Norway Expels Russian Fishing Vessel for Security Reasons 

 

Norway has expelled a Russian fishing vessel that overstayed its welcome at the Port of Batsfjord. The decision was made in a King-in-Council meeting held on December 6, and lawmakers cited security reasons.

The 39-meter-long vessel Azurit has been moored in Batsfjord since May, but the reasons for its prolonged stay are unknown. But some media reports indicate that a Norwegian firm, Indistrikulde AS, had done repair works on the vessel at a cost of $96,000. The amount was yet to be cleared, leading the vessel to be detained. The government has however instructed that no public or private claim should hinder the vessel from leaving the port.

Azurit is registered to the Russian company Oceanprom, with St. Petersburg as its home port.

“The captain/shipowner is ordered to ensure that the vessel Azurit has left the Batsfjord Harbor within five business days after this decision is announced. If the vessel will not have left the harbor within the issued deadline, Norwegian authorities are ordered to tow it out to sea,” said a statement from the Norwegian government.

However, ship tracking sites show that Azurit is yet to depart from Batsfjord as of Saturday morning. The Norwegian newspaper Barents Observer reported that the captain of Azurit was notified of the expulsion order on December 9. On this basis, the Finnmark county Deputy Chief of Police, Trond Nilsen, said that the count for the five days’ grace period started when the captain was notified.

“So, from Saturday the 14th, we have the authority to take the needed action,” Nilsen told the Barents Observer.

In October 2022, Norway limited Russian fishing vessels to just three of its ports - Kirkenes, Batsfjord and Tromsø. This was part of Norway’s economic sanctions against Russia for invading Ukraine. In July, Norway further introduced tougher regulations on Russian fishing vessels landing catch in the three ports. The new regulations included time limits, with Russian vessels allowed a maximum of five working days at any port. In addition, the vessels would face increased scrutiny from the customs, the police and the Armed Forces. Specifically, Norway said it would increase police activity in the port of Batsfjord, and ensure the customs service and the police share information more closely.

Norway and Russia jointly manage the rich fish resources of the Barents Sea, with Båtsfjord as a key landing port. 

Top image: Port of Batsfjord (Joachim Kohler / CC BY SA 4.0)

 

 

Trapped Ships Freed as Temporary Locking Begins on Germany’s Moselle River

A temporary locking scheme was developed at the Müden lock on the Moselle River in an effort to free some of the trapped vessels after an accident destroyed the lock gates. While it was successful and the first vessel cleared the lock on Monday morning, December 16, the WPA Mosel-Saar-Lahn authority emphasizes it is a limited temporary solution until the lock can be repaired likely in the spring of 2025.

Starting late last week, the authority began making preparations and testing its temporary solution. On Saturday they performed a test locking operation to permit ships to begin to move downstream. Late last week they removed the two gates that were destroyed when a cargo ship failed to stop and hit the gates during a locking operation. The lock was drained and inspected, and some additional welding work was completed to prepare for the temporary operation.

 

Bridges normally used for maintenance are forming a temporary gate to permits vessels to travel downriver (WPA)

 

They are using the lock beams which are normally used to close the lock for maintenance and have to be set by crane. The process permits them to flood the lower chamber, move a vessel in, and lower the vessel, but they point out that once the operation begins they have no way to stop it. It takes about two hours to clear an individual vessel.

Monday morning, the GMS Allegria, a 262-foot (80-meter) cargo ship was first to proceed using the new method. The vessel is loaded with malting barley. Once the vessel was secured and the upper gate set, the water level began to decline. It took about 30 minutes to lower the vessel so that it could proceed on the Moselle.

The lock at Müden is critical as it permits larger cargo ships carrying metal scrap, agricultural products such as grain or rapeseed, tankers, and some passenger vessels access between the Rhine and the Saar and moving between Germany, France, and Luxembourg. A limited amount of the cargo can be moved by rail or road but parts of France and Luxembourg were stranded by the accident.

 

With the temporary gate in place, the damaged lock gates were removed last Friday (WPA)

 

Over the weekend, the WPA completed a survey with 74 vessels all moored above Müden and backed up to France registering for transit. Priority is being given to the ships laden with cargo, three tankers, and six passenger ships. In addition, five push barges registered, and two ships moving containers. A further 29 vessels are empty.

The authorities expect to be able to free five to six of the trapped ships a day with the goal of having them all out by the end of the year. They, however, noted that due to the shortened length of the lock push convoys are currently a problem. They no longer fit in the chamber.

Plans are underway for the full repairs. Many of the parts however will need to be individually fabricated leading to the expectation that it will take months to restore full operations and two-way vessel traffic on the Moselle.
 

 

 

 

Korea’s H-Line Contracts to Install Autonomous Shipping on Up to 30 Ships 

 

In what is being called a commercial milestone for autonomous shipping, Korea’s H-Line and Avikus, HD Hyundai’s Autonomous Navigation Technology division, signed an order for the first installation of autonomous technology on ocean-going ships. With the adoption of autonomous navigation solutions, H-Line says its goal is to enhance the safety of vessel operations, reduce crew workload, and respond to environmental regulations by creating fuel savings on its vessels.

The contract was signed on December 16 in South Korea and calls for the initial installation of systems on five ships. These systems will be used to validate the safety and efficiency of the HiNAS Control system from Avikus. The companies report the intention is to expand the deployment to as many as 30 ships.

H-Line was launched a decade ago as Korea Bulk Shipping and two years later in 2016 contracted to take over bulk shipping from Hyundai Marine. The company is rapidly growing reporting it currently operates 48 bulk carriers as well as 10 LNG vessels and three PCTC vehicle carriers with additional vessels on order. 

Developed by Avikus, HiNAS Control is an AI-based autonomous navigation system that integrates information from various navigation equipment and sensors to guide and control vessels along the optimal route and speed. Developed by Avikus, HiNAS Control is an AI-based autonomous navigation system that integrates information from various navigation equipment and sensors to guide and control vessels along the optimal route and speed.

The system is seen as a step toward ultimately being able to fully automate navigation with vessels plotting and implementing routes through a combination of AI and onboard sensors. Avikus and others in South Korea are testing and perfecting systems while the industry continues to develop regulations for autonomous shipping. Short-sea and coastal shipping is expected to be some of the first markets, while Avikus is also making progress with ocean-going vessels. 

Avikus conducted a nearly 5,800-mile (9,334 km) trial voyage using its HiNAS control system. It reports a demonstrated fuel savings of up to 15 percent. It was also the first in the industry to commercialize an autonomous navigation solution that corresponds to Level 2 of the IMO’s autonomous ship, which allows for a remotely controlled ship with seafarers on board.

In addition to the supply of the solution, the companies report they will pursue a deeper collaboration encompassing technical support and data analysis. They plan to review the information with a goal to enhance system performance.

 

 

Europe Takes Further Steps to Tighten Noose on Shadow Tankers 

 

Countries in Europe, the European Union, and the UK announced further steps over the past two days designed to tighten the controls and expand the sanctions on the so-called fleet of shadow fleet of tankers moving crude oil and products from Russia. The coordinated series of actions comes as analysts continue to report the unchecked growth in the number of vessels evading sanctions and the G7 price cap on Russian oil.

The UK made a surprise announcement today, December 17, expanding the sanctions on tankers and launching a new £35 million ($44.5 million) aid package for Ukraine. It came just 10 days after the UK announced its previous round of tanker sanctions. 

“These sanctions will add further pressure to Putin’s stalling war economy, just as we strengthen Ukraine’s hand with new funding for emergency support to meet its humanitarian needs and for vital repairs to the energy system, to help Ukrainians living through the third winter of Russia’s illegal full-scale invasion,” said UK Prime Minister Keir Starmer.

The UK added 18 crude oil tankers and two product tankers to its list of sanctioned vessels bringing its total to over 100 ships. Starmer highlighted that the UK has again listed more vessels than any other nation. It includes 93 oil tankers.

Today’s listing focused mostly on roughly 20-year-old crude oil tankers between 105,000 and 115,000 dwt. Eight of the tankers are registered in Panama, which previously moved to revoke registries when vessels are sanctioned. The other registries involved include Honduras, Gabon, Palau, Antigua & Barbuda, Djibouti, Vietnam, and Guinea-Bissau. Starmer asserted that three of the listed tankers had transported more than four million barrels of Russian oil in 2024.

The UK also listed two prominent oil trading companies, 2Rivers DMCC, and 2 Rivers PTE. The companies were called “key lynchpins,” in the efforts enabling the trading of Russian oil and financing the war in Ukraine.

Starmer also confirmed a new program first reported yesterday by The Financial Times that will see the UK and five Baltic countries begin inspections of insurance documents. The newspaper reported that the countries will challenge tankers for proof of insurance and ones that fail to respond to questions or provide documentation would be targets for future sanctions. 

Latvia’s foreign minister Baiba Braze told the FT the goal is to make sure “their operations are made literally impossible.” She asserted that over 2,000 ships enter or exit the Baltic every day. The countries participating include Denmark, Sweden, Poland, Finland, Estonia, and the UK.

The UK highlights that it had already begun a similar effort for vessels transiting the English Channel to provide proof of insurance. Bloomberg reported that Estonia had also attempted efforts to ask for proof of insurance but was receiving responses from only about 40 percent of passing vessels.

The FT cites data from the Kyiv School of Economics reporting that 90 million barrels of Russian oil passed through the waters of Northern Europe each month in the first half of 2024. They cite the increasing danger reporting that there were nearly 30 accidents in 2022 and 2023 involving shadow tankers.

Today, shipbroker BRS released an analysis saying that the shadow fleet continues to grow and is approaching 10 percent of the global tanker fleet. They calculate that each month as many as 10 tankers are added to the shadow fleet which they report is now at a total of 850 ships. They point out that more than 13 percent of mid- to large-size tankers (above 34,000 dwt) are operating among the shadow fleet.

The foreign ministers of the European Union yesterday, December 16, confirmed the 15th round of sanctions on Russia including a new effort they said was aimed at non-EU tankers that are part of the shadow fleet. The final list of tankers includes an additional 52 vessels bringing to 79 the number of vessels designated by the EU. The European Commission welcomed the adoption saying the effort would tackle serious maritime safety and environmental risks posed by the often old and uninsured vessels of the shadow fleet.

 

 

CMA CGM to Deploy Electric Barge with NIKE in Vietnam 

 

The CMA CGM Group, which is already pursuing its environmental initiatives with large investments in LNG-fueled containerships, will also develop a unique, electric-powered, cargo barge for inland service in Vietnam. Expected to start service in 2026, the barge will operate with batteries and a dedicated green power station providing an innovative solution dedicated to decarbonizing freight transport and logistics in Vietnam.

The e-barge is being co-designed by CMA CGM’s New Build and R&D teams in partnership with China’s CATL for the battery technology. Once deployed, NIKE has committed to optimize the use of the barge for its shipments between Binh Duong Province and the Gemalink deep-sea terminal in Cai Mep. It will be a 180 km (112-mile) round trip.

To support the operation of the new barge, a dedicated charging infrastructure will be developed. It will be powered by a new solar farm at the Gemalink terminal at Cai Mep which is 25 percent owned by CMA CGM. The operation will be certified with 100 percent renewable energy with the solar farm producing 1GWH of green electricity annually.

Annually they expect the barge will transport more than 50,000 TEU. They calculate it will avoid 778 tons of CO2 annually from this operation. 

 

 

“It has been a great achievement to design and promote this project with NIKE’s partnership for commitment of usage in Vietnam waterways but can be replicated easily in other geographies and with other major customers,” said Christine Cabau-Woehrel, Executive Vice-President Assets and Operations at CMA CGM. “We are looking forward to duplicating and adapting this innovative solution with other cargo owners wishing to find solutions towards more sustainable transport modes.”

CMA CGM, which has been operating in Vietnam since 1989, highlights that the new inland solution is part of its long-term commitment and decarbonization ambitions, along with Vietnam’s goal of being carbon net zero by 2050. The carrier currently operates 29 weekly mainline services from seven ports in Vietnam.

The project is among the pioneering efforts also seen in Scandinavia and China to launch electric short-sea and inland cargo and barge services. Battery technology is also being increasingly adopted for other solutions including tugs and ferries. Experts highlight that as batteries gain greater capacity and duration these projects are becoming increasingly possible and offer new opportunities in shipping. 
 

 

 

Government to offer 35% subsidy for goods transport on inland waterways

In order to show the dependability of the waterways, Inland & Coastal Shipping (ICSL) will also have scheduled transit services. 

 

The government is expected to provide cargo owners with three-year subsidies for the transportation of commodities via inland waterways in an attempt to increase the amount of freight movement in India, which is now barely 2%. According to the Ministry of Ports, Shipping, and Waterways, the proposed change, which would provide a 35% subsidy for river transportation on national waterways 1, 2, and 16, is expected to result in the relocation of about 800 million tonne-kilometers (tkm) of cargo to interior waterways. The metric tonnes of cargo multiplied by the kilometers traveled yields Tkm.

In contrast to ports, the inland water transport industry is still in its infancy and needs assistance to encourage cargo mode shifts in addition to the development of physical infrastructure. According to a policy statement released by the ministry, “the multimodal nature of the transport makes the total logistics cost higher than other modes of transport, even though the cost of transporting cargo on the waterways itself is lower than other modes of transport.”

Officials aware of the events estimate that the scheme will cost approximately Rs 100 crore, of which about Rs 40 crore will be needed for the construction of inland vessel services and about Rs 45 crore will be needed for subsidies. Approximately 65% of the sector’s modal share is accounted for by road transport, with rail coming in second at 26%. In contrast, the ministry estimates that Inland Water Transport (IWT) accounts for just 2% of India’s total freight movement.

In light of this, it is crucial to offer financial assistance to encourage cargo owners to switch to waterways while we work on building hard infrastructure for them. This is because the IWT sector has a budget that is less than 1% of that of the road and railways sector, which is far more developed and well-funded. According to the policy paper, financial incentives would be offered up to 35% of the total actual operating costs incurred on waterways journeys in order to encourage the sustainable modal transfer of cargo from road or rail modes to IWT.

This incentive will only be offered for long-distance canal transportation (distances above 300 km), and it will not cover the cost of the first or last mile of travel. In order to show the dependability of the waterways, Inland & Coastal Shipping (ICSL) will also have scheduled transit services. ICSL will get money from the Inland Waterways Authority of India (IWAI). For the time being, the plan will only cover three waterways. “But, depending on how well the plan works, it might also be expanded to other waterways,” the ministry stated.

 

 

Samruddhi Expressway’s last section will soon open

The expressway will link to the Mumbai-Vadodara Expressway at Amane, improving access to the existing Mumbai-Nashik route and Jawaharlal Nehru Port Trust. 

 

This December will see the opening of the Samruddhi Expressway’s last phase, a game-changing infrastructure project in Maharashtra that will improve connectivity between Mumbai and Nagpur. The expressway will link to the Mumbai-Vadodara Expressway at Amane, improving access to the existing Mumbai-Nashik route and Jawaharlal Nehru Port Trust.

Within a month, the last 76 kilometers of the Mumbai-Nagpur Samruddhi Mahamarg, which connects Igatpuri and Amane, will be available to traffic, completing the 701-kilometer access-controlled motorway. The project’s governing body, the Maharashtra State Road Development Corporation (MSRDC), has already inaugurated 625 km in three stages. On December 11, 2022, Prime Minister Narendra Modi officially opened a 520-kilometer stretch of the motorway. Since then, two further sections have been opened: on May 23, 2023, a 105-kilometer stretch from Shirdi to Bharvir, and on March 4, 2024, a segment from Bharvir to Igatpuri. Land acquisition problems, especially at the Thane end, caused the last phase to be delayed from its original opening date prior to the Maharashtra assembly elections.

The 1.5-kilometer bridge at Khardi, which is 84 meters above the ground, is the most difficult engineering task in this final stage. The 8-kilometer tunnel that this bridge links to was built to avoid the clogged Kasara Ghat on the Mumbai-Nashik route, which is infamous for traffic bottlenecks and car breakdowns. Only the finishing touches are needed to complete the construction. After the road was announced in November 2015, construction got underway in February 2019. Although the speed limit is restricted at 120 km/h, the expressway was intended for speeds of up to 150 km/h. The project was split up into 16 packages. Tolls will be collected over the project’s 40-year concession period.

The expressway was originally slated to open in the middle of 2022; however, it was delayed until December 2022 after a wildlife overpass collapsed close to Nagpur. Since then, there have been about 150 accidents and more than 200 fatalities on the road, raising concerns about safety. The establishment of wayside amenities along the route has been difficult for MSRDC in spite of this.

 

 

Global trade is impacted by longer ship routes that cause delays: Piyush Goyal

In a written response to the Lok Sabha, he stated, “Global trade, including Indian exports, has been impacted by the long voyage time due to ships taking longer routes through Cape of Good Hope.”

According to Commerce and Industry Minister Piyush Goyal, the extended travel times caused by ships using longer routes through the Cape of Good Hope have affected international trade, especially Indian exports. He claimed that as a result, it now takes longer for goods to reach foreign markets. The minister added that regular contacts are made with shipping lines, port/terminal, and export/import associations to assess for potential interventions. “No shortage of containers has been, however, reported on account of the longer voyage time or the Red Sea conflicts issues and Russia-Ukraine War,” the minister said.

He also mentioned the low demand for Indian-made containers and, as a result, the country’s restricted capacity to produce them.  Economies of scale in the container manufacturing sector favor well-established foreign producers that enjoy the advantages of reduced production costs, cutting-edge technologies, and instant cargo loading options.

In a written response to the Lok Sabha, he stated, “Global trade, including Indian exports, has been impacted by the long voyage time due to ships taking longer routes through Cape of Good Hope.” The minister reported that since 2021, Container Corporation of India Limited (CONCOR) has ordered a total of 2500 containers from Andhra Pradesh-based Amba Coach Builders Pvt ltd, of which 28 had been delivered as of November.

 

 

Maritime Makeover: Government introduces Coastal Shipping Bill in Lok Sabha to boost India’s sea power

The bill once enacted will create a more favourable environment for domestic shipping operators, reducing bureaucratic hurdles and encouraging greater participation in both coastal and international trade.

 

The government on December 2 introduced a bill in the Lok Sabha aimed at modernising and streamlining the shipping industry. The Coastal Shipping Bill, 2024, will pave the way for several transformative measures to boost traffic at major ports and enhance the overall efficiency of the maritime industry, with changes particularly benefiting domestic shipping companies. 

 

Govt introduces Coastal Shipping Bill in Lok Sabha amid noisy protests

 

A Bill that seeks to promote coastal trade and encourage the participation of Indian-flagged vessels owned and operated by Indian citizens for national security and commercial needs was introduced in the Lok Sabha on Monday.

Union minister Sarbananda Sonowal introduced the Bill amid noisy protests by opposition members over the recent violence in Uttar Pradesh's Sambhal and the Adani issue. 

ALSO READ: High-stakes Constitution debate set for Dec 13-17 in Parliament's winter session 

Sandhya Ray, who was chairing the proceedings, asked Congress members Manish Tewari and Gaurav Gogoi to speak but they refused, saying that the House was not in order.

 

Opposition members are allowed to speak on Bills if they wish to oppose it at the introduction stage itself.

The Coastal Shipping Bill, 2024, was later introduced following a voice vote amid the din.

The Bill is among the five new measures planned for introduction by the government in the ongoing Winter Session of Parliament.

(Only the headline and picture of this report may have been reworked by the Business Standard staff; the rest of the content is auto-generated from a syndicated feed.)

 

 

Coastal Shipping Bill introduced in Lok Sabha amid din

The Bill seeks prohibition of trade in the coastal water without licence by vessels other than Indian vessels and permitting Inland vessels to engage in coastal trading subject to certain conditions.

Published - December 02, 2024 04:15 pm IST - New Delhi

 

epresentational image of a container ship docked at a port in Vallarpadam in Kochi, Kerala | Photo Credit: Reuters

Parliament winter session

A Bill that seeks to promote coastal trade and encourage the participation of Indian-flagged vessels owned and operated by Indian citizens for national security and commercial needs was introduced in the Lok Sabha on Monday (December 2, 2024).

Union Ports, Shipping and Waterways minister Sarbananda Sonowal introduced the Bill amid noisy protests by opposition members over the recent violence in Uttar Pradesh's Sambhal and the Adani issue.

The Bill seeks prohibition of trade in the coastal water without licence by vessels other than Indian vessels and permitting Inland vessels to engage in coastal trading subject to certain conditions.

 

iner ship docked at a port in Vallarpadam in Kochi, Kerala | Photo Credit: Reuters

Parliament winter session

A Bill that seeks to promote coastal trade and encourage the participation of Indian-flagged vessels owned and operated by Indian citizens for national security and commercial needs was introduced in the Lok Sabha on Monday (December 2, 2024).

Union Ports, Shipping and Waterways minister Sarbananda Sonowal introduced the Bill amid noisy protests by opposition members over the recent violence in Uttar Pradesh's Sambhal and the Adani issue.

The Bill seeks prohibition of trade in the coastal water without licence by vessels other than Indian vessels and permitting Inland vessels to engage in coastal trading subject to certain conditions.

India concentrating on building ships in the country, says Secretary of Ports and Shipping

It also seeks to empower the Director-General to issue licence after taking into consideration certain factors including citizenship of the crew and building requirements of the vessel so as to create major jobs for India seafarers and to promote ship building in India.

The Bill seeks to create a National Database of coastal shipping so as to ensure transparency of procedures and aid in information sharing.

It provides preparation of a National Coastal and Inland Shipping Strategic Plan for development, growth and promotion of coastal shipping.

According to the Bill, no licence granted shall be suspended, revoked or modified, unless the licence has been given a reasonable opportunity of being heard.

Potential of coastal shipping

Coastal shipping in India holds great potential owing to vast coastline of around 7,500 km and proximity to important global shipping routes. It has been recognised that maritime transportation, particularly coastal shipping is cheaper compared to other modes of transportation.

The regulation of the coastal maritime sector in India lacks uniformity. Non-mechanised vessels engaged in coastwise trade are governed by the Coasting Vessel Act, 1838 which only provides for registration of such vessels.

The mechanised vessels on the other hand fall under the purview of Merchant Shipping Act, 1958.

Sandhya Ray, who was chairing the proceedings, asked Congress members Manish Tewari and Gaurav Gogoi to speak but they refused, saying that the House was not in order.

Opposition members are allowed to speak on Bills if they wish to oppose it at the introduction stage itself.

The Coastal Shipping Bill, 2024, was later introduced following a voice vote amid the din.

The Bill is among the five new measures planned for introduction by the government in the ongoing Winter Session of Parliament.

 

 

Ship Recycling Market Outlook Increasingly Positive

 

Cash buyer GMS notes that despite incoming president Trump’s announcement of applying sweeping tariffs to the tune of 25% on China, Mexico and Canada, the U.S. economy continues to firm as U.S. inflation drops to (globally) fantastic levels and the US Dollar strengthens against nearly all ship recycling nation currencies this week.

The news of the ceasefire between Israel and Hezbollah ceasefire eased tensions around trade routes, and a healthy number of already beach-worthy yet still employed ladies finally make their appearances at the various ship recycling waterfronts, especially Alang.

“With sub-continent markets gradually settling into a familiar routine of introductions and acceptances at the bidding tables at prevailing levels, a fragile sense of stability in a market that has otherwise seen the worse an industry could offer, is gradually starting to come through,” says GMS.

“As recycling nation currencies weaken and steel prices remain shaky, plate levels plummeted in Pakistan (and even Turkey) this week, sending Gadani sentiments further South for the upcoming Winter and all but wiping out sensible exchanges with Gadani buyers.”

Bangladesh descended into a week of virtually no activity at the bidding tables other than local deliveries.

“Overall, as both India and Bangladesh will likely have concluded key elections within Q1 2025, ship recyclers in these markets can hopefully move forward on the back of some sensible modifications to upcoming domestic / infrastructure projects and steel from local yards should start to shift at pace once again.”

The lack of domestic demand for recycled steel within ship recycling nations has been met with a low supply of tonnage over the course of 2024.

Chinese businesses are preparing for a stimulus package, which offers hope for steel plate price patterns at competing nations. The stimulus package is further expected to impact shipping markets and global trade patterns at large, especially as Trump’s announcement of punitive tariffs has already seen economic forces reacting to his intent.

GMS predicts that supply, demand and vessel pricing should improve next year.

GMS demo rankings / pricing for week 48 of 2024 are:

 

 

 

Bulker Reports Explosion in Cargo Holds Off North Carolina Coast 

The UK-flagged bulker Anglo Marie Louise (114,727 dwt) has returned to an anchorage off Virginia after reports that the bulker suffered an explosion on November 27. There are no indications of injuries to the crew and the vessel remained seaworthy, although according to the report it has suffered damage.

“It is reported that the vessel has sustained damage to the No.1 and No.2 cargo hatches as a result of the explosion,” writes claims consultant WK Webster in its report of the incident. 

The bulker, which was built in 2011 at China New Times Shipyard, departed Baltimore, Maryland on November 23. The explosion occurred while the vessel was approximately 150 nautical miles east of North Carolina on November 27. The vessel has now anchored off Virginia Beach near the entrance to Chesapeake Bay.

The same ship was also involved in an incident in March 2024 when it blacked out while maneuvering on the Mississippi River near New Orleans. A dispatcher from Moran tugboat company detailed the incident in a social media posting reporting the Anglo Marie Louise careened out of control on the river and was heading for the Nashville Avenue wharf. Two tugs were able to intercept the vessel before it hit another docked vessel or the wharf.

Previously, the ship was cited for issues during port state inspections in the early 2020s. Its most recent inspections however reflected no problems.

The vessel is registered in the UK and managed by Anglo Shipping in London. It is 837 feet (255 meters) in length. 
 

 

 

U-Ming to Add Anemoi’s Rotor Sails to Giant Ore Carrier 

Taiwan’s U-Ming Marine is becoming the latest in a growing list of shipowners to adopt wind-assisted propulsion. Bulkers are a popular category for the technology which is now planned for a broad range of vessel sizes.

U-Ming plans to add rotors made by the UK’s Anemoi to one of the largest bulkers in the world. Under the agreement announced today, November 28, they plan to retrofit four of Anemoi’s rotors to one of the line’s largest bulk carriers. The illustration shows Grand Pioneer (324,963 dwt) fitted with rotors. The vessel was built in China in 2020 and is 1,115 feet (340) meters in length and registered in Singapore.

Each of the rotors will stand 115 feet (35 meters) off the deck with a diameter of approximately 16 feet (5 meters). The installation is to be completed at the end of 2025. Anemoi reports an anticipated 10 to 12 percent fuel savings for the vessel operating on deep-sea routes between China, Brazil, South Africa, and Australia.

The system includes Anemoi’s technology so that the rotors can be folded down when not in use. This addresses concerns for air draft and also ensures they do not interfere with port operations.

 

The rotors fold down to provide clearance for port operations (Anemoi Marine Technologies)

 

“These state-of-the-art rotor sails will play a key role in our decarbonization strategy and will complement our portfolio of existing emission-reducing technologies, including a fleet of LNG dual-fuel vessels,” said CK Ong, President of U-Ming. “In addition, we will continue to research other emission-lowering pathways such as carbon capture systems and retrofitting conventional vessels to Methanol dual-fuel.”

The first of the rotor installs on large bulkers was reported by Anemoi completed in June 2023 on the TR Lady (82,000 dwt) Kamsarmax bulker. The retrofit took place on the vessel operated by Tufton in China. It received three 24-meter (79-foot) rotors on rails so that they could be moved to permit cargo operations. Anemoi reported it expected more than 10 percent fuel savings.

Berge Bulk also worked with Anemoi on a retrofit adding four of the larger rotors to its Valemax ore carrier Berge Neblina (388,000 dwt). The vessel began its first voyages with the rotors in the summer of 2023.

The installations on the biggest bulker will be carried out with Vale. Last year the company agreed to install five of the large rotors on its 400,000 dwt Valemax ore carrier Sohar Max. It also reported in October 2024 that Vale along with NS United Kaiun Kaisha (NSU) agreed to install five Anemoi rotor sails on the 400,000 dwt VLOC NSU Tubarao. Built in 2020, the massive vessel is expected to complete its retrofit around September 2025.

The rotors are competing with other sail technologies that are also being fitted on bulkers. Japan’s Mitsui O.S.K. is proceeding with its rigid sail on bulkers. The company has also reported plans to combine the rigid sails and rotors on a vessel. The 62,900 dwt vessel they reported would be built by Oshima Shipbuilding and would be chartered by ENVIVA to transport wood pellets. By combining the two systems on one vessel they expected to increase the reduction in fuel consumption by up to 20 percent.
 

 

 

 

Westinghouse and Core Power Partner for Floating Nuclear Power Plants 

Westinghouse Electric Company, one of the leaders in nuclear power, and Core Power are launching a cooperation for the design and development of a floating nuclear power plant using a microreactor. According to the companies, by leveraging shipyard capabilities, it will be possible to deploy nuclear energy to islands, ports, coastal communities, and industry.

“There’s no net-zero without nuclear,” said Mikal Bøe, CEO of Core Power. “A long series of identical turnkey power plants using multiple installations of the Westinghouse eVinci microreactor delivered by sea creates a real opportunity to scale nuclear as the perfect solution to meet the rapidly growing demand for clean, flexible and reliable electricity delivered on time and on budget.”

The companies highlighted that floating nuclear power plants can be centrally manufactured and easily transported to operation sites, combining advanced nuclear technology with shipyard efficiency. As a highly transportable source of nuclear power, the eVinci microreactor they contend is perfectly suited to floating applications. The eVinci microreactor Westinghouse says requires minimal maintenance and can operate for eight years at full power before refueling, allowing for reliable long-term power generation at almost any location.

Westinghouse's microreactor would be the basis for the floating power concept (Westinghouse)

 

Under the agreement, Westinghouse and Core Power will advance the design of a Floating Nuclear Power Plant using the eVinci microreactor. They highlight that using heat pipe technology will improve reliability while providing a simple, non-pressurized method of passively transferring heat. Heat pipes in the eVinci microreactor transfer heat from the nuclear core to a power conversion system, eliminating the need for water cooling and the associated recirculation systems. In addition, the companies will collaborate to develop a regulatory approach to licensing floating systems.

Jon Ball, President of eVinci Technologies at Westinghouse highlights that it will provide “innovative use cases where power is needed in remote locations or in areas with land limitations.” It could be both a steady source of power as well as potentially a way for future disaster relief efforts.

The eVinci microreactor has very few moving parts, working essentially as a battery, providing the versatility for power systems ranging from several kilowatts to 5 megawatts of electricity says Westinghouse. It can run consistently for eight-plus years without refueling. It can also produce high-temperature heat suitable for industrial applications, including alternative fuel production such as hydrogen. The microreactor is factory-built and assembled before it is shipped in a container.

This is one of several projects looking at the concept of creating floating small-scale nuclear reactors to provide power to remote areas. Samsung is also working on a concept to use the next-generation molten salt reactor for a floating power plant. 

Crowley also partnered with BWX Technologies, which for many years was part of the well-known Babcock & Wilcox Company. This project is also exploring the development of a power generation vessel concept using a microreactor. 

There is an increasing focus on nuclear power as a part of the solution to decarbonization. The projects have projected by the 2030s it would be possible to begin to build and deploy floating reactors.
 

 

 

 

Maersk Names Next Methanol Ship for Founder A.P. Møller

The rollout of Maersk’s dual-fuel methanol containerships continued with the naming ceremony in Singapore for the A.P. Møller. The vessel, which is the ninth in the line’s fleet able to operate on methanol was named in honor of Arnold Peter Møller, founder of the company.

A.P. Møller (174,000 dwt) is part of the series of 18 large dual-fuel methanol vessels being built for Maersk and scheduled for delivery in 2024 and 2025. Built at Hyundai Heavy Industries in Ulsan, South Korea, she can carry 16,592 TEU. Maersk reports she is the seventh of these large dual-fuel methanol vessels to join the Maersk fleet in 2024, following sister ships including Ane Maersk which was the first of the class which was named in January. Others include Astrid Maersk, Antonia Maersk, Alette Maersk, and Alexandra Maersk.

The newest vessel of the class, A.P. Møller departed from Ningbo, China on November 16 to start her maiden voyage. She has made stops in Shanghai, Nansha, and Yantain, China before arriving on November 27 in Singapore. She is due to depart on November 29 with her next scheduled stops in Malaysia and Sri Lanka. Ms. Chan Su-Shan, the wife of the CEO of Temasek Holdings was the godmother of the vessel during the ceremony on November 28.

Naming ceremony for the newest vessel took place in Singapore during its maiden voyage (Maersk)

 

“Today marks a significant milestone in our journey of decarbonizing the maritime industry,” said Murali Pillai, Minister of State, Ministry of Law and Ministry of Transport in Singapore during the naming ceremony. “The arrival of A.P. Møller in Singapore not only showcases the advancements in shipping technology but also reinforces our commitment to support solutions that can reduce greenhouse gas emissions.”

Singapore officials highlighted that the port also conducted the inaugural ship-to-containership methanol bunkering for the Laura Maersk in July 2023. The feeder ship was the first introduced built to operate on methanol. Maersk also recently completed the first conversion of an in-service containership to dual-fuel methanol capabilities. 

The delivery of the dual-fuel fleet Maersk highlights as a significant component of its decarbonization goal of achieving net-zero greenhouse gas (GHG) emission by 2040. During a press briefing in Singapore, Maersk told reporters that alternative fuel last year accounted for just three percent of the approximately 10 to 11 million metric tons of fuel it uses each year. 

The line projected its alternative fuel use would probably rise to between 15 and 20 percent by 2030. They noted that however, the fuel strategy anticipates that it will be using a combination of biodiesel, green methanol, and bio-methanol. They have discussed the supply concerns for alternative fuels while again emphasizing the price gap and the need to support the transition to alternative fuels.

The new vessel, A.P. Møller reportedly loaded 500 metric tons of green methanol before it departed the HD Hyundai Heavy Industries shipyard earlier in the month. The new large dual-fuel vessels have the capacity to carry 16,000 cubic meters of methanol for a trip from Asia to Europe and back to Asia. The vessels are powered by MAN dual-fuel engines

 

 

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