China unveils monster explorer ship with 17,261-mile-range, ice breaking power
China has taken a major leap in deep-sea science and technology with the commissioning of Tansuo 3, its first homegrown multifunctional scientific exploration and cultural relics archaeological ship, commissioned in Hainan Province.
China’s first-ever, domestically developed deep-sea multi-functional exploration ship has officially entered service.
Called the Tansuo-3 (Exploration-3), the ship has now been commissioned in Sanya City in south China’s tropical island province of Hainan.
She joins China’s existing fleet of other icebreaker ships, including the Xuelong, Xuelong 2, and Jidi, belonging to the Ministry of Natural Resources.
The announcement came on Sunday (Dec 29), and the ship will begin conducting deep-sea research missions in the first half of 2025.
This news now significantly expands China’s manned submersible exploration capabilities.
The ship will now be operated by its new owner, the Institute of Deep-sea Science and Engineering. According to state news sources, she was jointly designed by researchers from the Sanya Institute, China State Shipbuilding Corp’s Guangzhou Shipyard International Co., and other research entities. Tansuo-3 is now ready for service
“More than 100 domestic institutes, universities, and enterprises participated in the ship’s research, development, and construction. Designers and engineers developed a lot of new technologies and equipment through the project, according to the Sanya Institute,” the People’s Republic of China State Council said in a press release.
Construction began on the Tansuo-3 in June of 2023 at the Guangzhou shipyard, and the main body was completed in April.
She also completed an eight-day sea trial in late October and returned to her shipyard for final fit-out.
According to reports, the ship will carry a full-ocean-depth Human Occupied Vehicle (HOV) known as Shenhai Yongshi (Deep Sea Warrior) for regular scientific research operations.
This will also enable the Tansuo-3 to conduct deep-sea trials and archaeological studies in the South China Sea and beyond.
The ship also has world-class scientific equipment, such as advanced deep-sea sonar and release systems for crewed and robotic submersibles.
She also carries equipment to perform underwater excavations and recovery.
According to other reports, the ship is hoped to commence manned deep-sea submersible operations in abyssal oceans in the second half of 2025.
The ship is also theoretically capable of deep-sea exploration in various environments, including polar regions, thanks to its for and aft icebreaker features.
China unveils monster explorer ship with 17,261-mile-range, ice breaking power
The Tansuo-3 measures 104 meters long and has a displacement of 10,000 tons.
She was independently designed and built exclusively using Chinese contractors.
The vessel can reach a top speed of 16 knots (30 kilometers per hour) and has a designed range of 15,000 nautical miles (around 27,780 kilometers).
She has a crew capacity of around 80.
The Tansuo-3 also features a 6-meter by 4.8-meter moon pool (opening at the base of the hull) to ensure scientific exploration operations on floating ice and under challenging maritime conditions.
“The new ship’s deployment is expected to improve the country’s deep-sea scientific exploration efforts, helping scientists better understand the deep-sea ecosystem, geological structures, and distribution of marine resources, according to researchers,” the People’s Republic of China State Council added.
Tansuo-3’s commissioning marks a significant breakthrough in China’s autonomy in developing key core technologies, featuring not only domestically developed equipment but also independently developed key control systems.
Le Grand Sud welcomes you! Don't be fooled by this beautiful rainbow, from now on the elements will become more hostile and the race more complex. Guirec Soudee has been waiting for this moment since March 2018.
Back then, he had turned back with Monique aboard Yvinec 1, which wasn't a boat cut out for these conditions. At the time, he promised himself he would return one day with a boat capable of tackling these Dantean seas.
Today, with the IMOCA Freelance.com, he has done just that, and Guirec is grateful for every moment of it.
Ingmar and Katarina
Ravudd tell PBO about the steps they took to save their Arcona yacht
after a broken rudder stock punched a hole in the hull, causing the boat
to sink
Ingmar and Katarina Ravudd were sailing their Arcona yacht, IdaLina from Panama to French Polynesia when a loud bang indicated that not all was well on board.
Without warning, the aluminium rudder stock on the Arcona 460 broke; the boat was 200 miles from making landfall in Marquesas, French Polynesia.
The Swedish couple last checked the Jeffa spade rudder and bearings in January 2023 while IdaLina was on the hard in Trinidad.
The boat was antifouled with Coppercoat,
but Ingmar said they had followed the instructions from Jeffa, painting
epoxy up to 15mm on the aluminium, and using a non-metallic antifouling
paint 5cm around the rudder.
The Arcona yacht, IdaLina on the first day Ingmar and Katarina sailed her.
Credit: Katarina Ravudd
“I was down below and I didn’t hear the sound. People have asked us
if we hit something but I heard no sound at all inside the boat. Ingmar
heard a short, sharp sound underneath where he was standing. He called
me and said “Look at this, I have no rudder” and he could turn the wheel
with a finger.
My first thought was the chain had snapped so I opened up the hatch and
the rudder stock was broken immediately below the steering quadrant
inside the lazarette. That was not what I expected to see,” explained
Katarina.
According to the Arcona website, the Arcona 460 rudder is made of
glass fibre with multiaxial roving, and filled with polyurethane foam.
The rudder stock is made of water-resistant aluminium, laminated into
the rudder and friction is minimised due to self-aligning roller
bearings.
The rudder is also supported axially by ball bearings.
Katrina contacted two nearby Swedish boats – Pacific Wind and Yaghan
– advising them of their situation.
At the time, they were sailing in
20-knot winds, with occasional squalls gusting 27 knots and 2.5m waves.
The broken rudder stock.
Credit: Katarina Ravudd
Initially, Ingmar and Katarina decided to rig lines from winches to
the rudder to provide steering; at this point, there was no indication
that the boat was taking on water.
They had already dropped the boat’s
sails and turned off the autopilot.
They also had a Hydrovane
self-steering system which could have been used as an emergency rudder.
“Our idea was to fix the rudder; to take a line from the winch down
through the upper bearings to below the lower quadrant for the autopilot
to lift it up and fix it as close as possible to the hull.
As the
rudder stock is mounted inside, the movement of the broken upper part of
the rudder stock was restricted due to the middle floor made of marine
plywood.
Before we were ready it suddenly dropped 10 cm, and
unsupported, the rudder stock had much more movement, which caused the
lower quadrant to get stuck into the protecting polyester cylinder
around the stock, and the force broke the protecting polyester cylinder
free from the hull.
It was about 1.5 hours from the moment it broke
until the rudder stock dropped down, and that was when the big problem
started,” explained Ingmar.
The couple removed some of the glassfibre and rubber sealing to gain
access to the lower quadrant.
By now, it was clear the Arcona yacht was
taking on water; they removed the four bolts that held the quadrant
together so they could push down the rudder to try and patch the leak.
The Arcona yacht, IdaLina was fitted with a Hydrovane self-steering system.
Credit: Ingmar Ravudd
“The glassfibre cylinder [which holds the lower bearings and protects
the rudder stock] was totally broken and the aluminium tube of the
lower bearing was separated from the other parts.
There were sharp parts
from the glassfibre that had broken,” said Katarina.
Initially, they tried to use an inflatable repair kit to plug the
hole, but the part in the valve to blow it up was missing. Instead, they
used a diver’s surface marker buoy, but sharp plastic punctured it.
“We had to use the sealing equipment we had without being able to
inflate the sealing ring. It consists of a stick with a rope tied in the
middle that you thread through the hole.
The line passes through the
centre of a round flat plastic disc with a clam cleat on top.
It was
tightened tightly over the hole.
We pushed the disc down with bridge
fenders and other things we had available.
However, the water pressure
caused the disc to leak when the stern pumped in the waves,” said
Ingmar.
At the same time, the Arcona yacht’s bilge pump
and a separate 230V bilge pump were struggling to cope with the rate of
water ingress and needed attention; debris including food can labels
had clogged them.
Although Ingmar cleared the problem, it became increasingly obvious
to both Ingmar and Katarina that they needed to shift their focus from
saving the boat to saving themselves.
From the boat initially taking on
water, it took 1.5 hours for IdaLina to sink.
“It was hard to say we would not be able to save her, and we would
have to save ourselves instead. That was the hardest part,” said
Katarina.
“I called up Pacific Wind, and I told them, “We will sink;
we are taking on water”.
The water was already 8 inches down below.
"We
were never afraid.We were so lucky; apart from the boat sinking all of
the circumstances were in our favour. We cut the string between the raft
and IdaLina four minutes before she went down and then Pacific Wind came, arriving just as she was sinking.”
The Arcona 460, IdaLina just moments before she sank.
Credit: Katarina Ravudd
It took 1.5 hours for the Arcona yacht, IdaLina to sink.
Credit: Ingmar Ravudd
25 minutes later, Katarina and Ingmar were safely onboard Pacific Wind.
As part of their usual cruising plans, the couple already had two
emergency grab bags with the boat’s papers, their passports, and
emergency gear.
In addition, they packed six extra bags with food,
clothing, computers, their mobile phones and water.
Reflecting on the experience, Katarina said she would have done things differently.
“In my first call to Yaghan, who were 12nm ahead of us, they asked
if we wanted assistance and I said no. Today, I would have said yes. I
would also make sure I packed our multi-purpose suits and our money with
us. We had survival suits and multipurpose suits as we planned to go to
Alaska, but in hindsight, we should have taken multi-purpose suits with
us as although we spent 25 minutes in the raft, it could have been a
lot longer if Pacific Wind had struggled to find us.”
A tired Ingmar safely on board Pacific Wind.
Credit: Ingmar Ravudd
Ingmar would also equip the boat with a higher capacity pump and ensure there was a watertight bulkhead around the rudder.
Arcona is still investigating the sinking.
Other sailors have also
not been shy in coming forward with theories and comments on the sinking
of the Arcona yacht.
“We get a lot of people telling us what we should have done, that it
was no problem to sail a boat with a hole in the hull for 200nm,” said
Katarina.
“Often when you think of a hole in your boat, it is a through-hull fitting
which has broken and for that, you have lots of plugs and bungs. But in
our case, we suddenly had a hole with a 6-inch diameter which is
jagged. People have told us we should have dived under the boat to plug
the hole but in the conditions we were in, that would have been wishing
death.”
In an earlier statement, the CEO of Arcona Yachts, Fredrik Malmqvist,
said, “At Arcona Yachts, safety is our priority, and we are therefore
taking this very seriously.
“We understand from the Arcona 460 owners that the rudder stock was
broken, however, we don’t yet know how or why. We are working closely
with our suppliers and key people to immediately investigate this
serious incident further.
Ingmar and Katarina safely in Hiva Oa in the Marquesas Islands, French Polynesia.
Credit: Katarina Ravudd
Ingmar and Katarina are now looking for another boat, although their plan to sail around the world is over.
“Ingmar found me a boat, a First Seascape 24 called Unsinkable
which would be perfect,” said Katarina.
“We are planning to go back to
French Polynesia for a few weeks and hopefully next summer we may be
able to do Alaska for a few weeks or so, but we are not going to buy a
new boat to continue going around the world.”
The year 2024 is likely to be remembered for significant geopolitical conflict and rising tensions between several nations.
As the maritime industry operates on a global scale, it is no surprise that these tensions have had an impact on shipping.
Recent disruptions in global maritime trade have significantly affected key routes such as the Red Sea and the Suez Canal.
These disruptions pose major risks to trade reliability and global supply chains.
Seafarers on the front lines
The escalating geopolitical tensions and maritime conflicts of 2024 have placed seafarers at significant risk, transforming critical waterways into active danger zones.
With incidents such as missile strikes on vessels, hijackings, and targeted attacks in regions like the Red Sea and the Black Sea, seafarers are increasingly caught in the crossfire.
These threats not only endanger lives but also create immense psychological stress for crew members, who must navigate volatile waters while fearing for their safety.
The fatal attack on the MV True Confidence in March 2024, which claimed three crew members’ lives, underscores the severity of these risks.
Beyond physical harm, seafarers have also faced prolonged detentions, such as the crew of the MV Galaxy Leader, and the constant anxiety of operating in regions prone to hostilities.
To put the numbers into perspective, the Philippines’ Department of Migrant Workers (DMW) reported that 740 Filipino seafarers had been victims of attacks while navigating the volatile waters of the Red Sea and the Gulf of Aden up to November 2024.
As these dangers persist, protecting seafarers and ensuring their welfare must become a global priority. Stronger security measures, enhanced mental health support, and robust diplomatic efforts are essential to mitigate risks in high-conflict zones.
Understanding the dynamics of the conflict
The geopolitical instability in the Middle East has been significantly heightened since October 7, 2023, when Hamas launched a terrorist attack in Israel, setting off a chain of regional conflicts.
This attack not only exacerbated tensions between Israel and Hamas, but also drew in other actors, most notably Yemen’s Houthi rebels, who are backed by Iran.
Iran’s involvement has added further complexity to the situation, particularly due to its ongoing tensions with the United States.
Since November 2023, the Houthis have aligned with Hamas, targeting vessels in the Red Sea with ballistic missiles and explosives, resulting in approximately 90 reported attacks.
However, despite international efforts, the situation remains unresolved, with far-reaching consequences.
Beyond the security threat, the conflict has also presented significant environmental risks.
In August 2024, the Greek oil tanker MV Sounion, carrying 150,000 tons of crude oil, was attacked by Houthi rebels, causing extensive damage and a fire onboard.
This incident underscored the need for stronger protection for vessels operating in conflict zones.
Furthermore, the ongoing hostilities in the Red Sea have led to increased carbon emissions from ocean freight shipping, as vessels are forced to avoid the region and reroute through the Cape of Good Hope. According to the Xeneta and Marine Benchmark Carbon Emissions Index (CEI), emissions reached a record high of 107.4 points in Q1 2024, driven by a 63% rise in emissions for shipments from the Far East to the Mediterranean, and a 23% increase for shipments to Northern Europe.
Attacks on Black Sea ports and the rise of the shadow fleet
These attacks have targeted key facilities, severely affecting Ukraine’s grain exports and its overall economic stability.
Furthermore, 2024 witnessed a significant rise in shadow fleet activity, driven largely by sanctions imposed by the EU and other nations.
The “shadow fleet” refers to older tankers that often lack proper maintenance, inspections, and insurance coverage.
These vessels are frequently operated under unclear ownership and attempt to evade sanctions by operating without their Automatic Identification Systems (AIS) turned on.
According to Gibson, nearly 63% of tankers built in 2009 or earlier are now engaged in grey fleet activity, often trading sanctioned goods from countries like Iran, Venezuela, and Russia.
By mid-2024, the Shanghai Containerized Freight Index (SCFI) had more than doubled from late 2023, driven by longer shipping distances, higher fuel consumption, and rising insurance premiums.
If this surge in freight rates continues, global consumer prices could rise by 0.6% by 2025, as higher shipping costs are passed on to consumers.
The impact is especially severe for vulnerable economies that rely heavily on maritime transport.
Rising shipping costs are eroding trade competitiveness, threatening economic stability, and fueling inflation.
Furthermore, Lloyd’s of London highlighted that with more than 80% of the world’s imports and exports – around 11 billion tons of goods – at sea at any given time, the closure of major trade routes due to a geopolitical conflict is one of the greatest threats to the resources needed for a resilient economy.
Looking Forward
From the escalating threats in the Middle East to the rise of shadow fleet activity, the maritime industry is confronting a series of unprecedented challenges.
These developments are not only jeopardizing the safety of seafarers but also disrupting global supply chains and threatening vulnerable economies.
To effectively address these issues, it is crucial for the global community to prioritize international cooperation, ensuring a coordinated response that can mitigate the risks and address challenges.