A winter adventure with Registered Maine Guide Polly Mahoney and her Yukon huskies; Amy Traverso and food writer David Leite make Portuguese clams and sausage; fat-tire biking.
The post Weekends With Yankee:Winter in New England appeared first on WPR.
Creating a focal point wall; common sprinkler heads; installing a submersible sump pump to solve a flooded basement problem.
The post Ask This Old House:Wallpaper Installation; Sump Pump appeared first on WPR.
Constructing a safe room in the basement; installing a composite deck; landscape plans are revealed; staying same in a tornado.
The post This Old House:Nashville: Shelter From the Storm appeared first on WPR.
As school transportation departments gear up for the new school year, those with Lion Electric buses have additional challenges: How to address warranties, maintenance and repair concerns in the wake of the company’s financial struggles and recent acquisition by Canadian real estate developer Groupe MACH.
Customers’ worst fears were realized Friday, when Deloitte Restructuring released a letter detailing that all previous warranties for all purchases made outside of Quebec are null and void.
The writing has been on the wall since at least May, said Valerie Tremblay, Green Communities Canada sustainable mobility lead and co-coordinator for the Canadian Electric School Bus Alliance. She noted a press release that stated Lion Electric, now branded as Lion, is focusing exclusively on electric school buses, fully assembled locally and intended for the Quebec market.
“This means the company will no longer manufacture other electric vehicles and will limit electric school bus (ESB) sales to Quebec,” she added.
The impact is immense. Lion Electric has more than 2,200 electric commercial vehicles on the roads across North America, logging more than 62,000 miles a week with more than 32 million driven miles transporting 130,000 children, then company spokesman Patrick Gervais said earlier this year.
Herscher CUSD No. 2 district in Herscher, Illinois, already implemented Plan B ahead of Friday’s confirmation letter about voided warranties, said Superintendent Dr. Richard Decman.
“We are working with alternate vendors at the expense of the school district to help keep our electric buses functional and on the road,” Decman noted. “Currently, six of our 25 (Lion) electric buses need some type of repair.”
Lion ESBs represent half of Herscher’s overall fleet of 50 buses. The district had been given $9.875 million for the purchase of 25 electric buses and the related charging stations.
Herscher CUSD is one of many dealing with similar challenges. What started as an effort to replace old diesel school buses with clean and quieter ESBs has turned into a major challenge, both in dealing with Lion Electric as well as with the U.S. Environmental Protection Agency’s Clean School Bus program.
Funded by the 2021 Bipartisan Infrastructure Law, the program was designed to provide $5 billion from fiscal years 2022 to 2026 to replace existing school buses with zero-emission and clean school buses.
To date, 1,039 awards have been issued to 1,344 school districts and nearly $2.785 billion of the total $5 billion has been awarded, replacing 8,936 buses.
Meanwhile, the EPA stopped accepting applications for the 2024 rebate program on Jan. 14. Originally, awards were to be announced by last month. No additional information has been given about their status.
In a response to School Transportation News Friday, EPA said it, “is not able to offer legal advice to school districts regarding their warranty contracts with Lion Electric” and referred the question to the U.S. Department of Justice’s Office of Public Affairs, which also said it could not respond to the matter.
Lion also has not responded to STN requests for input.
Meanwhile, Yarmouth School Department in Maine bought two Lion Electric buses in 2023 with a state of Maine grant reimbursing the purchase 100 percent, said Superintendent Andrew Dolloff. The town’s Climate Action Committee prioritized awareness and action pertaining to climate change and use of renewable energy, he noted, adding a quality ESB program aligns with the town’s goal of being carbon neutral in the coming decade.
But the Lion ESBs often display messages indicating heating, electrical or battery problems, necessitating they be pulled out of service. Dolloff said Lion has not responded to the department’s inquiries regarding repairs.
“We’ve had some sporadic service over the past two years, but as soon as the tech leaves, the buses produce error codes again, and then the technician quits or is released, and we wait a few months for the next response,” said Dolloff, adding the buses did not operate during the 2024-2025 school year.
Dolloff previously told STN, “We have asked for the buses to be replaced, not likely, or for compensation to be made so we can purchase others, also not likely, and have communicated with Maine’s Department of Education and the Governor’s Office, who have reached out to the EPA to see if there might be some relief provided through their grant programs.”
Dr. Andrew Brooks, superintendent of schools for the Wethersfield District #230 in Kewanee, Illinois, told STN earlier this year the purchase last fall of three Lion Electric buses was funded by the EPA. Upon finding out Lion was in financial trouble, he reached out to his service contact, who relayed that he had been laid off.
Brooks said the district would seek another supplier, such as Blue Bird, IC Bus or Thomas Built Buses.
Of Los Angeles Unified School District’s 250 electric buses, 28 — about 11 percent of the district’s electric fleet or 2 percent of its total fleet — are Lion Electric ESBs. A spokesperson said Los Angeles Unified is proactively working with vendor partners that have retained qualified technicians and engineering staff with Lion-specific experience to ensure continuity of maintenance and support of the Lion buses.
Looking ahead, the district is working to include long-term maintenance and support requirements for future electric school buses contracts, helping ensure operational stability and vehicle performance across its fleet.
Related: Update: Quebec Government Passes on Saving Lion Electric, Company’s End Imminent
Related: Positive Reinforcement Takes the Wheel: Netradyne Customers Awarded Over 100 Million DriverStars
Related: State Budget Calls for Real-world Range Testing for Electric School Bus Sales
As for Group MACH’s decision to only sell ESBs in Quebec, Tremblay noted the shift appears to be driven by two factors. The first is market concentration. Quebec is home to more than 1,000 Lion buses, making it the largest single jurisdiction for ESBs in North America. She said focusing operations locally allows Lion to maintain service and support for this fleet.
The province also offers targeted incentives, up to $240,000 per ESB assembled in Canada. Lion is one of only two companies eligible for this funding, the other being Type A school bus manufacturer Micro Bird. Until recently, Quebec also mandated that all new school bus purchases be electric. Most U.S. states and other Canadian provinces don’t offer the same level of consistent, per-bus subsidies. Without these incentives, Tremblay said Lion lacks confidence in sustained demand outside Quebec.
She also noted Lion’s press release states that maintenance services in Quebec will resume shortly and warranties for Quebec-based vehicles will be honored. But, she added, not honoring warranties outside Quebec and non-existent or minimal maintenance support “has contributed to the company’s assets being undervalued in its recent acquisition.”
For Lion bus owners outside of Quebec, Tremblay advised school bus operators to review purchase agreements to understand Lion’s contractual obligations regarding warranties and service.
They should contact third-party service providers to explore options for ongoing maintenance and repairs and reach out to dealers or manufacturers to confirm whether they offer service support for Lion ESBs in their region, she added.
While school bus contractor First Student can take on Lion warranty work for a fee, a spokesperson said the company will only offer any EV maintenance work on a case-by-case evaluation basis with school districts.
CALSTART is leading an effort to support school districts affected by the ongoing Lion Electric bankruptcy and subsequent ownership changes, noted Stephanie Ly. senior manager of eMobility strategy and manufacturing engagement for the World Resource Institute’s Electric School Bus Initiative.
“They are supported by our Electric School Bus Initiative and the Alliance for Electric School Buses,” she added. “CALSTART held a national forum focused on the Lion Electric issue and has an online form for school districts to fill out if they want to receive any potential future guidance or resources.
Ly advised existing Lion electric bus owners to try to ensure they have as many resources as possible to continue operating and maintaining their buses, including keeping documentation such as training materials, owners’ manuals and similar information.
The post New Owner Voids U.S. Warranties of Lion Electric School Buses appeared first on School Transportation News.
For Canadians navigating an increasingly pricey auto market, more choices could be part of the solution. The federal government has a range of priorities, but one of them is maintaining a strong, competitive car market. Tariffs imposed by Donald Trump haven’t made that easier, but some dealers have an idea.
They want government officials to open up regulations to allow European market cars into the country. Now, a major electric vehicle advocacy group is on board and joining the push.
Read: 80% Of Car Tariffs Could Be Passed Directly To You
A solid car market has to do with more than just keeping prices down; it requires having options for buyers, too. At the moment, Canada’s safety regulations fall closely in line with those south of the border.
Changing them, or at least expanding them to include cars sold in Europe, would sidestep American tariffs and make several popular models across the pond available in Canada. Of course, Transport Canada, the country’s regulatory body, has its hesitations.
“Right now, there is a blockage, saying that for safety reasons, they cannot let these cars in,” says Daniel Breton, head of Electric Mobility Canada. “Right now, Transport Canada is saying, well, we have to change the bumpers and we have to change the headlights and this and that for safety reasons, which, as far as I’m concerned, is total B.S.,” he continued.
His argument is a simple one¨“If the car is good enough to be driving on European roads, where you can drive much faster than here, don’t come and tell me that they’re not safe enough to be driven in Canada.” That’s hard to debate, and some Canadian dealers agree, but some in the government are trying to argue against it anyway.
Safety Standards, Road Realities
“The certification requirements of other jurisdictions may not be sufficient to meet the safety needs of Canadian road users due to Canada’s distinct driving environment,” said spokesman Hicham Ayoun in an email to CTVNews. “Some European crash testing requirements are not as stringent as the Canadian regime due to differences in their driving environment.” To their point, Canadian roads are very similar to those in the USA.
That means lots of big, wide-open stretches of road. But there’s no reason to believe that’s the only place small cars imported from Europe or China will end up driving. Opening up regulations is one way that Breton sees the nation continuing to support its own goals to get more people into affordable electric cars.
Public Support Builds
A poll of 2,585 Canadians showed that 70 percent were in favor of allowing European-approved EVs into Canada. Now, it’ll be up to the government to decide whether the support it’s seeing is enough to move forward.
Tesla still commands a 40+ percent share of the US EV market, but demand is down 11 percent Jan-June, and it’s not only declining new car sales that are causing alarm. The brand also dominates a list of the used cars whose value is dropping hardest.
Related: Tesla Suddenly Wants You To Buy Now After Years Of Opposing EV Credits
The Elon Musk-headed automaker bagged four spaces in the top 10 list of biggest losers collated by the data crunchers at iSeeCars, and a fourth Tesla also found its way onto the chart.
Including one other brand’s value-shedding model, EVs accounted for five of the 10 cars judged to have shed the biggest percentage of their value in 10 months. And that’s despite electric vehicles only accounting for 3.3 percent of the 1- to 5-year-old used market.
Tesla Tops the List of Falling Used Car Values
The study found the Model S suffered the biggest percentage price drop – though not the biggest dollar drop. The sedan’s average price in June 2025 was $46,700, which is 15.8 percent or $8,800 lower than it was 12 months earlier.
The Model X SUV actually lost more money – $9,500 – but due to its higher initial price, that drop only represented a 15.5 percent fall, putting it in second place. Third spot went to the Model Y, which fell $4,600 or 13.6 percent, probably in part due to the arrival of a facelifted version of the SUV this spring.
| Model | Avg Price Jun-25 | Diff. vs Jun-24 ($) | Diff. vs Jun-24 (%) | |
| 1 | Tesla Model S | $46,671 | -$8,768 | -15.8% |
| 2 | Tesla Model X | $51,884 | -$9,544 | -15.5% |
| 3 | Tesla Model Y | $29,387 | -$4,637 | -13.6% |
| 4 | Ford Explorer Hybrid | $30,960 | -$3,441 | -10.0% |
| 5 | Jeep Gladiator | $34,230 | -$3,642 | -9.6% |
| 6 | Tesla Model 3 | $25,132 | -$2,598 | -9.4% |
| 7 | Maserati Levante | $44,160 | -$3,765 | -7.9% |
| 8 | Porsche Taycan | $78,200 | -$5,862 | -7.0% |
| 9 | Chrysler Voyager | $22,521 | -$1,591 | -6.6% |
| 10 | Lincoln Aviator | $43,130 | -$2,703 | -5.9% |
| – | EV Average | $31,354 | -$1,569 | -4.8% |
| – | ICE Average | $32,525 | $1,594 | 5.2% |
The Model 3’s value slid 9.4 percent, putting it in sixth spot, behind the fourth-place Ford Explorer hybrid (down 10 percent) and Jeep Gladiator (fifth place, down 9.6 percent). And Porsche’s Taycan lost 7 percent of its value, earning it eighth place, meaning all five of the EVs on the list lost far more than the average EV, whose value fell by 4.8 percent.
Sandwiched between the Model 3 and the Taycan is the Maserati Levante (seventh place, down 7.9 percent), and the top 10 is rounded out by the Chrysler Voyager (ninth, down 6.6 percent) and Lincoln Aviator (tenth, down 5.9 percent).
Used EV Values Lag Behind the Market
All five EVs on the list fell significantly more than the average for used electric vehicles, which dropped just 4.8 percent. By contrast, used internal combustion engine (ICE) vehicles actually gained in value slightly, up 5.2 percent on average over the same 12-month period.
The study appears to show that American consumers are less interested in EVs as used cars, and that sentiment is likely to carry over into future years as this September’s scrapping of EV tax credits begins to take effect and the ripples are felt in the used market.
For many drivers curious about switching to electric vehicles, battery longevity remains one of the most common sticking points. Despite new EVs all coming with long battery warranties, concerns about range degradation still put some potential buyers off. A recent long-term study involving a Volkswagen EV, however, suggests those fears may be less grounded than expected.
More: EV Batteries May Last Up To 40% Longer Than Expected
In test carried out by the ADAC, Germany’s equivalent to America’s AAA and the UK’s AA, a VW ID.3’s electric range had hardly changed after four years and 107,000 miles (172,000 km). The Golf-sized hatchback lost just eight miles (13 km) of range over the course of the experiment.
Real-World Battery Health After 100K+ Miles
At the outset of the test the ID.3 Pro S Tour’s 77 kWh battery delivered 272 miles (438 km) of real-world range against a claimed 326 WLTP miles (525 km). Four years laterm it was still capable of travelling 264 true miles (425 km) before needing to stop at a charging station.
And it’s not like the ADAC team treated it with kid gloves. Against automaker advice, which suggests never charging to 100 percent unless necessary so as to help prolong the battery’s lifespan, the drivers almost always charged it to full, and often left the car parked with the battery fully charged, another supposed no-no.
Independent battery checks carried out through the course of the test showed that the battery was at 96 percent after 13,500 miles (21,800 km) when the first measurement was taken, had dropped to 94 percent at 52,400 miles (84,300 km), and was still holding on to 91 percent of its capacity at 105,500 miles (169,700 km). VW’s warranty only kicks in if the battery health falls below 70 percent.
A Software Update With Real Benefits
And best of all, the EV’s efficiency actually improved over that time. At the outset it was returning 3.11 mi/kWh (20 kWh per 100 km), but by the end of the test it could achieve 3.4 mi/kWh (18.3 kWh per 100 km). The secret behind those gains was a software update the ID.3 received, which helped makes the reduction in range far less severe than it would have been otherwise for the same amount of battery degradation.
“The result shows the impressive quality of our ID. models even after covering many kilometres,” said Martin Sander, Member of the Volkswagen Board of Management for Sales, Marketing, and After Sales. “A high battery capacity of over 90 per cent after 172,000 kilometres confirms that our ID. models are also very attractive as used cars and continue to meet the requirements of our customers.”
Another big win related to charging speed. Before the update ADAC’s ID.3 charged at 125 kW, but after it was inhaling 160 kW, cutting two minutes from the 10-80 percent charge time. The message is clear: don’t put off EV software updates the way you do phone ones, and don’t stress over buying a used VW EV.
[By: Urban Engineers]
As a vital part of our communities, Urban Engineers, Inc.’s (Urban) skilled Ports and Waterways team effectively meets maritime infrastructure needs and conducts assessments and inspections of waterfront structures. As the department’s growth continues, Urban is pleased to announce the promotion of Peter Brennan, PE, LEED AP, to the position of Ports and Waterways Department Manager.
In this role, Mr. Brennan will oversee marine engineering initiatives, guiding strategy, overseeing project execution, and enhancing client service to support critical infrastructure along the nation’s waterways. As a seasoned Marine and Structural Design Engineer with over 18 years of experience, Mr. Brennan has a strong background in designing waterfront infrastructure with a specific knowledge of reinforced concrete structures, with a specialized focus on retaining walls, deep foundation systems, and the rehabilitation of marine facilities. Mr. Brennan has managed multiple large-scale pier rehabilitation projects, serving as the client’s technical representative. He has contributed to all phases of engineering design and review, from conceptual planning to final review.
Major projects Mr. Brennan has been involved in include rehabilitating PSA Penn Terminals' 1,200-foot- long wharf along the Delaware River in Eddystone, PA, and managing a large-scale marine-to-rail bulk material handling expansion project for a private client in North Carolina. Mr. Brennan is also leading teams on the Fairmount Water Works' $7.5 million Floating Water Workshop and the $6 million transformative FloatLab Project on Philadelphia’s Schuylkill River.
“I’m excited to step into the role of Department Manager,” Brennan expressed. “I look forward to not only strengthening our existing client relationships but exploring innovative ways to expand our services. Together, as a team, we can enhance our offerings and ensure our clients receive the best solutions tailored to their needs.”
“Peter’s experience and knowledge establish him as the ideal person to lead the Ports and Waterways Department,” said Urban’s Director of Integrated Engineering Services, Angelo Waters, PE, LEED AP. “We are thrilled to be able to grow the Department and continue to provide high-quality services to our clients.”
“Peter consistently demonstrates the strong leadership and technical expertise needed to understand and anticipate our clients’ needs,” Waters said. “His dedication will be instrumental as we grow our infrastructure portfolio in this sector, and I’m confident the Department will reach new heights under his leadership.”
[By: ClassNK]
ClassNK has launched a new service, ‘ClassNK Fleet Cost Simulation’, as part of its ‘ClassNK Transition Support Services’, which aims to facilitate the maritime industry’s transition to decarbonized fuels. This new service estimates the cost impact of GHG emission reduction regulations including IMO's mid-term measures, EU-ETS, and FuelEU Maritime on behalf of clients.
This service provides the ‘ClassNK Fleet Cost Calculator’, a calculation tool that simulates future cost fluctuations due to fuel conversion, along with a ‘Cost Estimation Report’ that summarizes the total cost outlook for the entire fleet through graphs and tables. This service significantly reduces workload for cost estimation and documentation, enabling clients to obtain reliable cost data for use in business planning
The ‘ClassNK Fleet Cost Simulation’ service includes the following two offerings:
(ClassNK Fleet Cost Calculator - Sample screens)
(Cost Estimation Report - Sample pages)
ClassNK will continue to comprehensively support our clients' decarbonization efforts through further enhancements to the ‘ClassNK Transition Support Service.’
Details of the ‘ClassNK Fleet Cost Simulation’ are available on the following page of our website: Home > Information Services > ClassNK Transition Support Services: https://www.classnk.or.jp/hp/
[By: Inmarsat Maritime]
The pace of digitalisation in the maritime industry is now moving at a rapid rate, driven by an ever-increasing demand for data.
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A year of testing has proven the effectiveness and commercialization potential of onboard carbon capture and storage systems (OCCS), reports Samsung Heavy Industries. In partnership with HMM, Panasia, and the Korean Register of Shipping, they have been conducting tests aboard an HMM feeder vessel operating in Asia.
Samsung Heavy Industries installed an amine absorption-based capture system aboard the HMM Mongla. The vessel, which was built in 2014 and acquired by HMM in 2023, is a 25,000-dwt feeder with a capacity for 2,200 TEU. Measuring 186 meters (610 feet), the vessel was built in China with conventional propulsion and retrofitted with the OCCS system. It operates a feeder loop calling at Ningbo and Shanghai in China, Chattogram in Bangladesh, Port Klang in Malaysia, and Singapore.
According to Samsung, the demonstration attempted to produce results that could verify the effectiveness and commercial potential of the system. In January of this year and again in May, they were able to offload liquified CO2 with a purity of over 99.9 percent. It was used as a raw material for the process of making eco-friendly methanol that could be used as marine fuel. They report it demonstrated a meaningful case of carbon utilization beyond underground storage of the liquified CO2.
“OCCS will play an important role in the net-zero of ships in the future as it is used as an energy source to produce eco-friendly fuel,” said Lee Dong-yeon, Vice President and Director of Samsung Heavy Industries Shipbuilding & Marine Research Institute. “We will work to ensure that the shipbuilding, shipping, and equipment industries can take the lead in the OCCS market through collaboration.”
Panasia, a Korea-based marine parts manufacturer, worked with HMM in the first phase of the program, starting in late 2022, to conduct a feasibility study along with an economic analysis and risk assessment, and explore the handling process for captured CO2. Panasia and Samsung Heavy Industries also provided engineering support for the test.
It is the latest in a series of projects testing the application of onboard carbon capture. Once thought to be a less likely option for vessels, it has shown potential as a means to address the challenges for the industry. It can also be used, as in this case, for retrofitting to extend the commercial life of in-service vessels.
Samsung highlights that the industry is raising the opinion that in order to promote the commercialization of OCCS, it is urgent to establish related laws and systems. It notes the need to develop infrastructure, such as building on-shore systems for processing the CO2, and the rules governing the implementation of the systems on ships.
Matson surprised customers this week with an announcement that, effective immediately, it would suspend transporting battery-powered electric or plug-in hybrid electric vehicles due to the hazardous material classification of their lithium-ion batteries. The ability to ship cars between the mainland of the United States, Hawaii, Guam, and Alaska was an important service both for individuals and car dealers.
In a letter sent to customers, the company writes, “Due to increasing concern for the safety of transporting vehicles powered by large lithium-ion batteries, Matson is suspending acceptance of used or new electric vehicles (EVs) and plug-in hybrid vehicles for transport aboard its vessels. Effective immediately, we have ceased accepting new bookings for these shipments to/from all trades.”
The Hawaii Electric Vehicle Association reports there are currently more than 37,000 electric vehicles registered in the state. No figures were reported for Guam, but dealers who spoke with the local media said they regretted the decision, highlighting that EVs are well-suited for driving on the island.
Matson had reported in the past that it had developed a collaborative team approach to tackle the complexities of carrying lithium batteries. It established an Electric Vehicle Safe Carriage Working Group, and said it was participating in external working groups on electric vehicles and lithium batteries.
Shoreside, it said, Lithium Battery Handling Procedure included a review process and a used battery shipment checklist, while for vessels, it developed procedures on how to fight lithium fires and how to prevent them from occurring. This included proper stowage, the use of new tools like thermal imaging cameras to see temperature spikes, and the deployment of the Viking HydroPen, a firefighting tool that replaces the traditional water mist lance and is designed to drill into containers and extinguish fires.
In the letter to customers, it writes, “Matson continues to support industry efforts to develop comprehensive standards and procedures to address fire risk posed by lithium-ion batteries at sea and plans to resume acceptance of them when appropriate safety solutions that meet our requirements can be implemented.”
Reports are citing the recent fire aboard the Morning Midas off the Aleutians and the loss of the vessel, which was carrying EVs and hybrids. It was at least the third major casualty that was linked to EV fires after the fire aboard the Fremantle Highway in 2023 and the loss of the Felicity Ace in 2022. The industry has worked to develop new standards for the transport of EVs and lithium-ion batteries, but in Matson’s case, it has the added danger of container fires because it transports cars placed into boxes, limiting the ability to monitor the vehicles versus car carriers, where they are loaded in large garage-type spaces.
Matson continues to transport conventional cars. It offers the service both trans-ocean and also moves the containers interisland in Hawaii as part of its barge service.
China’s offshore wind industry continues to push the limits for offshore wind turbines, looking to increase the capacity and durability of its units. In the latest development, it reports completing the development of a prototype, which is the world’s largest direct-drive floating offshore wind turbine.
Developed by China Huaneng Group in partnership with Dongfang Electric, the unit is rated for 17 MW and is being reported as having the highest single-unit capacity and largest rotor diameter. The first prototype was unveiled on July 10. It is being prepared for the next steps, which include demonstration and verification in the waters of Guangdong.
The turbine features an impeller diameter of 262 meters (approximately 860 feet). The rotor sweep area is 53,000 square meters, which they report is equivalent to 7.5 standard football fields. The hub stands about 152 meters (nearly 500 feet) above the water. According to the companies, once operational, the unit will provide 68 million kWh per year, equivalent to the power needed for 40,000 homes.
The design process had to overcome multiple challenges and develop a unit that is strong enough to sustain heavy conditions. They report developing a unique low-speed permanent magnet direct-drive motor to achieve both high capacity and reliability. All the key components, including the large-diameter main shaft bearings, blades, generators, converts, and transformers, were domestically produced.
The unit is reported to be able to withstand ultra-high waves over 24 meters (nearly 80 feet). It can also resist super typhoon conditions up to level 17 (winds of approximately 125 to 135 mph).
The development of floating turbines is critical for China’s continued advancement. It already reportedly has over 40 GW of offshore wind power feeding into its grid. Recently, it reported starting operation of its furthest at sea wind farm located more than 50 miles from shore. The field, which consists of 98 turbines and three substations, will provide 800 MW for operator China Three Gorges Corporation.
Dongfang highlights that it has been in the wind turbine business for 20 years developed both models for onshore and offshore. Its commercial offshore line is currently between 4.5 to 13 MW, with the largest unit commercially introduced in 2022.
The company also recently announced it had begun testing a massive 26 MW unit. It has a hub height of 185 meters (606 feet) and is nearly a third larger than the installed record holder of 18 MW. The turbine blades are approximately 150 meters (nearly 500 feet in length).
As China continues to “push the envelope” for turbine capacity, Sany Renewable Energy reported that it has developed a test rig for turbines of up to 35 MW. A new entrant into the offshore sector, it won its first orders this spring to expand from onshore installations and reports it has already tested its 15 MW units. The company is also moving into the international market, reporting in November 2024, it had signed wind turbine sales contracts totaling 1,324 MW with three subsidiaries of India’s JSW Group, along with an additional 300 MW contract with the Indian subsidiary of Sembcorp Industries.
Maritime New Zealand is recounting the details of a high-seas nighttime rescue. The operation was successful due to the coordination of the Rescue Coordination Center along with the New Zealand Defence Force and a Good Samaritan commercial tanker.
The incident began on the afternoon of July 17, when at around 2:30 p.m. local time the center received a Mayday call from a small private vessel it described as a launch. Three people were aboard sailing from New Zealand to Tonga. They were approximately 350 nautical miles northeast of New Zealand, south of the Kermadec Islands, in a remote location far from assistance.
The people reported their vessel had experienced problems in this remote location, and they were planning on abandoning ship. They took life jackets and other essential equipment and entered a life raft. They activated an emergency beacon (EPIRB), and the center was able to determine a location.
Search and Rescue Officer at RCCNZ, Taylor Monaghan, says this was a high-stakes search and rescue operation.
“After getting their emergency position-indicating radio beacon (EPIRB) coordinates following its activation, it was clear they were a long way from help,” said Monaghan.
The Maritime Operations Center issued a call for assistance for any vessel within a 200 nautical mile radius, and the only response was from a tanker. The vessel accepted the request to help and began re-routing to the location of the distress signal.
The Maritime Center also requested the assistance of New Zealand Defense, which dispatched its P-8 reconnaissance airplane. Six hours after the initial request for assistance, the P8 arrived on screen and was able to locate the raft. It monitored the raft and coordinated with the tanker to direct it to the location of the raft.
“This was done at night, in trying conditions as well,” explains Monaghan.
The crew of the tanker had also developed a rescue plan for how to get the individuals aboard.
“Getting onboard a large vessel on the open ocean from a life raft is not an easy task,” says Monaghan. “The tanker needed to use multiple ladders to have enough length to reach the life raft, as well carefully maneuvering alongside the much smaller life raft.”
At about 11:00 pm New Zealand time, RCCNZ was notified that the crew had successfully been picked up by the merchant ship.
“I am immensely proud of the work of the search and rescue officers involved, as well as the crews of the NZDF P8 and the merchant oil tanker,” said RCCNZ General Manager, Justin Allan. “This was a complex rescue, and very good result to get the three safely off the life raft and onto the merchant vessel.”
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