$22.8bn Hutchison ports deal makes time for Chinese investor

After troubled months and long overruns, buyers discuss inviting ‘major strategic investor’ to placate regulators.

A new major Chinese investor may join BlackRock and MSC’s bid to purchase CK Hutchison’s port interests, the seller said in a filing on Monday.

A Reuters report claims that COSCO Shipping is looking to join the consortium of buyers.

The latest announcement from CK Hutchison noted the expiry of the exclusive negotiation window with the consortium, but said the company remains in communication with potential buyers to invite a “major strategic investor” from China to join as “a significant member of the consortium”.

Hutchison said there would need to be changes to both the structure of the sale and the membership of the buyer consortium in order for a transaction to be capable of being approved by all relevant authorities. 

One of the largest deals in the sector’s history, the $22.8bn buyout of Hutchison’s ports by a consortium led by MSC’s Terminal Investment Limited (TiL) and US investor BlackRock has faced snags in multiple jurisdictions since it was announced in March. 

The deal became the focus of geopolitical tensions, particularly around the sale of ports on either side of the Panama Canal after US president Donald Trump vowed to “take back control” of the Canal from Chinese interests. Hong Kong’s leader added to resistance to the deal from Beijing, and Chinese authorities announced an investigation into the sale. Authorities in Panama said earlier this year that they planned to file lawsuits over the renewal of Hutchison’s port leases in Panama in 2021.

Related:AD Ports expands into China

The CK Hutchison deal was initially due to conclude on 2 April, 2025.

CK Hutchison said it “has stated on several occasions that it will not proceed with any transaction that does not have the approval of all relevant authorities.”

The shape of the transaction proposed in March excluded any of the group’s ports held under Singapore-listed Hutchison Ports Holding Trust, including all of its ports in China. The divestment of Hutchison’s 90% stake in Panama Ports Company was separated from the sale of Hutchison Ports and its 80% stake in 43 international ports.

Hutchison received several offers for its Panama ports ahead of the deal’s announcement, a local port operator told Seatrade Maritime News earlier this year. Now that the exclusivity period with the BlackRock-TiL consortium is over, the opportunity arises for other investors to make offers on Hutchison’s port assets.

On top of the geopolitical significance of major international ports changing hands, the eventual owner of Hutchison’s ports will be of keen interest to the container shipping market. The transfer of Panama Ports Company and other major global ports from the market neutrality of Hutchison to an investor with an interest in a container line, such as MSC, could present a buyer with a strategic advantage over its competitors. Carrier-owned terminals have been more commonplace in recent years as container lines invested post-pandemic profits into strategic assets.

 

 

Chinese ports container volumes up 6.9% in H1

Cargo throughput and container volumes saw steady growth in H1 against a backdrop of Trump’s tariffs and an unstable trading environment.

According to the data released by China’s Ministry of Transport for the period January to June 2025 China's ports handled a total cargo throughput of 8.9 billion tons, a year-on-year increase of 4%.

Domestic trade throughput rose by 5.0% year-on-year, while foreign trade throughput increased by 1.8%. Container throughput reached 170 million teu, up 6.9% compared to the same period last year.

In the first six months, the top ten ports by container throughput were Shanghai Port, Ningbo-Zhoushan Port, Shenzhen Port, Qingdao Port, Guangzhou Port, Tianjin Port, Xiamen Port, Suzhou Port, Beibu Gulf Port, and Rizhao Port.

Improved volumes came against a backdrop of sharp changes in US import tariffs by President Donald Trump which a one point reached 145%.

The US tariff adjustments in the first half led to a decline of China-US cargo volume, however, the demands from ASEAN and the EU remained robust trend, which effectively offset the shortfall in US-bound shipments. 

In terms of cargo throughput in the first half, the top 10 ports were Ningbo-Zhoushan Port, Tangshan Port, Shanghai Port, Qingdao Port, Guangzhou Port, Rizhao Port, Suzhou Port, Tianjin Port, Yantai Port, and Beibu Gulf Port.

 

Former MLC Balaram Patil Urges Centre to Revoke DG Shipping Circular 31 of 2025 Posted on July 29, 2025 by Jaspal Singh Naol

 

Former MLC Balaram Patil Urges Centre to Revoke DG Shipping Circular 31 of 2025

Calls it an “Economic and Humanitarian Crisis” for Indian Seafarers

Maritime News, Mumbai, India: Former Maharashtra MLC and President of the Global Seafarers Union of India (GSUI), Balaram Patil, has written a detailed letter to Union Minister of Ports, Shipping and Waterways (MoPSW), Sarbananda Sonowal, urging immediate revocation of DG Shipping Circular No. 31 of 2025. The move comes as part of rising nationwide unrest among Indian seafarers and maritime unions, who have termed the circular “discriminatory, anti-labour, and economically disastrous.”

The Contentious Circular 31: What It Says

The circular, issued by the Directorate General of Shipping, restricts the recruitment of Indian seafarers via RPSL agencies to those holding Certificates of Competency (CoCs) from only a few countries that have bilateral agreements with India—namely Malaysia, UAE, South Korea, Sweden, UK, and Iran.

Limited exceptions are made for Singapore, Australia, New Zealand, Canada, and Ireland, provided the seafarers physically completed their training there and their documents are authenticated online.

This effectively excludes thousands of Indian seafarers holding valid CoCs from IMO white-listed nations such as Panama, Honduras, Liberia, Cook Islands, Belize, and Gabon, triggering massive job uncertainty.

GSUI’s Warning: “Livelihoods at Stake”

In his letter, Patil warns that thousands of Indian seafarers—many from coastal and economically disadvantaged communities—stand to lose their only source of income, potentially leading to:

• Inability to pay home and education loans
• Families forced into poverty and homelessness
• Disruption of children’s education
• Collapse of RPSL agencies and allied service industries
• Closure of maritime training institutes affiliated with foreign flags
• Loss of millions in foreign currency remittances to India

“If the government cannot provide jobs, it has no right to remove existing ones,” Patil writes, calling the circular “unilateral, unconstitutional, and dangerously out of touch with ground realities.”

Legal and Constitutional Questions Raised

The GSUI has already filed a Public Interest Litigation (PIL) in the Bombay High Court, calling the circular a violation of:

• Article 14 – Right to Equality
• Article 19(1)(g) – Right to Practice Any Profession
• Article 21 – Right to Life and Livelihood

Patil also pointed out that DG Shipping may have overstepped its jurisdiction, stating that international maritime certification issues fall under the purview of the International Maritime Organization (IMO).

Politicizing the Issue: ₹25,000 Crore Maritime Budget vs. Mass Job Losses

Patil questioned the irony of the situation where the Centre announced a ₹25,000 crore Maritime Development Fund (MDF) in the 2025–26 Union Budget to boost India’s global maritime stature, while simultaneously threatening to displace its own workforce.

“On one hand we talk of becoming a shipbuilding superpower. On the other, we’re making thousands of trained seafarers unemployable without a plan for transition,” the letter says.

Recommendations Submitted to MoPSW

Patil has made the following demands in his letter to MoPSW:

1. Immediate suspension of Circular 31 to prevent further damage.
2. Formation of a Joint Review Committee involving MoPSW, DG Shipping, unions, legal experts, RPSL agencies, and affected seafarers.
3. Structured verification and recognition of CoCs from IMO white-listed countries.
4. A grace period or requalification program for those already employed.
5. Action against fraudulent training agents, not the workers.
6. Transparent policymaking through stakeholder consultations.
7. Diplomatic resolution via IMO and bilateral channels, not unilateral bans.

GSUI: “This Is a Human Crisis”

GSUI’s National Coordinator, Gaurav Porwal, reiterated that this fight is far from over. “We are witnessing a systematic erasure of seafaring livelihoods. India must choose compassion over circulars,” he said. The union also warned of nationwide protests if their demands are ignored.

 

Seafarers Plan Peaceful Mass Protest in Mumbai on Thursday or Friday

 

Seafarers Plan Peaceful Mass Protest in Mumbai on Thursday or Friday

Maritime News, Mumbai, India: The Global Seafarers Union of India (GSUI) has announced a peaceful but firm Gherao (encirclement) of the Directorate General of Shipping (DG Shipping) office in Mumbai, likely to be held on Thursday or Friday this week, in protest against the controversial Circular No. 31 of 2025.

The planned demonstration is expected to draw hundreds of Indian seafarers, their families, maritime union representatives, RPSL agents, and allied workers, all demanding the immediate rollback of the circular that has jeopardized the careers of thousands of Indian sailors.

“A Fight for Survival, Not Just Protest” – GSUI

Speaking to the media, Gaurav Porwal, National Coordinator of GSUI, said:

“This protest is not against regulation—it is against arbitrary policymaking without consultation. We will gherao the DG Shipping office to remind them that seafarers are not voiceless. Circular 31 is pushing hardworking Indians toward poverty and unemployment.”

The gherao will also be supported by families of affected seafarers, union volunteers, and former political representatives including GSUI President and former MLC Balaram Patil, who recently sent a detailed representation to the Union Minister of Ports, Shipping and Waterways, Shri Sarbananda Sonowal, demanding a rollback of the circular.

Protest Highlights: What the Seafarers Demand

At the heart of the protest is DGS Circular 31 of 2025, which restricts employment of Indian seafarers holding Certificates of Competency (CoCs) from countries not in bilateral agreement with India. Those affected include seafarers certified by Panama, Honduras, Belize, Liberia, Gabon, and others—all IMO white-listed countries.

GSUI’s protest will focus on the following key demands:

• Immediate suspension of Circular 31
• Recognition of CoCs from IMO-compliant foreign countries
• Protection of seafarers’ livelihoods and rights under Article 21 of the Constitution
• Consultative policymaking, not unilateral decisions
• Grace period and requalification path for impacted workers
• Crackdown on fake agents, not qualified seafarers

Wider Support Growing

Various unions, maritime training institutes, RPSL agencies, Seafarers and legal experts have come forward in support of the GSUI-led movement.

“This is not just a policy error—it’s a national maritime labour crisis in the making,” GSUI stated.

Will DG Shipping Respond?

So far, DG Shipping has maintained that the circular was aimed at ensuring maritime safety and tackling certification fraud. However, the lack of stakeholder consultation, absence of transition time, and sudden disqualification of thousands of seafarers have drawn widespread criticism.

All eyes are now on DG Shipping headquarters in Mumbai, as the seafarers prepare to march peacefully—but with unwavering resolve—later this week.

 

 

 

Ukrainian Drones Target Putin’s Navy Day

Ukrainian drones targeted St. Petersburg on Sunday, Russian authorities said, forcing the airport to close for five hours as Vladimir Putin marked Russia's Navy Day in the city, despite the earlier cancellation of its naval parade due to security concerns.

St. Petersburg usually holds a large-scale, televised navy parade on Navy Day, which features a flotilla of warships and military vessels sailing down the Neva River and is attended by Putin.

Last year, Russia suspected a Ukrainian plan to attack the city's parade, according to state television.

Kremlin spokesman Dmitry Peskov confirmed on Sunday that this year's parade had been cancelled for security reasons, following first reports of its cancellation in early July.

Putin arrived at the city's historic naval headquarters on Sunday by patrol speed boat, from where he followed drills involving more than 150 vessels and 15,000 military personnel in the Pacific and Arctic Oceans and Baltic and Caspian Seas.

"Today we are marking this holiday in a working setting, we are inspecting the combat readiness of the fleet," Putin said in a video address.

The Russian Defence Ministry said air defence units downed a total of 291 Ukrainian fixed-wing drones on Sunday, below a record 524 drones downed in attacks on May 7, ahead of Russia's Victory Day parade on May 9.

Alexander Drozdenko, governor of the Leningrad region surrounding St. Petersburg, said that over ten drones were downed over the area, and falling debris injured a woman. At 0840 GMT on Sunday Drozdenko said that the attack was repelled.

St. Petersburg's Pulkovo airport was closed during the attack, with 57 flights delayed and 22 diverted to other airports, according to a statement. Pulkovo resumed operations later on Sunday.

Russian blogger Alexander Yunashev, part of an official group of reporters travelling with Peskov, said Peskov had told him their flight from Moscow to St. Petersburg had been delayed by the drone attack for 2 hours on Sunday.

(Reuters - Additional reporting by Anton Kolodyazhnyy; Editing by Alexandra Hudson)

 

 

U.S. Coast Guard Warns on Declaration of Inspection

The U.S. Coast Guard has issued a Safety Alert following a recent oil spill on the Delaware River.

The Alert says the incident starkly underscored the critical need for effective communication when completing the required Declaration of Inspection (DOI) prior to an oil transfer in accordance with Title 33, Code of Federal Regulations (CFR), §156.120 (33 CFR 156.120).

Prior to the incident, the facility person in charge (PIC) filled out their section of the DOI and sent the checklist in a bucket hoist to the barge PIC who subsequently completed their portion.

The two PICs never met in person nor exchanged any words throughout the DOI preparation process. The investigation revealed that a significant causative factor to the cargo tank overfill and subsequent discharge of at least 100 barrels (4,200 gallons) of oil into the Delaware River was the lack of direct communication between the PICs.

To reduce risk and potential environmental harm when transferring hazardous liquids, 33 CFR §156.120(w) lists critical items that must be reviewed and addressed prior to cargo operations. The pretransfer conference required by these regulations allows the vessel and facility representatives to share and validate information. As a best practice, these conferences should be conducted face-to-face (in-person or virtual), ensuring that PICs agree about the information being exchanged and the procedures to be followed.

As result of this incident the Coast Guard strongly recommends the following:

• Vessel and Facility Operators conduct a safety standdown with their PICs to review the requirements and emphasize the necessity of effective communication when completing the DOI prior to commencing all transfers.

• Vessel and Facility Safety Officers conduct unannounced visits to transfer evolutions to observe and validate compliance with 33 CFR Subchapter O requirements.

 

 

Nakilat Ready to Order 25 Korean-Built LNG Vessels

Nakilat has launched the first financing package with the Export-Import Bank of Korea (KEXIM) for 25 conventional Korean-built LNG vessels that will be fully owned and operated by Nakilat.

The partnership represents a pivotal step in Nakilat’s long-term strategy to expand its LNG carrier fleet and to support QatarEnergy’s LNG expansion project. The agreement underscores the strong economic ties between Qatar and the Korea, while enabling Nakilat to secure financing for the construction of new vessels at leading Korean shipyards.

KEXIM’s participation, as a Korean government-backed financial institution, represents a strong endorsement of Nakilat’s project. It provides a layer of financial assurance, contributing to secure necessary funding for Nakilat’s Ship building requirements despite global market volatility and geopolitical risks.

Renowned for its rigorous standards, KEXIM undertakes thorough financial, technical, and legal due diligence before committing to any project. Its involvement serves as a catalyst, encouraging broader participation from other financial institutions in future debt tranches.

The collaboration also builds on a strong precedent, as KEXIM was the initial financier for Nakilat’s first round of fleet financing in 2006, which included 25 LNG carriers.

 

Parliament passes Bills of Lading Bill 2025 aims to simplify legal framework for shipping documents

 

Parliament passes Bills of Lading Bill 2025 aims to simplify legal framework for shipping documents

In a landmark development for India’s maritime sector, Parliament on Monday passed the Bills of Lading, 2025, replacing the 169-year-old colonial-era Indian Bills of Lading Act, 1856. The Rajya Sabha cleared the bill on the first day of the Monsoon Session, following its earlier passage in the Lok Sabha in March 2025. The bill now awaits Presidential assent before becoming law.

Tabled by Union Minister for Ports, Shipping and Waterways Sarbananda Sonowal, the bill marks a significant step in India’s efforts to overhaul outdated legal frameworks and align them with contemporary global standards. Once enacted, the legislation will simplify maritime shipping documentation in India, making it more transparent, efficient, and in tune with international trade practices.

Speaking in the Rajya Sabha, Minister Sonowal emphasized that the reform is part of the government’s broader mission to build a “Viksit Bharat” by 2047, as envisioned by Prime Minister Narendra Modi. “This vision is not merely aspirational; it is a call to action, urging us to align our efforts and aspirations with the promise of a new and prosperous Bharat,” he said.

The Bills of Lading, 2025 introduces modern, business-friendly terminology and streamlines the rights and obligations of carriers, shippers, and lawful holders. It aims to reduce ambiguity in shipping documentation, minimize litigation risks, and strengthen India’s position in global trade by adopting internationally recognized norms.

The new legislation also features simplified legal language and restructures complex provisions. It includes an enabling clause empowering the Central Government to issue directives for effective implementation. A standard repeal and saving clause ensures that all past actions under the old Act remain valid, maintaining legal continuity.

Minister Sonowal described the passage of the bill as a decisive move away from colonial legacies and toward a legal system that reflects India’s constitutional values and current economic aspirations. “As we reflect on the 76th year since the adoption of the Indian Constitution, it is the perfect moment to cast aside the remnants of colonial and pre-constitutional legacies that hinder our progress,” he said.

 

 

Grimaldi Names First of 10 Giant, Ammonia-Ready Car Carriers 

Grimaldi Shanghai is the first to receive RINA's ammonia-ready notation among other technological features (Grimaldi)

Published Jul 22, 2025 7:19 PM by The Maritime Executive

Grimaldi Group is marking a major expansion of its car carrier operations along with the launch of what the company is calling “a true technological gem.” During a naming ceremony on July 21 at China Merchants Heavy Industry’s shipyard in Jiangsu, the company highlighted the technological features of the innovative vessel, which was designed in partnership with the naval architecture firm Knud E. Hansen.

The new Grande Shanghai is the first of ten next-generation PCTC (Pure Car & Truck Carrier) vessels the company has on order from China Merchants. The first five will have a capacity of 9,000 units, and the second five will be increased to have a capacity of 9,800 units, making them among the largest vehicle carriers currently in service. (Wallenius Wilhelmsen has vessels on order in China that, when delivered, will have a capacity of 11,500 units.) 

The new ships are a large expansion for Grimaldi, with nearly 20 percent more capacity than its largest car carriers, the Grande Torino class (7,700 CEU). Grimaldi operates nine smaller PCTCs as well as seven of the Grande Torino class. The company has a total fleet of 1530 vessels ranging from Conros to Ro/Pax, Ro/Ro, and ferries.

In addition to being the group’s first vessels to receive the “ammonia-ready” notation from RINA, the new vehicle carriers incorporate other new technologies. Grimaldi reports they are the first PCTC vessels to be fitted with a gate rudder, which features two foil blades positioned on either side of the propeller to improve propulsion efficiency and maneuverability.

“The Grande Shanghai stands out as a true technological gem, combining high cargo capacity and environmental sustainability. Compared to the previous car carrier generation, she reduces fuel consumption per cargo unit transported by 50 percent,” says Grimaldi. 

The ship is 93,145 gross tons with a length of 220 meters (721 feet). She will operate at a speed of 18 knots. She has 14 decks for vehicle transport and is designed to carry both electric and traditional fuel vehicles.

Among the other technologies incorporated into the design are mega lithium batteries with a total power of 5 MWh, 2,500 square meters of solar panels, and cold ironing capabilities to use with shoreside electricity where available. It also has energy optimization systems, silicon-based hull coatings to reduce drag, Air Lubrication for the hull, and an optimized hull design. It is fitted with smart ventilation and air conditioning controls, an electronically controlled engine with exhaust gas cleaning, and a selective catalytic reduction system.

The company points to the vessel as the first of a new generation of more sustainable transports that are innovative and efficient.

 

 

Wind-Assisted Propulsion Expands to LR2s with Landmark Dual-Fuel Order

nion Maritime's new tankers will be the first dual-fuel LR2 with wind-assisted propuslion (Bar Technologies)

Published Jul 22, 2025 7:47 PM by The Maritime Executive

In what is believed to be the first application of wind-assisted propulsion combined with a dual-fuel tanker, the UK’s Bar Technologies reports it has confirmed what it calls a landmark order for its WindWing technology to be installed on two new LR2 dual-fuel tankers to be built in China. It follows the recent first installation of its technology on a conventional newbuild LR2 tanker, and the company says it further demonstrates the move of wind-assisted propulsion into the mainstream.

“Fitting WindWings to tankers of this type breaks new ground for wind propulsion,” says John Cooper, CEO of BAR Technologies. “It proves the technology can scale and slot alongside dual-fuel systems as a serious, practical tool for decarbonizing even the most energy-intensive vessel types. Wind is no longer an experiment or a future option; it’s a proven fuel source that’s ready to deliver real impact today.” 

Flagged under the Marshall Islands and classed by Bureau Veritas Marine & Offshore, the vessels to be named Suzuka and Long Beach for Union Maritime (UML) will each be equipped with two 37.5-meter (123-foot) WindWings. The vessels, which will be 250-meter (820-foot) long tankers, are being designed by China’s SDARI and constructed by Xiamen Shipbuilding Industry (XSI). Steel cutting is scheduled for November 2025, with delivery in Q1 2027.

The two 37.5-meter WindWings units the company projects will deliver an average of three tonnes of daily fuel savings, translating to annual CO? reductions of around 2300 tonnes per tanker.

The company also says that this LR2 deployment is particularly significant as this class of tankers is widely used for transporting refined petroleum and chemicals globally. Integrating wind propulsion into such a high-utilisation vessel class, Bar Tech believes signals a step change, moving WindWings and wind-assisted propulsion from innovation to infrastructure.

Union Maritime took delivery in June of the new Brands Hatch, a 114,000 dwt Aframax tanker was the first to be fitted with wind-assisted propulsion. Bar Technologies reports that the vessel's early performance exceeds expectations.

These newbuilds are expected to enter service ahead of the IMO’s 2030 emissions reduction targets, offering early compliance benefits and long-term operational efficiencies.

 

 

RV Nautilus Finds Ship's Bell of Lost WWII Destroyer USS De Haven 

he privately-run research vessel Nautilus has found the ship's bell of the lost frigate USS De Haven, the latest in a series of discoveries in a survey of "Iron Bottom Sound," a channel in the Solomon Islands that saw heavy combat during World War II. 

USS De Haven (DD-469, often spelled DeHaven) was a Fletcher-class destroyer, a successful vessel design that was built by the dozen during the war. Commissioned in September 1942, De Haven immediately departed for the Solomon Islands campaign, which was already in full swing. She escorted a convoy of troopships to Guadalcanal, then patrolled the archipelago to interdict Japanese forces for the next several months. The famous and costly naval engagements off Guadalcanal and Savo Island were long over by that point, but Japanese air forces still posed a serious threat.

On February 1, 1943, De Haven was escorting a small group of landing craft and a seaplane tender to a new beachhead on Guadalcanal. As she returned to base with two of the landing craft, nine Japanese planes approached, and six turned to attack her. De Haven was hit by three bombs, killing the commanding officer and sending the ship to the bottom just off Savo Island. 167 crewmembers lost their lives in the sinking. 

De Haven's wreck was discovered by Dr. Robert Ballard in 1992, and the RV Nautilus returned to the site in July to re-survey the vessel. With assistance from live-stream video viewers, the team found the ship's bell, one of the most iconic elements of any shipwreck. The bell was dislodged from its mount and was resting atop a torpedo mount amidships. Signs of deterioration and marine life colonization suggest that the timing of the find was lucky: some areas of the wreck have become heavily encrusted, and one of the other torpedo mounts has tilted due to deck collapse since the last survey

The team also conducted the first ever wreck exploration of USS Walke, a Sims-class destroyer that went down off Savo Island during the Second Naval Battle of Guadalcanal (Nov. 15, 1942). Walke fired off about 300 five-inch rounds at three Japanese warships in the pitched nighttime battle; she was hit by a torpedo in return, then by multiple rounds of shells. As she went down, her depth charges detonated, killing survivors in the water. The ROV exploration shows the ferocity of the fight: the bridge had been blown off and was found separately, and only about half of the length of the hull could be identified as a single structure. Both the bow and stern were missing. 

 

 

Spin-Offs From the Suction Sail 

The suction sail is an innovative design that uses a small amount of energy to redirect a large flow of crosswind to assist ship propulsion, reducing the amount of thrust required from ship propellers. Spin-offs from the suction sail concept can be applied to other maritime transportation applications.

Introduction

The concept of the suction sail begins with conventional boat sails that converts the kinetic energy of crosswinds to vessel propulsion, applying Newton’s law of motion that there is a kinetic reaction for every kinetic action. Designers of early sails, kite makers and builders of early airplane wings focused on the interaction between wind on the upwind side of the sail, not the shadow side. The early aviation sector discovered the important role of the upper shadow side of a wing sustaining ‘lift’ as compared to the wing underside.

Developers of yachts experimented with adapting an aeronautical wing or airfoil sail to vessel propulsion, by redirecting crosswind kinetic energy. Airfoil construction and ‘angle-of-attack’ in relation to crosswind direction made greater use of the shadow side of the airfoil to provide propulsive force, as long as air flowed over the shadow side as water flows down the side of a tilted mug of water. Airfoil design produced a low-pressure zone near the forward edge, diverting a large amount of crosswind rearward around the airfoil shadow side to produce greater propulsive force.

Suction Sail

The suction sail is a deck-mounted airfoil with an extractor fan installed at the upper end, to pull air in through slits in the airfoil to develop a low-pressure zone across the airfoil shadow side. That modification greatly increases the amount of crosswind that is diverted rearward around the shadow side of the airfoil, greatly increasing propulsive force by several orders of magnitude. The concept has potential to be adapted to other areas of maritime propulsion, including below the waterline involving hydrofoils and even Flettner Rotors.

Suction Hydrofoils

The ability of suction sail technology to greatly increase the equivalent of ‘lift’ along the shadow side of an airfoil-sail provides the basis to adapt the concept to operate underwater, in the form of suction hydrofoils. When operating submerged, a small propeller would pull a small volume flow rate of water through narrow slit-type inlets built into the hydrofoil upper surface. Water would flow through the interior of the hydrofoil and out through an outlet installed below the hydrofoil or at its far end, potentially increasing the low-speed ‘lift’ of the hydrofoil.

Using suction technology to increase ‘lift’ along the top surface of a hydrofoil increases potential to raise a vessel hull above water at lower sailing speed, also increasing the amount of weight that a vessel could carry on its hydrofoils. Raising the vessel hull at lower speed reduces drag when sailing through severely choppy water, allowing the vessel to sail at low-speed over extended distances with hull above water. While most hydrofoil vessels are designed to sail at speed, there might actually be a market for low-speed hydrofoil vessels capable of sailing smoothly through choppy water.

Suction Rotor

The success of suction sail technology during real world operation provides a basis to combine it with a competing technology, the vertical-axis spinning cylindrical Flettner Rotor. A hollow rotor with inlet slits and an extraction fan installed at its upper end offers the concept of a suction rotor. Reversible blades would allow the rotor and extraction fan to spin in either clockwise of counter-clockwise directions while pulling air through the rotor. A planetary overdrive gear would spin the extractor fan at extreme rotational speeds, sustaining a low-pressure zone inside the cylinder while diverting air inward through the inlets.

The moving boundary layer of a conventional spinning Flettner rotor develops low-pressure zone in the crosswind shadow, diverting crosswind energy toward the low-pressure zone and changing its direction to produce propulsive thrust. Air flowing into the inlets at sonic speed would restrict air mass flow rate involving wind blowing directly at the inlets, allowing air to flow into inlets on the downwind shadow side. A rotary valve that momentarily closes inlets on the upwind side while keeping shadow side inlets operational, would theoretically divert a greater volume of crosswind kinetic energy rearward, producing greater propulsive force.

Conclusions

The suction sail is the ultimate development of airfoil-sail technology, to develop propulsive force from crosswind kinetic energy. In wind-assisted ship propulsion, it outperforms all previous airfoil-sail designs. It is a proven concept based on a flow dynamic that has potential application below water, in hydrofoils intended to raise a vessel hull above water at low sailing speed and carry greater weight at higher sailing speed. There is also scope to adapt suction sail air flow dynamic to a competing wind-assisted ship propulsion technology, the vertical-axis spinning rotor.

In both suction sail application and potentially with spinning rotor application, the air flow dynamic offers the ability to divert a greater proportion of crosswind kinetic energy to vessel propulsion, using a small input of energy. The concept can achieve the same result as an extremely tall wind technology using less height and a lower center of gravity. Adapting suction rotor dynamics to a cylindrical rotor spinning on a vertical axis will need to be the focus of future research, to develop greater propulsive thrust from a greater proportion of crosswind kinetic energy.

 

 

CMA CGM in JV with TotalEnergies to Offer LNG Bunkering from Rotterdam

CMA CGM is making a unique move, announcing it is forming a joint venture with TotalEnergies to launch an LNG bunkering and logistics operation based in Rotterdam. It is the first time a shipping company is partnering with an energy provider for LNG bunkering and a key step to support the French carriers’ growing fleet of LNG-fueled vessels.

The companies report they will position a new 20,000 cbm LNG bunker vessel in Rotterdam by the end of 2028. The new company, which will be jointly operated, will offer a complete logistics service, from reload access at the Gate terminal facility to LNG bunker deliveries. They will service a wide range of vessels operating in the Amsterdam, Rotterdam, and Antwerp region.

As part of the agreement, CMA CGM will be supplied with up to 360,000 tons of LNG per year starting in 2028 until 2040. CMA CGM and TotalEnergies have been working together for the past eight years since the first deal was signed to supply CMA CGM with 300,000 tons of LNG annually in Rotterdam. The companies also have a supply agreement for Marseille Fos in the south of France. The first LNG bunkering took place in 2020 in Rotterdam for CMA CGM and has expanded to fueling in Dunkirk and the Port of Marseille Fos.

CMA CGM has been a pioneer in the use of LNG, including the launch of its first large LNG-fueled vessel, CMA CGM Jacques Saadé (23,000 TEU) in 2020. The company reports that by 2029, it will have 123 vessels that are dual-fuel and operate on low-carbon fuels. It has also recently taken delivery of its first dual-fuel methanol vessels.

“We are proud to further contribute, alongside a partner like CMA CGM, to the development of an LNG bunkering supply chain in one of Europe’s leading port hubs. LNG is today the most mature and immediately available solution to reduce the environmental footprint of maritime transport. This strategic partnership not only strengthens our position as a major player in LNG bunkering but also illustrates the shared commitment of two leading French companies to actively support the energy transition,” said Patrick Pouyanné, Chairman and CEO of TotalEnergies.

The French companies said they are working together to accelerate the energy transition in the maritime sector. TotalEnergies reports it is the world's third-largest LNG player with a global portfolio of 40 MT per year in 2024.

One of the challenges remains the infrastructure to support the fuel transition. Companies have been working to increase the number of bunker vessels and expand the locations where alternative fuels are available. Other carriers such as Maersk have invested in the production capacity for alternative fuels, but CMA CGM is the first large carrier to expand into LNG bunkering operations.

Rotterdam boasts that it was the first port in Europe to establish LNG bunkering. The first ship-to-ship transfer took place in 2018, and by 2020, the service was fully available. The Gate terminal, a joint venture of Gasunie and Vopak, is the LNG import terminal in Rotterdam. Located on the Maasvlakte near the port entrance, the LNG terminal has three storage tanks, each with a storage capacity of 180,000 m3, making it possible to unload large amounts of LNG at once

 

 

Livestock Carrier Detained and Released After Sailing Near Yemen 

A small livestock carrier was confronted and briefly detained as it was sailing near the Yemeni coast on July 24. The situation remains unclear, but security services are speculating it might have been intercepted by locals because of the position of the vessel instead of an attack by the Houthis.

The vessel named Merinos Livestock (2,200 dwt) departed Bossaso, Somalia, and indicated it was bound for Jeddah, Saudi Arabia, before turning off its AIS transmissions. The lack of an AIS signal may have contributed to the intercept, with some reports saying it took place with the Yemeni Coast Guard. The Houthis have not taken credit for the intercept, although they often take hours or days to acknowledge their activities.

The vessel was reportedly underway east of the Hanish Islands, approximately 30 nautical miles northwest of Mocha, Yemen. A single wooden boat confronted the livestock carrier, and the reports indicate there was small arms fire. The vessel was ordered to turn to the Yemeni port, and tracking signals show it made a U-turn bound for Mocha. The last report to the UK Maritime Trade Operation was that the vessel was being detained by the Yemeni Coast Guard.

Reuters reports the vessel was held on “suspicion.” The report says the vessel was later released.

Tracking on the Merinos Livestock (posted on X)

 

The Merinos Livestock is a converted cargo ship built in 1976 and now operating under the Comoros flag, managed by a Greek company. It would be a relatively easy target, with reports that it has a top speed of just 10 knots. It is 88 meters (289 feet) in length.

Details on the ship are shadowy, with the Equasis database not reflecting a port state inspection since 2023, shortly after it was renamed Merinos Livestock. Between 2016 and 2023, the vessel underwent 14 port state inspections, each of which listed deficiencies and, in several cases, resulted in detentions.
 

 

 

 

CMA CGM Reflags Ship to Become Largest U.S.-Flagged Containership 

CMA CGM is moving forward with its commitment to triple the size of its U.S.-flagged fleet as part of a $20 billion investment into its U.S. ship and logistics operations. Today, July 24, the company officially reflagged the first of four vessels it plans to move into the U.S. registry.

The CMA CGM Phoenix (115,000 dwt – 9,326 TEU) hoisted the U.S. flag in Charleston, South Carolina, in a ceremony to mark the completion of its transfer from Singapore to the U.S. registry. Built in 2013 by South Korea’s Daewoo Shipbuilding & Marine Engineering, the vessel had previously operated as the APL Phoenix. A Neo-Panamax containership measuring 1,079 feet (328 meters) in length, the company and the U.S. Maritime Administration (MARAD) are reporting that it has become the largest container vessel ever to sail under the U.S. flag.

“Adding the CMA CGM Phoenix into the U.S.-flagged fleet is a powerful move toward reclaiming America’s maritime strength,” said Acting Administrator of the Maritime Administration Sang Yi. “This is about more than ships; it’s also about jobs, trade, and economic strength and national security for Americans.”  

CMA CGM reports the vessel employs 42 American mariners, with 21 onboard at any given time, and members of two U.S. maritime unions. The ship is being deployed on the company’s service connecting the U.S. East Coast with Pakistan, India, and Sri Lanka.

According to the company, the CMA CGM Phoenix will be followed by three other vessels, each with a capacity of 9,300 TEU. When the transfers are completed, the company will have increased by 50 percent the number of American seafarers it employs. In addition, it highlights that the CMA CGM Phoenix will serve as a training platform for future officers. Two cadets will be aboard each voyage from the U.S. Merchant Marine Academy at Kings Point and the state maritime academies. 

Chairman and CEO of CMA CGM Group Rodolphe Saadé met with President Donald Trump in March, announcing the company’s plans to expand its role in the U.S. shipping industry. He committed the company to growing its U.S.-flagged fleet to 30 ships over the next four years. MARAD reports the CMA CGM Phoenix is the 11th U.S. flagged vessel in CMA CGM service. 

CMA CGM also owns APL (the former American President Lines), which it acquired in the 2016 acquisition of Neptune Orient Lines. APL is a niche brand today servicing the United States Government, providing its U.S. flag service, and its service to the Guam-Pacific trade. The company also plans to invest in growing its terminal operations and air freight base in the United States.

MARAD said the reflagging advances President Trump’s Executive Order of Restoring America’s Maritime Dominance. It reports, the current U.S.-flagged fleet consists of 189 vessels, including tankers, containerships, dry bulk carriers, vehicle carriers, and more. The order mirrors a bipartisan initiative in Congress that calls for the rebuilding of the American merchant marine.

 

 

Puntland Refuses Somalia and Turkey’s Demands to Release Weaponry on Ship 

The standoff continues between the government of the semi-autonomous region of Puntland and the federal government of Somalia over a cargo ship loaded with Turkish weaponry that is being detained. The government of Puntland insists it is investigating the true ownership of the military hardware on the vessel, rejecting the calls by both the federal government of Somalia and Turkey to release the vessel and its cargo.

The federal government in Mogadishu issued its first public statement on the incident on Wednesday, July 23, five days after the vessel was seized, saying it “categorically denounces the hijacking and aggression against the Sea World vessel.” It said it was demanding the “immediate and unconditional release of the vessel,” while calling the actions of Puntland an “unlawful operation.”

Puntland contends the Sea World (13,000 dwt registered in Comoros) was “loitering for two days” off the coast, raising suspicions. Built in 1977, the vessel has a shadowy past, and Equasis lists both its owners and managers as unknown. Puntland reports it “apprehended” the vessel on July 18, acting on intelligence and fears after a group of young fishermen had already boarded the vessel. Puntland says it took control of the vessel, and after being contacted by Somali traders who claimed ownership of the cargo, it moved the ship to port for an investigation.

 

 

 

Russia's Only Aircraft Carrier to Be Scrapped or Sold

Russia's only aircraft carrier, the 40-year-old Admiral Kuznetsov, is likely to be sold or scrapped, the chairman of Russia's state shipbuilding corporation told the Kommersant newspaper in comments published on Friday.

Andrei Kostin's remarks follow a report in the daily Izvestia newspaper earlier this month, which cited unnamed sources as saying long-running refit and maintenance work on the warship had been suspended.

Launched in 1985 when the Soviet Union still existed, the Admiral Kuznetsov saw action in Russia's military campaign in Syria in support of then-President Bashar al-Assad, with its planes carrying out airstrikes against rebel forces.

But it has played no role in the war in Ukraine and has been out of service since 2017, undergoing modernisation in the Murmansk area close to where Russia's Northern Fleet is based.

Efforts to overhaul it have suffered repeated accidents and setbacks.

Asked about its fate on Thursday on the sidelines of a flag-raising ceremony for a new nuclear submarine in northwestern Russia, Kostin made it clear that a final decision had not yet been taken, but suggested that the Admiral Kuznetsov was no longer worth spending money on.

"We believe there is no point in repairing it anymore. It is over 40-years old, and it is extremely expensive ... I think the issue will be resolved in such a way that it will either be sold or disposed of," Kostin was quoted as saying by Kommersant.

Detailed information about the combat readiness of individual warships is regarded as sensitive by Moscow and the Russian Defence Ministry does not comment on such matters.

Russian naval veterans and experts are divided on the prospect of the warship being scrapped, with some telling Izvestia it is obsolete, and others saying it or a successor would provide a capability that Russia needs.

The aircraft carrier gained notoriety in Britain when then-Secretary of Defence Michael Fallon dubbed it the "ship of shame" in 2017 when it passed close to the English coast on its way back from the Mediterranean belching black smoke.

Chinese Carrier With Red Sea History Now Plans a Russian Arctic Route

 

An LNG carrier transits the NSR in the warm months (Rosatomflot file image)

Published Jul 24, 2025 11:19 PM by The Maritime Executive

 

A Chinese niche carrier that popped up in the Mideast market last year has reportedly added a container service from China to Europe via the Northern Sea Route - the Russian-controlled waterway north of Siberia. 

Sea Legend Shipping is a Chinese-controlled, Singapore-based line that emerged during the most intense phase of the Houthi blockade of the Red Sea. With escort support from China's PLA Navy, Sea Legend provided a rare container-shipping option for cargo from the Far East to regional ports in and around the Red Sea. The company advertised its hardening measures, including security guards, razor wire and steel shutters, and it emphasized that it operated Chinese-flagged ships. (The Houthis have pledged not to attack vessels linked to Russia or China.) An executive with the firm told Chinese media that as of January 2024, it was the only liner company operating weekly services to Red Sea regional ports. 

The Houthi blockade remains a serious problem, but Sea Legend is now ready to strike out on another bold venture: a service through the icy Northern Sea Route (NSR). Beginning this September, Sea Legend will start a new Arctic route that directly connects China with Northern Europe, delivering cargo from east to west in just 18 days. The current standard via the Cape of Good Hope route is about 30-50 days, according to Freightos, meaning that Sea Legend's route could realistically cut delivery times in half. For shippers, this is Sea Legend's main business proposition: faster  shipping times mean a faster and more responsive supply chain, making it easier to hit delivery deadlines, cut inventory costs and change product lineups. High-value, high-tech cargoes are high on the list of target markets, the company said. 

The time window for an NSR route is narrow; though Arctic warming has increased the amount of ice-free transit time each season, the route's suitability for general commercial use is seasonally limited, at least for now. The company plans only one voyage this year, according to Chinese outlet eWorldShip, and it has apparently booked up quickly. 

The Northern Sea Route's commercial development is a top priority for Russian President Vladimir Putin, who has assigned responsibility for its expansion to state nuclear agency Rosatomflot (operator of Russia's nuclear-powered icebreakers). Sino-Russian cooperation is a major driver of economic development on the route, both for shipping and for resource extraction. Chinese firms are key backers for the region's biggest projects, like Arctic LNG 2, the sanctioned liquefaction terminal on the Gulf of Ob. 
 

 

Indian Navy Accused of Forcing 40 Immigrants Into the Sea

An Indian Navy base in the Andaman and Nicobar Islands (Biswarup Ganguly / CC BY SA 3.0)

Published May 15, 2025 11:03 PM by The Maritime Executive

 

The government of India is stepping up deportations of certain ethnic groups, including members of the Rohingya people from Myanmar - and it appears that in an effort to assist the campaign, the Indian Navy may have forced 40 Rohingya immigrants to jump into the sea, according to the UN's human rights office.  

The Rohingya are among the world's most persecuted peoples, and more than a million fled the Myanmar military's genocidal ethnic cleansing campaign in 2017. Most ended up in Bangladesh, but more than 22,000 have registered as UN-recognized refugees in India. 

The Indian government takes a different view of their status: it has long treated the Rohingya as a threat to internal security, accusing them of terrorist ties. Legally, India does not have a "refugee" category for immigrants, and it is not a signatory to the 1951 Refugee Convention. The government considers all Rohingya in India to be illegals, and it periodically conducts limited deportation campaigns. 

India's latest push to remove the Rohingya appears to be more vigorous than previous attempts. Himanta Biswa Sarma, a member of the ruling BJP party, recently said that "pushing back" immigrants without using the legal system would be the "new phenomenon" going forward, and he called extralegal deportations an "innovation." 

Rights groups allege that Indian security forces have adopted an elevated level of brutality in recent deportation efforts. The case that is most concerning to the UN started in New Delhi last week. According to local human rights organizations, police detained dozens of Rohingya refugees in the city for processing on May 6. About 40 members of this group were reportedly blindfolded and flown 1,500 miles southeast to the Andaman and Nicobar Islands, on the east side of the Bay of Bengal. 

There, they were transferred to an Indian Navy vessel, which got under way for Myanmar's Tanintharyi region, about 300 nautical miles east on the other side of the Andaman Sea. On arrival at the destination, the Rohingya were given life jackets, forced to enter the water, and ordered to swim for shore on an island in Myanmar, survivors reported.

The deportees who were put into the water included teenagers, seniors and cancer patients, according to the People's Union for Civil Liberties (PUCL), India's largest rights group. 

All of the Rohingya survived and made it to shore. Some of the survivors reported beatings and other mistreatment during their time in custody, consistent with other recent reports.

“The idea that Rohingya refugees have been cast into the sea from naval vessels is nothing short of outrageous. I am seeking further information and testimony regarding these developments and implore the Indian government to provide a full accounting of what happened,” said Tom Andrews, UN Special Rapporteur on the situation of human rights in Myanmar.

It is not the only incident of irregular deportation methods reported by India's neighbors. Last weekend, the Bangladeshi coast guard rescued 78 people who had been deported and abandoned in the Sundarbans, the wide and undeveloped river delta that separates the Bangladeshi and Indian coastlines. The rescuees asserted that they had been detained in Gujarat, flown to the border region by plane, then transported in a motor launch to Mandarbaria, a remote beach near the center of the delta's coast. They were abandoned there on May 9 and were discovered by local foresters on May 10. According to Bangladeshi police, one survivor had a broken arm and others had visible injuries. "They had gone without food for several days," forest conservator Moshiur Rahman told The Business Standard.

 

Italian Project Displays Small Fission Nuclear Reactor Concept for Ships

The display shows a cutaway to familiarize viewers with nuclear fission technology (Newcleo)

Published May 16, 2025 12:30 PM by The Maritime Executive

 

An Italian start-up, Newcleo, working with Italian shipbuilder Fincantieri and design firm Pininfarina, has unveiled its concepts for a new generation of small, fission power plants that could provide the future power for shipping and other applications. A full-scale representation of the fourth-generation nuclear reactor was placed on display at a prestigious Italian design fair with the companies saying the aim was to redefine the social image of nuclear power.

Newcleo, which was launched in September 2021, with more than €537 million (more than $600 million) of private funding, is working on concepts for small modular lead-cooled fast reactors. The company calls its concepts “the next step in the evolution of fission power plants.”

“We believe the lead-cooled Fast Reactors technology is the most promising. In fact, lead characteristics enable design simplification (which in turn has economic benefits) and a high degree of inherent safety,” says Newcleo.

The fourth-generation small modular reactor, the company says, represents a revolutionary approach to the decarbonization challenge by offering the answer to the perceived problems of traditional nuclear power. The lead cooling system introduces passive safety systems that avoid the risk of nuclear accidents through the physical laws governing reactor operation. In addition, the reactor would be able to eliminate nuclear waste generated by conventional nuclear power plants through a virtuous multi-cycle system that allows it to be burned, generating clean, cheap, and virtually inexhaustible energy.

Newcleo points out that much of the nuclear industry is focused on large-scale applications while it has a concept of an ultracompact and transportable 200 MWe module with improvements in energy density compared to other technologies. In the event of an accident, with Newcleo’s design, the liquid lead inside the reactor would solidify as it cools after coming in contact with the cold water, enclosing the reactor core in a solid casing and containing all radiation due to the shielding properties of lead.

Fincantieri, Italian classification society RINA, and Newcleo have been collaborating since 2023 to study applications for ship propulsion of Newcleo's technology. When they launched the project, they articulated a vision for placing a closed mini reactor on vessels as a small nuclear battery producing a 30MW electric output. The company said the concept would require infrequent refueling (only once every 10 to 15 years), very limited maintenance, and easy replacement at the end of life, with the whole unit simply being removed and replaced with a new one on the ship, and the spent unit taken away for decommissioning and reprocessing.

 

Concept for the compact reactor was displayed at an Italian design fair (Newcleo)

 

Pininfarina oversaw the creative vision of the project. It reports that it infused sustainable design into the technological solutions, and brought for the first time to the nuclear industry a creative vision that mixes technical and aesthetic elements to promote their understanding to a wide audience.

The collaboration presented its vision at the prestigious 19th International Architecture Exhibition of the Venice Biennale. They put on display a full-scale representation using a vase shape and standing 18 feet, with an outer shell made of fiberglass. A portion of the reactor is open so that visitors can get a sense of how the technology would work.

The unveiling they said is a unique opportunity to show the world an innovative, unprecedented, and futuristic vision of nuclear energy, far from the narratives of the past and capable of inspiring a near future where this inexhaustible source of clean energy. Newcleo also states that it is actively pursuing a targeted acquisition strategy, incorporating key companies with strong capabilities in nuclear engineering, manufacturing, and waste management as it moves toward its goal of commercializing fission reactors.
 

 

Indian Navy Accused of Forcing 40 Immigrants Into the Sea

An Indian Navy base in the Andaman and Nicobar Islands (Biswarup Ganguly / CC BY SA 3.0)

Published May 15, 2025 11:03 PM by The Maritime Executive

 

The government of India is stepping up deportations of certain ethnic groups, including members of the Rohingya people from Myanmar - and it appears that in an effort to assist the campaign, the Indian Navy may have forced 40 Rohingya immigrants to jump into the sea, according to the UN's human rights office.  

The Rohingya are among the world's most persecuted peoples, and more than a million fled the Myanmar military's genocidal ethnic cleansing campaign in 2017. Most ended up in Bangladesh, but more than 22,000 have registered as UN-recognized refugees in India. 

The Indian government takes a different view of their status: it has long treated the Rohingya as a threat to internal security, accusing them of terrorist ties. Legally, India does not have a "refugee" category for immigrants, and it is not a signatory to the 1951 Refugee Convention. The government considers all Rohingya in India to be illegals, and it periodically conducts limited deportation campaigns. 

India's latest push to remove the Rohingya appears to be more vigorous than previous attempts. Himanta Biswa Sarma, a member of the ruling BJP party, recently said that "pushing back" immigrants without using the legal system would be the "new phenomenon" going forward, and he called extralegal deportations an "innovation." 

Rights groups allege that Indian security forces have adopted an elevated level of brutality in recent deportation efforts. The case that is most concerning to the UN started in New Delhi last week. According to local human rights organizations, police detained dozens of Rohingya refugees in the city for processing on May 6. About 40 members of this group were reportedly blindfolded and flown 1,500 miles southeast to the Andaman and Nicobar Islands, on the east side of the Bay of Bengal. 

There, they were transferred to an Indian Navy vessel, which got under way for Myanmar's Tanintharyi region, about 300 nautical miles east on the other side of the Andaman Sea. On arrival at the destination, the Rohingya were given life jackets, forced to enter the water, and ordered to swim for shore on an island in Myanmar, survivors reported.

The deportees who were put into the water included teenagers, seniors and cancer patients, according to the People's Union for Civil Liberties (PUCL), India's largest rights group. 

All of the Rohingya survived and made it to shore. Some of the survivors reported beatings and other mistreatment during their time in custody, consistent with other recent reports.

“The idea that Rohingya refugees have been cast into the sea from naval vessels is nothing short of outrageous. I am seeking further information and testimony regarding these developments and implore the Indian government to provide a full accounting of what happened,” said Tom Andrews, UN Special Rapporteur on the situation of human rights in Myanmar.

It is not the only incident of irregular deportation methods reported by India's neighbors. Last weekend, the Bangladeshi coast guard rescued 78 people who had been deported and abandoned in the Sundarbans, the wide and undeveloped river delta that separates the Bangladeshi and Indian coastlines. The rescuees asserted that they had been detained in Gujarat, flown to the border region by plane, then transported in a motor launch to Mandarbaria, a remote beach near the center of the delta's coast. They were abandoned there on May 9 and were discovered by local foresters on May 10. According to Bangladeshi police, one survivor had a broken arm and others had visible injuries. "They had gone without food for several days," forest conservator Moshiur Rahman told The Business Standard.

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USCG Rescues Two Mariners Missing for More Than 100 Hours

Boat which was overdue since Monday was located after more than four days of searching (USCG)

Published May 16, 2025 10:11 PM by The Maritime Executive

 

The U.S. Coast Guard is reporting a successful conclusion to an intensive search and rescue mission that had been underway for four days after a small boat was reported overdue. The 47-foot vessel named Lucky Harvest was finally located more than 100 miles west/southwest of Guam.

Authorities in the Northern Mariana Islands declared the vessel missing on Tuesday, May 13, after it failed to arrive in Saipan late on Monday. It was traveling from Alamagan Island to Saipan when it was declared overdue and the local authorities requested the assistance of the USCG.

The cutter USCG Myrtle Hazard, which was on a patrol in the area, was diverted to a location approximately 38 miles northwest of Rota, which they believed was the vessel’s last known position. Early reports said there might have been some intermittent communication, but when no sign of the vessel was found, the USCG intensified the search.

The Coast Guard reported by Wednesday that a U.S. Navy Knighthawk helicopter had also joined the search efforts along with a P-8 Poseidon aircraft. It was in addition to the USCG aircraft and vessel, a Saipan-based Department of Public Safety vessel, and the missing boat’s sister vessel. A marker buoy was deployed to track ocean currents, and efforts to contact the vessel by cellphone and radio continued but were unsuccessful.

Winds in the area were at 15 knots and the seas were generally reported to be running 5 to 7 feet.

 

 

Friday morning, May 16, the USCG reports the Joint Rescue Sub-Center Guam received a distress signal from the Lucky Harvest’s emergency beacon and was able to pinpoint a location. It is unclear when the two individuals aboard the boat had activated the beacon, but USCG also reports the vessel was having electrical outages.

Approximately three hours after receiving the signal, the U.S. Navy’s helicopter crew was able to spot the disabled and drifting boat. Pictures show the two mariners had written SOS on the roof of their boat. 

The helicopter hoisted one of the two mariners to safety and continued to monitor the boat until the Myrtle Hazard was able to reach it. The cutter was to take aboard the second individual and tow their boat to port.

The Coast Guard is reporting that both individuals are in good medical condition after being brought aboard and meeting with teams.  They were gathering more information from interviews with the two individuals.

 

NYK Takes Delivery of First Methanol Dual-Fuel Bulker

NYK's Green Future is the first of a new segment of methanol-fueled bulkers (Phots courtesy of Tsuneishi)

Published May 18, 2025 11:29 AM by The Maritime Executive

 

The first vessel of the new segment of methanol-fueled bulkers was officially delivered in Japan on May 13. Owned by Kambara Kisen and operating under charter to NYK Bulk & Projects Carriers, the vessel was given the fitting name of Green Future.

The vessel was built by Japan’s Tsuneishi and is based on the yard’s successful Aeroline Ultramax dry bulk carrier design. The yard highlights that it adapted the design to add the large methanol fuel tank while maintaining the cargo capacity of the class. Methanol has a lower power density, requiring larger fuel tanks, and as a dual-fuel vessel, it will also have traditional fuel tanks.

 

Tsuneishi adapted its successful Ultramax design for the new fuel capability 

 

The vessel is approximately 65,700 dwt. It maintains the standard Ultramax dimensions with a length overall of 656 feet (199 meters) and a Panamax beam. By maintaining the industry standard, Tsuneishi highlights that the ship maintains maximum versatility for its operations.

By using methanol, the vessel will be able to reduce emissions of nitrogen oxides (NOx) by up to 80 percent, sulfur oxides (SOx) by up to 99 percent, and carbon dioxide (CO2) by up to 10 percent compared to using conventional heavy fuel oil. It is also prepared to use green methanol (either bio-methanol or e-methanol) when it becomes available on a commercial scale.

 

The new builker was built in Japan and floated out in November 2024

 

The vessel was launched on November 22, 2024, at the shipyard in Fukuyama. It is registered in Liberia.

It is the first adaptation of the technology to this segment of the shipping market as methanol capabilities so far are mostly limited to containerships and product tankers. DNV, however, calculates on its Alternative Fuels Insight Platform that a total of 53 methanol-dual fuel bulkers are currently on order out of a total of 369 methanol-fueled vessels on order due for delivery by 2030.

M

 

Leveraging One-Cloud: The Key To Smart And Secure Maritime Operations

Published May 19, 2025 12:56 PM by BASSnet

In the modern shipping industry, operational resilience goes beyond seaworthy vessels and capable crews. It’s about the digital backbone powering every function of a fleet—from safety and compliance, to maintenance, procurement, crewing, and more.

 

Martin Bjornebye, VP of Research & Development at BASS Software

The industry continues its shift toward cloud-based solutions with one goal in mind: to be future-ready.

One of the biggest shifts can be seen in one-cloud ERP platforms—solutions that unify core ship management functions in a single, web-based environment. With secure browser access, real-time collaboration, and built-in intelligence, these modern systems are setting a new standard in efficiency, agility, and scalability.

One-cloud web solutions that advance ship management 

The maritime industry is moving away from the high costs and rigidity of outdated, on-premise systems. These legacy systems are no match for the flexibility and reliability of full SaaS platforms. A unified ERP in the cloud means no more data silos, lower infrastructure costs, and global access.

A key player leading the transformation to one-cloud is BASSnet Web 3.0. BASSnet has long embraced the cloud. The new powerful BASSnet Web 3.0 builds on a strong SaaS foundation of many years to elevate ship management with a reimagined user experience and modernized capabilities. 

We’ve seized the opportunity to reinvent core functionality—delivering richer features, greater user-friendliness, and a future-ready performance. Our native cloud solution comes with an intuitive browser interface and full service management. It also delivers advanced features such as audit trails for traceability, AI capabilities, and robust cybersecurity–core elements for future-ready maritime operations. 

With a browser-based frontend and web-service backend, solutions such as BASSnet Web eliminate reliance on legacy hardware and software. This makes the platform lightweight, intuitive, and accessible from anywhere with an internet connection.

Cybersecurity and compliance built-in

Cybersecurity is a critical driver. As maritime systems face rising digital threats, security is a top priority. Maritime cloud systems offer significant value if they use advanced protections, including encryption, multi-factor authentication, and access control, aligned with global frameworks such as NIST2.* 

It’s also valuable for cloud ship management software to be supported by ISAE 3402 attestation for operational and control excellence (e.g. BASSnet Cloud is ISAE-attested). 

*BASSnet is also currently pursuing ISO 27001 certification.