How Chennai-Vladivostok Shipping Corridor Will Reshape Regional And Global Trade Networks

In a groundbreaking move poised to reshape trade networks, India has operationalized the Vladivostok-Chennai Maritime Corridor (VCMC), a strategic shipping route linking Chennai, India, with Vladivostok, Russia.

Union Minister of Ports, Shipping, and Waterways Sarbananda Sonowal, speaking at the Sagarmanthan conference, announced plans to extend the route to include additional east coast ports Paradip and Visakhapatnam, signaling a significant leap in maritime connectivity.

The initiative, co-hosted by the Ministry of Ports, Shipping, and Waterways and the Observer Research Foundation (ORF), underscores India’s commitment to enhancing trade links with Russia and integrating itself deeper into global trade systems.

Strategic Importance of VCMC

The Chennai-Vladivostok Maritime Corridor spans 5,600 nautical miles and serves as a vital conduit between South Asia and the Russian Far East. Vladivostok, Russia’s largest Pacific port, lies merely 50 kilometers from the Russia-China border, making it a strategic trading hub with direct access to Northeast Asia.

The corridor’s geographical route traverses critical maritime regions, including the Sea of Japan, the South China Sea, the Strait of Malacca, the Bay of Bengal, and the Andaman and Nicobar archipelago. This positioning not only facilitates efficient trade flows but also enhances India’s influence in the Indo-Pacific, a region increasingly central to global geopolitics.

Current and Future Trade Dynamics

The VCMC is already facilitating two-way trade. India imports petroleum and liquefied natural gas (LNG) from Russia, while exporting textiles, engineering goods, and machine parts. With the addition of Paradip and Visakhapatnam ports, the route will cater to a broader spectrum of commodities, increasing the corridor’s economic viability and fostering regional trade integration.

“This maritime corridor has immense potential to redefine trade relations between India and Russia while simultaneously reducing dependency on traditional supply chains dominated by Western powers,” said Sonowal during his address at the conference.

The corridor is also strategically aligned with India’s efforts to diversify its energy imports. By importing oil and gas from the Russian Far East, India can reduce reliance on the volatile Middle Eastern energy markets.

A Faster, Cost-Effective Alternative

Compared to existing maritime routes, the VCMC offers a faster and more strategic alternative. The reduced transit time between India and Russia not only cuts shipping costs but also ensures reliable supply chains, especially during times of global uncertainty.

“The success of this route lies in its ability to provide a seamless connection to global markets,” said an official from the Ministry of Ports. “It is particularly appealing to exporters as it reduces logistical challenges and delivery times.”

Strengthening India-Russia Ties: The VCMC is a testament to the evolving India-Russia relationship, characterized by deepening trade and strategic partnerships. Amid geopolitical shifts, the corridor provides an alternative route for commerce, bypassing Western-dominated sea lanes.

A Pivot to the Indo-Pacific: For India, the corridor is not just about bilateral trade with Russia but also about increasing its footprint in the Indo-Pacific. The route traverses critical maritime chokepoints and aligns with India’s Act East Policy, strengthening ties with Southeast Asian nations.

Diversifying Global Supply Chains: The VCMC serves as a counterweight to existing supply chains that predominantly rely on China and Western nations. With disruptions caused by geopolitical tensions and pandemics, the corridor offers a resilient alternative for trade.

Infrastructure and Connectivity Boost

The success of the VCMC hinges on robust port infrastructure and enhanced connectivity. The planned integration of Paradip and Visakhapatnam ports will bring more industries and exporters into the fold, expanding the corridor’s operational scope, reports Mint.

Additionally, investments in port infrastructure, modern shipping facilities, and digital systems for tracking cargo will play a pivotal role in ensuring the corridor’s efficiency.

India’s focus on maritime connectivity reflects its ambition to become a central player in the global trade ecosystem. The Chennai-Vladivostok route, with its strategic and economic potential, is poised to be a cornerstone of this vision, reshaping not just regional but global trade dynamics.

Source: Swarajya 

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Shipping giant to move operations from major port

A major container shipping company has announced it will no longer use the Port of Felixstowe for its larger vessels from next year.

Maersk said the changes would take effect in February following a review of its Asia-Europe shipping routes.

The firm said it had concluded the London Gateway on the Thames estuary in Essex was "the most optimal port to serve our customers" in the UK.

It said it expected to share further details "over the next couple of weeks".

Mike Page Aerial Photography

Felixstowe has described itself as Britain's busiest container port

In a statement on its website, Maersk said the changes were part of the Gemini Co-operation, which is a review of its network carried out with the Hapag-Lloyd shipping company.

"During this optimisation process... we have concluded that London Gateway is the most optimal port to serve our customers importing/exporting cargo to/from the UK," it said.

"Due to this change, Felixstowe will not be a part of Maersk and Hapag-Lloyd’s shared Gemini network.

"The previously announced Middle East-Europe (London Gateway) and Trans-Atlantic (Southampton) Gemini services remain unchanged."

It added: "There are no changes for Maersk’s own operated services to/from Felixstowe outside the scope of the Gemini Co-operation."

Maersk has not said what this means in terms of the number of its ships that will not dock at Felixstowe any more.

However, the BBC understands the decision means Felixstowe will see about two fewer large vessels at the port each week.

Felixstowe's quayside has the capacity to welcome the world's largest container ships, which can carry upwards of 20,000 containers.

Maersk's smaller ships, which serve shorter sea routes, are still expected to call at the port.

The news comes a month after it was announced £1bn was to be pumped into expanding London Gateway, which opened for business in 2013.

Source: BBC 

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India to be among top 10 global ship manufactures by 2030: Sonowal

India will be among the top 10 global manufacturers of ships by 2030, Union Ports, Shipping and Waterways Minister Sarbananda Sonowal said on Tuesday. Addressing 'Sagarmanthan - The Great Oceans Dialogue', Sonowal further said the global South will determine the shape of ocean trade in the 21st Century.

"Given that India has the rich talent pool as well as resources to become a major shipbuilding nation, we are aiming to enter the top 10 of shipbuilding countries by 2030 while working our way to become the world's top 5 by 2047," he said.

The minister also interacted with technical experts on creating a circular blue economy.

According to an official statement, while the session focused on sustainability at sea as a priority, the discussion attempted to hedge solutions around its many challenges.

India's maritime sector serves as the backbone of its trade and commerce, handling around 95 per cent of the country's trade by volume and 70 per cent by value.

With 12 major ports and over 200 notified minor and intermediate ports, the country's port infrastructure underpins its growing economy.

As the sixteenth-largest maritime nation in the world, India occupies a key position on global shipping lanes. Most cargo ships travelling between East Asia and destinations like America, Europe, and Africa traverse Indian waters, highlighting the nation's strategic importance. The sector's contributions extend beyond trade.

India boasts a fleet of 1,530 ships sailing under its flag as of 2023. Additionally, the country is the third-largest in the world in terms of ship recycling by tonnage.

In the financial year 2024 alone, Indian ports managed 819.22 million tonnes of cargo, a 4.45 per cent rise year-on-year.

This growth aligns with a surge in merchandise exports, which climbed to USD 451 billion in FY23 from USD 417 billion a year ago.

Source: The Economic Times 

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Plans Announced for the Last Voyage of Famed Ocean Liner SS United States 

 

After nearly 30 years on the Philadelphia waterfront, a tentative timeline has been set for the final departure of the once famed ocean liner the ss United States. The last voyage to be accomplished on a towline comes almost 55 years to the day that she was removed from commercial service in 1969.

Okaloosa County, Florida acquired the vessel on October 13 for $1 million from the non-profit SS United States Conservancy with plans to convert the ship into the “World’s Largest Artificial Reef,” off the coast of Florida along the Gulf Coast. It was part of the settlement agreement for the lawsuit from the operators of the Philadelphia pier, Penn Warehousing, with the country required to remove the ship by early December.

Towing the nearly 1,000-foot liner is a complicated plan including removing her from the pier. Her air draft causes additional concerns with officials in Pennsylvania and New Jersey determining to temporarily close the Walt Whitman, Commodore Barry, and Delaware Memorial bridges which span the Delaware River. The US Coast Guard and others are involved in the planning and approval to remove the vessel.

The tentative timeline calls for the vessel to be moved across the slip between Piers 82 and 80 at high tide (11:45 am) on November 14. The United States will stay there overnight waiting for the next low tide (6:59 am) on November 15. Before low tide, the plan calls for positioning the ship in the Delaware River and then commencing the trip under the bridges at low tide and along the Delaware River.

“Federal officials and Moran Towing pilots will be on board the ss United States, with Delaware Bay pilots assisting from ashore. Vinik Marine of New York will handle the ocean tow,” reports the Okaloosa Board of County Commissioners. It is expected diehard fans of the great liner will be along the river as well as those curious to see the ship depart on its final voyage.

The plan for the ship was changed from an original schedule to first go to the Norfolk, Virginia area to move the ship directly to Mobile, Alabama. The board highlights the facility in Mobile will be significantly less expensive and available for the full duration of the remediation and preparation for reefing. 

The tow to Mobile is expected to hug the East Coast to avoid ocean currents. It will take approximately 14 days with Okaloosa promising live tracking online with a GPS device installed on the ship. When it reaches Mobile, the ship will have to turn 180 degrees and will be towed astern up the Mobile River to her new berth.

The remediation and preparation are expected to require approximately 12 months and include removing the two iconic funnels and the radar mast, which will go to the Conservancy for its proposed museum. A few other artifacts including the builder’s plaque will be removed for the Conservancy, while the preparation includes removing all the portholes as well as onboard contaminants.

The SS United States Conservancy calls reefing the best option for the vessel. They will use the proceeds from the sale plus $1 million from Okaloosa toward the cost of establishing a permanent museum and visitor center for the ship. It will display the collection of artifacts from the vessel and tell the story of her design and speed record.
 

 

 

Overboard Crewmember Rescued After 24 Hours in the Water off Australia 

 

In what is being called nothing less than miraculous, a seafarer who went overboard from a bulker off the Australian coast spent 24 hours in the water before being rescued. The unnamed individual reportedly was able to swim close to shore where he was rescued by a recreational fisherman.

The bulker Double Delight (95,522 dwt) registered in Singapore raised the alarm early on Thursday while it was about five miles southeast of Newcastle. The vessel which is operated by Japan’s Sugahara Kisen was inbound after a voyage that started in Japan on October 19.

The crewmember failed to report for duty and the crew began a search of the vessel. They determined the last time the individual was seen was around 11:30 pm Thursday. Assuming the missing crewmember was overboard, they reported the situation to the Newcastle Harbourmaster who in turn notified the police and the Australian Maritime Safety Authority. 

 

 

A search was launched with two boats dispatched from the volunteer Marine Rescue NSW. They were coordinating with two Water Police boats and implemented a search pattern under the direction of the NSW Police Marine Area Command. They were assisted by a helicopter search team.

A recreational fisherman who is also a doctor was inbound Friday evening when he found a person in the water around 6:30 p.m. The seafarer had swum and was close to shore off a beach south of Newcastle. He was floating in the water. Paramedics were dispatched to the beach and the person was been taken to a hospital suffering from hypothermia.

The bulker was docked in Newcastle as of Friday night with the rescue teams having ended the search.

 

 

Activists Demand Spain Stop Port Calls of Maersk Line Ships Carrying Arms 

The continuing effort by activist groups to interrupt the shipment of military supplies to Israel took a new turn as an activist group demanded that Spain stop permitting port calls for Maersk Line, Limited ships. The groups calling themselves Progressive International and the Palestinian Youth Movement pointed to at least 25 shipments that were aboard vessels making port calls at Port Algeciras.

A member of the Spanish Congress of Deputies and secretary-general of the Communist Party of Spain Enrique Santiago also stepped into the controversy sending a letter to Spain’s Attorney General calling for two Maersk Line, Limited vessels currently sailing toward the Mediterranean to be denied port calls in Spain.

Maersk Line, Limited is a Maersk subsidiary that operates U.S.-flag, U.S.-crewed ships under U.S. government subsidy. A large share of MLL cargoes are government-owned goods and equipment, including military cargoes.  

Two current voyages became the target of the activists. The Maersk Denver (6,200 TEU) departed New York on October 31 with its declared first port on its AIS and published schedule as Tangiers Med 2. It is scheduled to proceed to Oman, the UAE, Pakistan, and India. The Maersk Seletar (6,648 TEU) departed New York on November 4 and shows on its schedule Algeciras as its first port. It is also scheduled to continue to Oman, the UAE, Pakistan, and India.

After the report was delivered by the activists to the government, a spokesperson for Spain’s Foreign Ministry said they would be studying the details and investigating. 

“If the information is confirmed, all necessary measures will be taken,” the spokesperson told the Spanish media. “The MFA (Ministry of Foreign Affairs) has rejected and will continue to reject all requests to call at Spanish ports of vessels carrying military material and having Israel as final destination.”

In May 2024, Spain announced its policy banning ships loaded with military material destined for Israel. They said these ships would be banned from port calls.

The group cites the port calls by a dozen Maersk Line, Limited vessels in Spain between September 2023 and September 2024. They allege a review of the manifests shows a declaration of military cargoes being sent to Israel including armored and tactical vehicles, aircraft components, parts of artillery systems, and unidentified “military equipment.”

The protests began in May 2024 when activists targeted other vessels including a Danish-owned cargo ship, the Marianne Danica (2,200 dwt), which was denied permission for a port call in Spain. The same groups targeted another vessel, the German-owned Borkum (5,489 dwt), but in that case the Spanish government said it was satisfied the cargo belonged to the Czech government. Activists also sought to prevent a port call in Gibraltar by an OSG tanker.

Worldwide there have been multiple protests to interrupt shipments to Israel. Protestors in Australia sought to block Zim vessels from arriving in port. Earlier this week, pro-Palestinian protestors boarded a cargo ship in Turkey which they alleged was transporting explosives bound for Israel. Since July, activists have hounded that German-owned cargo ship demanding it be turned away from ports and not permitted to offload its cargo.

 

 

Cybersecurity: Ghosts in the Machine

CyberOwl/HFW Report: Maritime industry pays an average ransom of $3 million in cyberattacks

 

In the dead of night, a fully laden LNG tanker quietly navigates the narrow channel of a strategic U.S. port. Suddenly, the ship's GPS blinks and alarms, showing the vessel miles off course. The crew has no idea their instruments have fallen prey to a sophisticated spoofing attack—where false GPS signals are broadcast to deceive a ship's navigation system into believing it's in a different location. 

Without their knowledge, the tanker was silently steered off track, headed toward critical infrastructure.

Hours earlier, a shoreside vendor had completed what appeared to be routine maintenance, leaving behind a smartphone in the engine control room—a harmless oversight, or so it seemed. Unbeknownst to the crew, that phone was a Trojan horse, silently infiltrating the ship's systems despite the air gap designed to safeguard critical functions. 

As the crew struggled to regain control, the malware awoke, crippling the ship's electrical network, communications and emergency uninterrupted battery supply. The vessel, making way while not under command, drifted helplessly toward catastrophe. 

Do you think this is fiction? Hardly.

GPS Spoofing

In the dark waters off Crimea, the battleground has undeniably gone digital, truly evoking the "ghosts in the machine" scenario. This battleground embodies fifth- and sixth-generation warfare where cyber operations, electronic warfare and disinformation blur the lines between physical and virtual combat. 

AIS (Automatic Identification System) broadcasts vessels' positions via GPS inputs, but GPS spoofing manipulates this data, creating navigational confusion. Jamming, on the other hand, blocks signals altogether, leaving vessels without critical navigation and communication capabilities. These tactics could lead to catastrophic accidents in high-traffic areas like the Black Sea. In one incident, spoofed signals traced a "Z" across the sea near Crimea. It was unclear if it was the symbol for Russia's war efforts or the mark of Zorro, but it was disruptive.

In May 2023, a mass spoofing event off Crimea caused ships to appear far from their true locations. The Center for Advanced Defense Studies documented over 10,000 spoofing incidents between 2017 and 2019, demonstrating a correlation between Putin's movements and GPS spoofing incidents near Crimea. Such tactics are deployed to shield high-value targets from GPS-guided weapons, complicating the use of drones, missiles and other advanced precision systems.

In June and July 2021, NATO warships like the HMS Defender and USS Ross were spoofed near Crimea, underscoring Russia's use of electronic warfare to disrupt maritime operations and global shipping lanes. 

Just days before this article was published, the Ukrainian Navy launched an operation to combat Russian GPS spoofing, destroying an idle gas platform off Crimea. Russian forces were purportedly using the platform to broadcast GPS interference, which Ukraine claimed threatened civilian navigation. "The occupiers used this location for GPS spoofing to endanger civilian navigation. We cannot allow this," said Ukrainian Navy spokesman Dmytro Pletenchuk. 

The attack came just hours after Russian personnel and equipment were spotted on the platform.

On October 1, the Panama-flagged oil tanker M/V Cordelia Moon survived a major explosion. The attack, claimed by Yemen's Houthi rebels, involved eight ballistic and winged missiles, a drone and an uncrewed surface boat (videos of both attacks are online). A missile northwest of Hodeidah also hit a Liberia-flagged bulker. 

These incidents, along with the Ukrainian strike on a Russian GPS spoofing platform, underscore how low-tech, unmanned vessels, along with electronic warfare like GPS spoofing and jamming, pose severe risks to maritime safety.

As maritime systems become increasingly digital and interconnected, cyber warfare is no longer confined to the pages of a novel. It's an urgent, evolving threat lurking in the waters of global trade. 

CyberOwl & DNV: Securing Maritime Networks

The maritime sector faces increasing cybersecurity risks, driven mainly by the complexity of vessel lifecycles and supply chains. Daniel Ng, CEO of Singapore-based CyberOwl, explains that many shipping companies still treat cyber risk management as a one-off compliance task. 

"For cyber risk management to be effective, it needs to be continuous," says Ng. “This is where our partnership with DNV brings real value. By combining our expertise, we can address cyber risks throughout the vessel lifecycle."

This collaboration brings together over 70 maritime cybersecurity specialists in five global hubs from Oslo to Singapore, backed by a network of 500 cybersecurity experts and 7,000 maritime risk professionals. "This allows us to cover everything—from the design stage to vessel operations to incident response," notes Ng.

He points out that a significant challenge is the difference between operational technology (OT), which controls shipboard machinery, and information technology (IT), which handles data: "Legacy OT systems often aren't as secure as newer technologies. We align with standards like UR E26 for new systems but take a more practical approach to legacy systems. CyberOwl's technologies provide visibility into OT risks so shipowners can focus on real threats rather than theoretical ones."

Looking ahead, Ng sees the partnership driving innovation in maritime cybersecurity. He highlights CyberOwl's OT Security Manager as a key tool: "It ingests and interprets Excel documents, PDF reports and system drawings, helping shipowners assess risks without needing to deploy tech onboard." 

This approach supports compliance with the E.U.'s Network and Information Systems (NIS) Directive, aimed at protecting critical infrastructure. "Ultimately," says Ng, "we want to give shipowners peace of mind as they adopt digital technologies to boost performance and reduce emissions."

Information Fusion Centre: CYBSEC Threats & Trends

Based in Singapore, the Information Fusion Centre (IFC) serves as a critical hub for maritime security (MARSEC) monitoring and information-sharing across the Indo-Pacific. Under the Republic of Singapore Navy, the IFC collaborates with international liaison officers from over 25 countries to tackle maritime threats including piracy, smuggling and cybersecurity (CYBSEC).

The IFC emphasizes the increasing cyber risks to vessels' OT systems and the importance of continuous monitoring and rapid response. Its information-sharing capabilities have been instrumental in preventing cyber incidents from escalating into significant disruptions. 

"We've seen growing interest from shipping companies in involving us in their security drills, where we bring a naval perspective and real-time information-sharing," an IFC spokesperson noted.

Despite a 77 percent reduction in CYBSEC incidents in 2024—down to three from 13 the previous year—the IFC warns this may reflect a lack of reporting, not a decline in threats. Recent malware attacks on cargo vessels in Europe underscore the persistent cyber risks in high-threat areas.

The IFC provides regular updates on cybersecurity trends via its social media channels and advisories. Shipowners are encouraged to subscribe to these reports or engage the IFC in security exercises to boost their readiness against cyber threats. 

Tackling Cyber Espionage and Signal Jamming

Sahil Andrews Chand, Founder & CEO of ShipSafe, warns that signal jamming—disrupting communication and navigation—poses significant risks during critical operations like docking. 

"Jamming can lead to disorientation and even collisions in congested waters where precision is crucial," Chand explains. He also highlights the broader threat of cyber espionage, where attackers gather intelligence on shipping routes and cargo, creating severe security implications.

Chand addresses a common misconception in the maritime industry—the assumption that existing navigation systems are inherently secure. "This complacency can lead to dangerous vulnerabilities,” he notes. 

Many systems, primarily operational technology, can be exploited if not properly secured. Chand advocates for a structured cybersecurity approach, prioritizing critical communications such as navigation and safety, which must be safeguarded with dedicated bandwidth and strong security measures.

Chand also stresses the importance of network segmentation to isolate OT systems from administrative IT systems, limiting the impact of any potential breaches. He further emphasizes adopting robust firewalls and intrusion-detection systems to block unauthorized access.

"Limiting remote access is key," Chand continues, recommending multifactor authentication and strong passwords. However, technology alone isn't enough. "Continuous crew cybersecurity training is critical to ensure preparedness against evolving threats," he advises. Chand underscores the importance of collaboration with port authorities to share information about cyber incidents and threats.

Finally, he highlights the need to balance innovation with security, urging companies to evaluate new technologies like AI, machine learning, and blockchain through a cybersecurity lens to prevent new vulnerabilities from emerging.

Staying the Course

As cyber and electronic warfare tactics like GPS spoofing and jamming increasingly impact military and civilian vessels, experts agree that the industry must bolster defenses. Heightened vigilance, coupled with substantial investment in advanced technologies and crew training, is crucial. 

These measures are essential to safeguarding maritime operations against the evolving landscape of cyber warfare. – MarEx 

Technology columnist Sean Holt writes from Singapore.
 

 

 

Maersk Line Vessel Diverts to Morocco Due to Allegations in Spain

One of the container vessels operating for Maersk Limited, Limited, the U.S. subsidiary of the shipping company, diverted to Morocco over the weekend following activists’ protests in Spain alleging the vessel is carrying military supplies to Israel. The vessel was also met with protests while it was in the port of Tangier Med as the company questioned the change in policies after months of similar port calls.

Maersk confirmed in a statement to Agence France-Presse (AFP) that Spanish authorities denied docking privileges at Algeciras to the Maersk Denver (6,200 TEU vessel registered in the United States) on its current voyage from New York to the Middle East. This came after activist groups last week asserted that Maersk Line ships making port calls in Spain were carrying military supplies to Israel violating Spain’s ban on the transshipment of arms to Israel through its ports.

“To gain clarity for future operations, we have consulted the Spanish authorities to understand why entry was denied for cargo no different than previous shipments that have routinely been transshipped through this port without incident,” a Maersk spokesperson told AFP.

Maersk said that it understands that it is Spain’s discretion to change its criteria while emphasizing that the cargo it was carrying is all legal. Further, they said that “cargo to be transshipped through the port does not include any military weapons or ammunition.”

Maersk Line, Limited is a Maersk subsidiary that operates U.S.-flag, U.S.-crewed ships under U.S. government subsidy. A large share of MLL cargoes are government-owned goods and equipment which may include military cargoes.  

The Maersk Denver docked in Tangier Med on Saturday, November 9, and departed Sunday with its AIS signal and published schedule showing the next port in Oman. Protestors however also demonstrated in Morocco on Sunday claiming that the ship after unloading cargo was bound for Haifa, Israel.

Last week, Spain’s foreign ministry told the press in Spain that the two Maersk ships singled out by the activists “will not stop in Spain.” It also said it would look into allegations that previously Maersk ships had been permitted to make port calls while transporting military equipment.

A second Maersk Line vessel, Maersk Seletar, is following close behind due to make a port call in Algeciras on Thursday and Thursday, November 14 – 15. Officials told the media that they have not yet been advised of the ship’s destination. Like the Maersk Denver, it shows a route bound for Oman and the Middle East.

The Houthis have also alleged that Maersk Line, Limited ships were targets because of the company’s involvement with Israel. The rebels have claimed attacks on several of the company’s vessels as they were bound for Oman.

 

 

Maersk Tankers Adopts Wind-Assisted Propulsion with Landmark Deal

Maersk Tankers is becoming the latest blue chip brand in shipping to embrace wind-assisted propulsion technology to help it meet its aspirations for reducing emissions. The tanker operator selected suction sales for five of its medium-range tankers giving Spain’s Bound4blue its largest agreement to date for its wind-assisted propulsion system.

With over 240 tankers and gas carriers, Maersk Tankers reports it is continually exploring and adopting advanced energy-efficient technologies. The company demonstrated wind-assisted propulsion in 2018 with the installation of rotor sails on the Maersk Pelican and recently retained Njord, a specialist in green solutions for the maritime industry, to assist in assessing and evaluating a broad range of wind-assisted propulsion systems.

Maersk Tankers awarded a contract to Bound4blue to install a total of 20 suction sails across five ships of the fleet. The vessels including Maersk Tacoma, Maersk Tampa, Maersk Tangier, and Maersk Teesport, built in 2015 and 2016 and each 49,800 dwt, as well as the Maersk Tokyo also built in 2016 and 44,000 dwt. 

“For the tanker industry to progress in the energy transition, concrete investments and actions are essential,” said Claus Grønborg, Chief Investment Officer for Maersk Tankers. “By implementing Wind-Assisted Propulsion Systems at scale in our fleet, we enable our customers to meet their sustainability targets, while also advancing the objectives of FuelEU Maritime and the EU Emissions Trading System."

Each of the suction sails will be 26 meters (85 feet) in height. The technology works by dragging air across its aerodynamic surface to generate lift and propulsive efficiency. Maersk Tankers report the sails will be installed during normal dry dock periods in 2025 and 2026 and they expect to realize double-digit percentage reductions in fuel consumption and CO2 missions per vessel.

“Designed to operate safely in challenging conditions, our system is particularly well-suited for safe, high performing, and cost-efficient operation on tankers,” said José Miguel Bermúdez, CEO and co-founder of Bound4blue.  He called the order a “key milestone” for the technology.

Started a decade ago in Spain, the company highlights that it has installed its eSail system on four ships. They note growing momentum having signed additional agreements with other well-known shipping companies such as Klaveness Combination Carriers, Eastern Pacific, Odfjell, and Louis Dreyfus.

The shipping industry is showing increasing interest in adding wind propulsion systems to their vessels. Several different technologies are competing and from the early results the installed systems are providing meaningful reductions in fuel consumption and supporting the goals to reduce emissions and meet emerging regulations.

 

 

Effort to Develop First U.S. Liquid Hydrogen-Fueled RoPax Ferry 

An effort is underway to leverage the cutting-edge technology for hydrogen-fueled vessels to develop the first RoPax vehicle ferry in the U.S. to be fueled by liquid hydrogen. SWITCH Maritime, the U.S. shipowner that launched the first hydrogen-powered ferry in the U.S. is in collaboration with LH2 Shipping and LMG Marin in Norway to commence construction in the U.S. of a hydrogen-fueled RoPax ferry.

SWITCH’s first hydrogen-powered vessel, the Sea Change, is a 75-passenger catamaran ferry featuring 600 kW of electric motor propulsion, powered by 360 kW of fuel cells with 246 kilograms of gaseous H2 (GH2) storage at 250 bar pressure. The Sea Change started public passenger service as part of the San Francisco Bay Ferry system in July 2024, after receiving its final Certificate of Inspection (COI) from the U.S. Coast Guard in May 2024.

“With rigorous planning, state-of-the-art engineering, and support from leading industry partners and the U.S. Coast Guard, we are ready to pioneer zero-carbon LH2 fueling for heavier, higher-horsepower workboats,” explains Pace Ralli, Founder & CEO of SWITCH.

They plan to develop a vessel using the designs from LMG Marin for an 80-car, 300-passenger RoPax vehicle ferry. The design is already DNV classed and is being successfully operated by Norled. Named MF Hydra, the ferry performs a triangular six nautical mile round-trip fueled with liquid hydrogen (LH2). The companies highlight it has a four-tonne LH2 tank (about the size of a 40-foot container) that fits easily on the top deck and receives fuel from an LH2 truck via a bunkering system using over-pressure in the truck to push the liquid to the ship. To date, MF Hydra has successfully received LH2 fuel approximately 50 times since starting hydrogen-powered operations in March 2023.

The RoPax vehicle ferry will have a service speed of 14 knots and is expected to require fueling only once per week (volume of 3000 kilograms from one LH2 truck) in a typical operation, with no requirement for shoreside electric charging infrastructure. While the design will require some further adapting to meet USCG requirements, SWITCH notes the larger steel hull of the vehicle ferry offers more flexibility in terms of space and weight compared to aluminum catamaran fast ferry designs, making it an ideal platform for introducing LH2 fueling in the U.S. The LH2 from the cryogenic storage tanks is vaporized onboard and used in the PEM fuel cells to create electricity for the electric motors. Like the GH2 fast ferries, the vessel’s only emissions will be pure H20 vapor, with zero carbon or other diesel-related emissions.

In addition to the Sea Change, SWITCH is also working on a 150-passenger, 25-knot catamaran to build for the SF Bay Ferry service, using the same gaseous H2 (GH2) storage and fuel cell equipment as the first vessel (to be revealed in Q1 2025). When designing larger zero-emissions harbor craft such as 300+ passenger ferries, vehicle ferries, and harbor tugs, SWITCH plans to transition from gaseous storage to cryogenic liquid H2.

SWITCH has focused on hydrogen for its potential to serve as a viable option highlighting its belief that other battery-only solutions fall short due to space and weight constraints. The company notes that generally, hydrogen as a fuel source can support greater range and power requirements due to its high energy density. Additionally, it simplifies zero-emissions vessel operations by eliminating the need for fixed shoreside charging infrastructure, allowing for fueling through established truck-to-ship or ship-to-ship practices. Compressed GH2 SWITCH says is well suited for small- to medium-sized vessels; however, as vessel size and energy demand increase, cryogenic LH2 becomes the preferred storage solution. Similar to Liquefied Natural Gas (LNG), cryogenic LH2 supports faster refueling speeds for large volumes (e.g. tons per hour).