tugboat fleet, developing an improved vessel scheduling system, deepening Gatun Lake’s navigational channels, improving lock structures, etc.

Panama Canal has witnessed reduced daily crossings due to persistent drought conditions, which has limited daily crossings to 32.

6. Danish Strait

Danish Strait is the waterway that connects the Baltic Sea to the North Sea via Kattegat and Skagerrak. In the past, they were regarded as internal waters of Denmark, but after territorial defeats, Oresund and Fehmarn Belt are shared with Sweden and Germany. Great Belt and Little Belt are part of Denmark’s territorial waters.

The series of channels that comprise the Danish Strait is a crucial route for Russian seaborne exports of oil to European nations. Around 3.2 million b/d of crude oil and petroleum products passed through the Danish Straits in 2016.

Danish Straits have always been regionally important waterways. The 1857 Copenhagen Convention opened these waterways to commercial shipping, regarding them as international waterways.

7. Bosphorus Strait

This natural Strait is an internationally significant channel in Turkey, connecting the Black Sea and the Marmara Sea, forming a continental border between Europe and Asia. It segregates Turkey into Anatolia and Thrace and is the narrowest Strait vital for international trade and transport.

It has great economic and military importance, especially for Russia and Ukraine, as it is a major sea access route for them.

Around 55,000 ships pass through it annually. It is also known for its unique ecological conditions, rich fauna, and flora.

Several ports lie along its coast, which are also heavily populated.

8. Saint Lawrence Seaway

This strategic waterway enables smooth shipping operations in American and Canadian waters, especially in the upper regions of Canada. It serves small ports in the region and enables shipping cargo to the final destination rather than carrying loading activity at distant ports.

From Canada’s Lake Ontario, it foes 1900 miles to New York and serves ports like Ontario, Minnesota, Vermont, Wisconsin, Michigan, Ontario and Ohio.

It handles 40 to 50 million tonnes of cargo each year, which includes iron ore, liquid bulk, grains, breakbulk, dry bulk, etc. Transporting through this seaway saved 3.6 billion dollars in transportation costs. It is also a safer passage and has boosted trade between America and Canada.

9. Strait of Gibraltar

Linking the Atlantic Ocean and the Mediterranean Sea, the Gibraltar Strait is one of the busiest waterways, with approximately 300 ship crossings daily. It is 60 km long and 14 to 44 km wide.

Given the ocean currents here, there is sufficient food available here that attracts dolphins, whales and other fish. Whale Watching tours are popular in this Strait where one can see and observe these majestic creatures.

The narrowest point of the Gibraltar Strait lies off Tarifa; from the southernmost city of the European mainland, it is just 14 km to Mount Jbel Musa in Morocco. This is also why several migratory birds can be seen crossing this waterway on their way between Europe and Africa.

10. Taiwan Strait

This 180 km wide Strait, which separates Taiwan and the Asian Continent, is a part of the South China Sea and connects with the East China Sea. Taiwan Strait is a major shipping route since most of the container ships and around 88 per cent of the largest ships in the world pass through this waterway.

Though access to Taiwanese harbours and ports does not depend on passage through this Strait, entry to ports in Hong Kong and North China depends on it.

It is also important due to its proximity to China and Taiwan. The latter is the world’s most advanced semiconductor manufacturing hub.

The Strait lies on the continental shelf of Asia and has many islands like the Xiamen, Pingtan, Matsu, Kinmen, etc. The waterway has great potential, and Taiwan is constructing wind farms here.

11. Strait of Juan de Fuca

A vital maritime entryway to the Pacific Northwest, Juan de Fuca Strait witnessed more than 8000 transits of container vessels, oil tankers, container ships, and barges coming to and from Puget Sound and Canada.

Apart from shipping and trade, it also supports more than 200,000 crossings of Washington State Ferries and recreational vessels.

Situated north of the Olympic Peninsula, this Strait also creates the northwesternmost boundary between Canada and the U.S. On its American side, the area is home to 8 million people, with communities that have age-old ties to traditional fishing.

Most of the 3998 vessels that enter the Canadian waters pass through this Strait to enter the Salish Sea since these ships are bound for Vancouver or the ports of Seattle and Tacoma.

This Strait connects the Puget Sound and the Pacific Ocean and also functions as a channel for exchanging salty ocean water and freshwater runoff from rivers that drain into the Sound.

Conclusion

The busiest shipping lanes in the world are vital maritime gateways for international trade. They link economies and enable maritime transportation of goods and services to this interconnected world.

As outlined in the article, the Strait of Malacca, Suez Canal, and Panama Canal witness tremendous volumes of traffic while facilitating the movement of raw materials, electronics, commodities, finished items, etc.

Their importance goes beyond commercial interest, impacting the environment, geopolitics and safety of ships. These routes influence international policies and relations since countries try to control these strategic areas.

As international maritime trade continues to grow, these shipping lanes will remain indispensable routes of trade and commerce.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

11 Busiest Shipping Lanes In The World appeared first on Marine Insight - The Maritime Industry Guide

Black History Month grew from the ‘Negro History Week’, a brainchild of American Historian Carter G. Woodson and famous African Americans. Every U.S. president has officially designated February as Black History Month since 1976 to raise awareness about the role of African Americans in the country’s history.

African Americans have played a significant role in making the U.S. what it is today. They have been an active part of the U.S. Armed Forces, and this Black History Month, we remember the efforts, commendable service and accomplishments of the U.S. Navy’s First Black Officers who paved the way for future generations.

Training U.S. Navy’s First Black Officers- The Backdrop

The decision to train Black Naval Officers resulted from a 4-year campaign which started along with the war preparations. In 1940, President Franklin D Roosevelt called upon the United States to become an arsenal of democracy and to defend democratic ideals.

Civil rights leaders and activists questioned how the U.S. could preach these ideals when discrimination existed in its own Navy. Hence, from 1940 to 1944, thousands of African Americans beseeched congressmen to let Black men serve equally in the U.S. Navy.

From 1893 onwards, African Americans were only allowed to work as Messman or Culinary Specialists and Retail Service Specialists or Steward jobs, which segregated them from the Navy community. They could not become commissioned officers.

Though the first black officer of the Army graduated in 1877 from West Point and by the Second World War, the Army had a black General; the Navy suspended the enlistment of Blacks from 1919 to 1933.

A month after the Pearl Harbour attack, the Navy’s General Board met in Washington and discussed training African Americans for general service ratings. In the 18 months that followed, thousands of African Americans were trained to become quartermasters, machinists and electricians.

Though some barriers were removed, a significant one remained. By the end of 1943, there were still no Black Navy Officers, given there were 60,000 black men in the Navy, and 12,000 more were entering every month.

The First Black Navy Officers- ‘The Golden Thirteen’ & Their Legacy

As political pressure increased, 16 black candidates were picked from the ranks to undergo officer training at Great Lakes Naval Training Station in Illinois under the guidance of white officers.

Their journey was surely not an easy one. There were thousands of blacks in the Navy, and if any were ever to adorn an officer’s uniform, command a naval ship or lead white men into battle, then these 16 men had to succeed.

These 16 men, who were the children and grandchildren of slaves who had seen their family members getting physically and emotionally abused or denied employment and equality because of their skin colour, had to prove that blacks could command and lead and that they had all the qualities to wear the gold stripes.

Sam Barnes, one of the 16 men, recounted that many hoped they would fail, but they did their best despite the great responsibility placed upon them. There was plenty of equipment which could aid their training, but they could not use any of it.

They trained separately from other sailors, drilled and ate alone and even lived in their own barracks in a segregated section of the station. Hence, equal opportunity did not mean equal treatment. In later interviews, they recounted how some of their instructors were not interested in whether they learned anything at all.

However, this made them work even harder. Though supposed to be in bed by 10:30 p.m., they sat together in the bathroom with flashlights, revising the day’s lessons and preparing for the coming lessons. They covered the windows with sheets so nobody would see the light coming from the room.

Despite the 20-hour days, the racism and the ridicule they were subjected to, they maintained their calm. They were aware that losing their temper could fuel the prevalent idea that black men didn’t possess the demeanour required for command.

As the training neared completion in March 1944, they scored grades, unlike no other officer class in history. Their marks were so good that many in Washington could not believe it, and they were forced to take the exams again, scoring even higher the second time, earning a collective 3.89 out of 4.0 for the entire course.

They all passed, but only 13 received commissions, 12 as ensigns and 1 as a warrant officer and no official explanation was given for this decision. Hence, though this group scored higher than any other class, they had the same pass rate as an average class of white officer candidates.

These first black officers were involved in running drills, giving lectures on venereal diseases, and patrolling waters off the California coast. Combat was out of the question, and though they were ignored, they kept their heads high. One was William Sylvester White, who recalled, “We were the forerunners. What we did or did not do determined whether the program expanded or failed.”

Two months later, the Navy commissioned 10 more men, and they proved just as capable as the first 13. However, the achievements and hard work of the first 16 men were never appreciated, and for a long time, they were referred to as ‘those black naval officers.’

By the end of the 1970s, the Navy finally recognised them as a symbol of racial integration, progress and pride. Their first reunion was in Berkeley, California, in 1977, where Captain Edward Sechrest, a Vietnam veteran, coined the term “Golden Thirteen”.

On this occasion, the men came face to face with their legacy. They had never seen dozens of black officers in the same room before, and now they were being greeted by black lieutenants, captains and even an admiral who thanked them for their hard work and sacrifice.

Among these 13 men was Charles Byrd Lear, the only one appointed as a warrant officer and who became the first African American Chief Warrant Officer.

Though not a part of the Golden Thirteen, Vice Adm.Samuel L. Gravely Jr was the first African American to be commissioned through the U.S. Navy’s V-12 Program, the predecessor of today’s Naval Reserve Officer Training Corps.

He enlisted in 1942 and entered the program after the boot camp at Great Lakes. His 36-year career represents many firsts for African Americans.

Gravely was the first African American to serve on a fighting ship as an officer, the first to command a Naval Ship, the first fleet commander and the first to become a flag officer, finally retiring as a Vice Admiral.

He served on the USS PC-1264, a World War II Navy Ship with predominantly Black Crew Members. He was the communications officer on the battleship USS Iowa during the Korean War, and in 1961, he commanded the destroyer USS Theodore E. Chandler. He retired in 1980, and in 2010, the Arleigh Burke Class Guided Missile Destroyer USS Gravely was named after him.

John W. Lee Jr. was the first Black commissioned Navy officer who achieved this historic feat in 1947. His personal mission was to help other Black servicemen get the same opportunities that he did.

He was born in 1924 and entered the Navy in 1944. After he left the boot camp, he was admitted into the V-12 Officer Candidate Program at Indianapolis’ DePauw University and graduated as an Ensign.

He also served in the Korean War and was assistant navigator for the USS Kearsarge. He was a part of many war and support missions onboard the USS Toledo and USS Wright. Lee became the commanding officer of the Oceanographic Detachment Two division in 1960. He became the Lieutenant Commander before his retirement in 1966. He died at the age of 85 in 2009.

Alfred Masters was the first African American Marine. He was enlisted in the USMC in 1941 in Oklahoma City. His first training camp was at Montford Point in North Carolina.

As part of the 52nd Defense Battalion, he was deployed to Majuro in the Marshall Island Group and Guam in the Marianas. By 1944, he became a Technical Sergeant in the Commissary Branch. His fellow marines said he was stern but fair and knew how to lead. After his return to the States, he was discharged in 1945 and returned to his family.

In his later years, he taught agriculture, worked in labour-intensive occupations, and returned to farming his own land in Vado, New Mexico. He fought for his rights and those of others around him. He died in 1975.

Born in 1936, William Goines became the first African American Navy SEAL. He enlisted in the Navy in 1955, and in 1957, he was one of the 13 men who completed the training. When John F. Kennedy created the first 2 SEAL teams in 1962, he was among the 40 men chosen to join the second team. He served three tours in the Vietnam War and even led a Vietnamese unit once. He retired in 1987 as a Master Chief Petty Officer after 32 years of commendable service.

On 28th May 1983, Pete Tzomes became the first African American to command a nuclear-powered submarine, the USS Houston. He was followed by six others, and the designation of Centennial Seven recognised their accomplishments as they were the first African Americans to command submarines in the first 100 years of submarine service.

Born in 1944, Tzomes wanted to be a Marine Corps Pilot, but he was short, so he decided to pursue a career in the submarine force. He graduated in 1967 and received his commission as an ensign. He was a part of many shore tours and was honoured with many awards, such as the 1991 Black Engineer of the Year Award, for his efforts to lead the Navy’s equal opportunity programs into the 21st century.

Wesley Anthony Brown was the first African American to graduate from the US Naval Academy in Annapolis, Maryland, in 1949. He was nominated for admission and appointed to the Academy by New York Congressman Adam Clayton Powell Jr.

He retired as a lieutenant Commander in 1969 after 20 years of service in the Navy’s Civil Engineer Corps, where he was engaged in building homes for military service members in Hawaii, wharves in the Philippines, roads in Liberia, a desalination plant in Guantanamo Bay, Cuba and a nuclear power plant in Antarctica.

He was bestowed with the American Theater Ribbon and World War II Victory Medal and recognised with the 2009 National Society of Black Engineers Golden Torch Legacy Award-First Honoree.

The First Black Women Naval Officers

Women also made tremendous contributions to the Armed Forces. Michelle Howard, born in 1960, became the first African American Woman to captain a Navy Ship, the USS Rushmore, in 1999.

She entered the U.S Naval Academy, Annapolis, Maryland, in 1978 and became one of the seven Black women in the class of 1363 students. After graduating in 1982, she served onboard the submarine tender USS Hunley till 1985. She was also the first lieutenant aboard the USS Flint and served as the executive officer of the USS Tortuga.

April D. Beldo, born in 1964, was the first woman and the first African American in several Navy positions, including the first female Commander Master Chief of the aircraft carrier USS Carl Vison in 2009 and the first female Command Master Chief for recruit training.

From 2012-13, she was the Force Master Chief for Naval Education and Training Command. In 2013, she became the Fleet Master Chief for Manpower, Personnel, Training and Education until her retirement in 2017.

Lillian Elaine Fishburne, born in 1949, was the first African American woman to become a Rear Admiral in the U.S. Navy. She was appointed by President Bill Clinton and promoted in 1998. She retired in 2001.

The firsts still continue. In February 2023, Captain Janet Days became the first Black Woman to take command of the world’s largest naval base by becoming the 51st commanding officer of Naval Station Norfolk. The 6,200-acre installation is home to 63 ships, 188 aircraft, and over 67,000 personnel.

Today, African Americans constitute around 13% of the U.S. population, and only 8.1 % of Naval Officers are black, per a 2019 report by Congressional Research Service.

Conclusion

In this article, we reflected on the journey of the U.S. Navy’s first black officers, who paved the way for future generations despite facing discrimination and racism. They were brave people who served the nation with dignity and distinction.

The Golden Thirteen took courageous steps and broke down racial barriers that had long barred black Americans from attaining leadership positions in the U.S. Navy.

The world has come a long way since then. However, it is important to remember the sacrifices of these trailblazers who made immense contributions to the Armed Forces and did not accept the status quo.

So, this Black History Month, we remember all the black officers who fought for their rights. Their legacy tells us what men can achieve when they stand up against injustice.

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Disclaimer: The author’s views expressed in this article do not necessarily reflect the views of Marine Insight. Data and charts, if used in the article, have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendations on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight.

Remembering U.S Navy’s First Black Officers During Black History Month 2024 appeared first on Marine Insight - The Maritime Industry Guide