The competition to deliver the first ammonia-fueled engine continues to report progress with Swiss-based WinGD now reporting it expects to complete final validation in time for the first engine deliveries in June 2025. After achieving results with a single-cylinder in line with expectations, the company says in the coming months it expects to conduct multi-cylinder engine tests to validate the full-scale engine, turbocharger configuration, and control systems so that the engine can begin production.

“The single-cylinder X DF A concept is running well, with combustion efficiency, emissions, and pilot consumption within our range of expectations,” reports Sebastian Hensel, WinGD Vice President Research & Development. 

The company highlights that the single-cylinder testing will allow rapid validation of the ammonia combustion system under engine conditions, as well as the optimization of emissions and performance. It will also verify the engine safety concept on the test engine.

WinGD, which is owned by China CSSC Corporation, reports it began its dedicated ammonia development program in 2019. In 2022, the project progressed to experiments using WinGD’s spray combustion chamber and that was followed by a deep investigation of key engine components on the test rigs housed within the company’s Engine Research and Innovation Center (ERIC)’s Future Fuels Lab in Winterthur, Switzerland.

According to the company, its X-DF-A platform is based on the diesel-cycle cpncept that has been well-established for several decades with its diesel-fueled engines. Among the efforts have been the development of new technologies to inject and burn ammonia efficiently while also controlling and minimizing emissions.

“In previous tests, we verified that SCC results were transferable one-to-one to the results on our test engines,” reports WinGD Head of Testing and Validation Sotiris Topaloglou. “As a result, we are in a strong position to make rapid progress through validation of our ammonia technology.”

The company had previously completed testing of the ammonia fuel injectors on test rigs to validate the functional, mechanical behavior, and reliability on a multi-cylinder methanol engine at 100 percent load. They report this permitted testing of the ammonia injection concept under harsh engine conditions and thermal stress before testing with ammonia.

WinGD reports it has nearly 30 orders for X DF A engines in the bulk carrier, containership, tanker, and LPG/ammonia carrier segments. The first engines will be built for four LPG/ammonia carriers owned by Exmar LPG and ten bulk carriers operated by CMB.Tech.

Other engine manufacturers are also reporting progress in their efforts to complete the verification of ammonia-fueled engines. MAN Energy Solutions reported in December 2024 that it had commenced testing of a full-scale, two-stroke engine running on ammonia at its Research Centre Copenhagen. MAN said it had completed more than 12 months of testing on a single cylinder running on ammonia. MAN is focusing on elements including combustion and emissions, engine-tuning, atomizer testing, and control-system verification which it expects to continue till mid-2025.

Wartsila has also reported progress with its single-cylinder engine testing and efforts for a multifuel engine. It has also previously said that it expects the first ammonia engines to be delivered in 2025.
 

A historic World War II UK warship, HMS Wellington, has won a critical grant which will help to provide a reprieve from a very uncertain future. The last survivor of the “Battle of the Atlantic,” the grant will enable the Wellington Trust to proceed with implementing a revitalization project and a new business model as part of the efforts to save the vessel.

The HMS Wellington, built in 1934 and docked on the Thames since 1948, was on the verge of scrapping last year when King Charles III approved restoring the HMS title in September as part of an effort to build awareness and support for the historic little ship. During the Second World War, it provided escort services and is credited rescuing victims from torpedoed vessels. Among the vessels it responded to was the Royal Mail Liner Highland Patriot sunk in October 1940 about 500 miles west of Bishop Rock. Wellington saved 33 passengers and 136 crewmembers including the vessel’s master. Wellington also participated in the evacuation from Dunkirk.

The Wellington Trust Board announced on January 20 that it has secured a £225,000 ($279,000) grant from the National Lottery Heritage Fund (NLHF). The grant is half of the amount the Wellington Trust has been seeking to raise to save the historic ship currently moored at Temple Stairs, Victoria Embankment, London.

Established in 1994, NLHF uses money raised by lottery players to distribute grants to support projects across the United Kingdom that connect people and communities to their heritage. The organization has awarded £9.2 billion ($11.4 million) of national lottery and other funding to more than 52,000 projects since its establishment.

“The award of this grant enables us to continue implementing the HMS Wellington revitalization project. Expanding access to wider communities and developing a broad range of activities onboard will ultimately lead to the trust becoming financially self-sustaining, so we can conserve this important vessel for all to enjoy and learn from,” said Dominic Tweddle, Wellington Trust Chairman.

Since April 2023, the Wellington Trust has been working on a revitalization project as well as enhancements to its business model. This year, the Trust intends to open the ship to the public to allow more people to learn about her unique history. Starting on October 1, it launched a new business offering a venue for hire as well as a workspace and film location.

The 1,200-ton ship is the last of 13 Grimsby-class sloops built between the wars for the Royal Navy, Royal Australian Navy, and Royal Indian Navy for escort/anti-submarine duties. Wellington is famed for its role in the Battle of the Atlantic, the longest battle of WWII, when she conducted 103 convoy escorts protecting vital maritime supply lines and merchant navy vessels and saving more than 400 lives in the process. She was decommissioned in 1947.
 

One of the sisterships to the containership Dali which destroyed Baltimore’s Francis Scott Key bridge is reporting engine troubles in the Pacific. The vessel which is also managed by Synergy Marine and sailing under charter as the Maersk Saltoro is reported to have experienced an engine problem which is delaying the ship and risking a cargo of Chilean cherries bound for China.

The details of the vessel’s current issues came to light because of concerns by the Chilean shippers. According to the vessel’s AIS signal, it departed Chile on December 27 and was due in China on January 19 providing time to offload before the Chinese New Year Holiday on January 29. 

“We can confirm that the Maersk-chartered vessel, Maersk Saltoro, reported a technical issue with its main engine on January 13, 2025, while en route from San Antonio, Chile, to Nansha New Port, China,” Maersk wrote to the Chilean publication PortalPortuario. “The vessel is currently undergoing repairs in order to resume its voyage. We are in close communication with the ship owners to monitor the status of the repairs.”

According to the report, the ship was one of 25 container ships that loaded cherries at the Port of San Antonio and has 1,300 containers aboard of the perishable cargo. Chile reports a record season shipping 17,000 containers of cherries. The shipping lines even maintain a season route known as the Cherry Express for the export of the fruit.

The outlet AsiaFruit reports concerns of an economic loss for Chilean exporters. Maersk responded to the publication acknowledging “This situation has raised concerns in the Chilean fruit export sector, as timely delivery is essential to maintain the quality of the cherries and meet the stringent requirements of the Chinese market.” Maersk emphasized that it has teams available and will assist the shippers should claims need to be filed.

The containership was built in 2015 by Hyundai in South Korea and like the Dali is also sailing under the flag of Singapore. Like its sistership, the vessel has a capacity of 9,971 TEU.

The ship first drew attention in September 2024 when it made a port call in Baltimore less than six months after the Dali destroyed the bridge. Investigators from the U.S. Coast Guard, the Federal Bureau of Investigations (FBI), and the EPA boarded the ship on September 21. They declined to comment on what they were looking for, but it was linked to the investigation into the Dali. Reports indicated that the teams had found significant electrical system issues and faults with the Dali during their investigations.

Maersk Saltoro underwent a Port State inspection in Chile on December 20 and received a clean report. Previously, USCG cited issues while the vessel was in Baltimore with oil accumulation in the engine room and electric devices in the living and working areas during its September 2024 inspection and issues with the radar during an inspection in Norfolk, Virginia. The vessel has a history of 14 inspections in its career with only those issues in the U.S. recorded. No detentions have been issued.

As of the reports from Chile this week, the vessel was still undergoing repairs while in Micronesia's exclusive economic zone. It is unclear when it will arrive in China. Her sistership, Dali, returned to service this week beginning her first trip from China after extensive repairs.
 

The Coast Guard received a call for assistance Thursday night, January 23, after two fishing boats collided approximately 10 miles south of Block Island, Rhode Island in Long Island Sound. Four people were rescued from one of the vessels after efforts to stop the ingress of water failed.

“The quick thinking and preparedness of the crew, including donning survival suits and readying emergency equipment, played a crucial role in their safe rescue despite challenging conditions,” said Lt. Jonathan Roth, a Sector Long Island Sound command duty officer.  

The distress call was received at approximately 2030 on Thursday evening reporting that two fishing vessels had collided. A 55-foot trawler, the Mattie and Maren II, reported that it had four people aboard and that there was significant flooding in the engine room. They told the Coast Guard that they were unable to keep up with dewatering efforts.

The other vessel in the collision, an 87-foot scalloper named Vanquish, had six people aboard. It reported no damage and no injuries. USCG reports that the Vanquish was able to return to its homeport in New Bedford, Massachusetts.

A Coast Guard Station Montauk 47-foot motor lifeboat reached the damaged trawler at approximately 9:15 p.m. It was told that the four people aboard had donned survival suits and prepared an EPIRB and life raft in case abandoning ship became necessary.

A crewmember from Station Montauk embarked the fishing vessel Mattie and Maren II with a dewatering pump to attempt and assist in the efforts. Weather conditions however were deteriorating with four-to-six-foot seas and 23 mile per hour winds. The Coast Guard reports the dewatering was not successful so it transferred the people from the Mattie and Maren II to its vessel and transported them to shore without injuries.

Sector Long Island Sound has issued a safety marine information broadcast reporting the vessel was adrift. The cause of the collision is currently under investigation.
 

The long-running dispute between the French government and the powerful trade unions over proposed pension reforms is again prompting threats of port strikes across the country. The government has been pushing for pension reforms and changes to France’s work rules since 2023.

The CGT Federation of Ports and Docks filed notice this week that it plans to renew its strikes and work slowdowns to demonstrate its frustration at the lack of movement by the government. According to the union, talks took place between January and July 2023 and again in 2024. The union staged a 24-hour strike in June 2024 blocking the container, bulk, and ro-ro terminals in Le Havre while an estimated 600 dockworkers blocked the main entrance to Marseille-Fos in the south.

The union suspended the protests last summer after the French government collapsed. President Emmanuel Macron dissolved parliament and called special elections which were inconclusive. Macron has vowed to continue through his current term which is due to end in 2027 despite the collapse of two governments and continued instability.

According to the union, there had been talks in December and an indication by the government of a willingness to resolve the dispute. However, the union contends the offer was withdrawn in January.

“This incomprehensible step back is yet another provocation, given the same government has not made any concrete proposals for a year and a half to respect its commitments regarding pension reform,” the union said in a statement. “The government bears full responsibility for the current conflict and its escalation.”

Union members in the Port de Calais walked off the job on Thursday for four hours in support of the national effort and local demands. They interrupted ferry service on the English Channel adding demands for two additional days of paid leave per year and calls for staffing upgrades. Local union leaders fear plans to automate port activities, which are seen as a threat to jobs.

Nationally, the union has filed notice for a 48-hour work stoppage on January 30 and 31. In addition, they announced 13 days including yesterday’s stoppage in Calais, and continuing intermittently on Monday, January 27, and into February. On those days work will be stopped for four hours between 10:00 and 16:00.

This is in addition to a current refusal to take overtime assignments and extra shifts. The union federation reports it will again meet on February 3 to consider additional actions during the month.
 

The maritime industry is notoriously susceptible to the virus of corruption. However, after spending a year as member of the Maritime Anti Corruption Network (MACN), I believe we are starting to see signs that concerted action is beginning to pay off.  It is now becoming better understood that the layers of bureaucracy that surround a ship in port - up to seven industry organizations and seven government bodies - can no longer be exploited with impunity.

The MACN can take large credit for this. Founded in 2011, its work has gathered pace in the last five years in particular. It now has 220 members, including ship owners representing a quarter of global tonnage. In addition, regulators such as flag states like ourselves are adding ballast to the campaign. Far from being a paper tiger, this is giving the MACN teeth evidenced by the now 65,000 anonymous incident reports detailing first-hand accounts of corrupt demands across more than 1,300 ports.  This includes more than 5000 bribery reports in 2023.

Having the ability to report incidents anonymously is vital to encourage senior officers to blow the whistle on the totally unacceptable pressures they are put under. For too long, ship captains have had to endure threatening behavior to pay a bribe or benefit in kind to get their ships and cargos in and out of port on time, facing for example bogus inspections or detentions. For shippers grappling with daily charter rates and severe financial consequences for delays, their options have previously been limited. 

The nonchalant culture of corruption has been so endemic in some countries we have heard of receipts for bribes being handed out signed by the culprit. Not any longer. This kind of casual crime is now perfect evidence, and ship captains are now more aware than ever they have the power to push back, with the MACN ready to raise the alarm with government agencies.  By reporting incidents, the MACN can work with port and customs officials, NGOs, local businesses and governments to highlight areas of corruption risk and take collective action.

The MACN has set up ‘collective action’ projects in countries where the problems have been most acute, starting in Nigeria more than 10 years ago and replicating the model in India, Argentina, Bangladesh, Egypt, Indonesia, Malaysia, Ukraine, Pakistan and Ghana. This is yielding results. For example, the Isle of Man Ship Registry and MACN recently contacted the heads of four Government departments in one of the collective action countries to lobby for consistent processes and procedures on seafarer immigration. This is enabling us to speed up seafarers repatriation, slashing bogus red tape.

Seafarer immigration is a vital area. In data compiled by MACN, vessel captains reported:

• 7% of all reported corruption incidents at ports over the last decade involved the Immigration Service. 
• In 2024 10% of reported incidents to MACN have implicated immigration services. 
• Of the 19 possible reasons cited for these incidents, 50% of cases allege "Improper documentation for crew members." 
• 58% of these incidents are reportedly resolved through bribery, predominantly involving large cash payments. 

More broadly, the MACN’s work has seen reductions in demands for payments in the Suez Canal, new regulations in Argentina that make it more difficult for officials to demand bribes and improved ease of operations in Nigerian ports, with the implementation of standardized operating procedures.  I was particularly pleased to see the Suez Canal Authority speak at the MACN conference in Copenhagen last year. Getting the Suez Canal Authority to attend shows the MACN’s growing leverage to bring key players to the table. This followed India’s former director general of Shipping Deepak Shetty, speaking at an MACN’s event in Mumbai in 2023. Shetty has joined MACN as an advisor, opening doors to senior-level stakeholders across India’s public and private sectors. All signs the noose is tightening.

As a category 1 member of the Red Ensign Group, the Isle of Man Ship Registry wants to support the MACN at the IMO and believes this collaboration is critical to putting the issue at the forefront of the global maritime governance agenda. At the IMO headquarters in London, the MACN is sharing its data around Port State Control Inspections, highlighting weaknesses and potential risks.  As an industry we must get behind the MACN’s campaign at this top level to maintain and increase the pressure on countries prone to corruption. If we let up, it sends a message to corrupt officials that we as an industry are prepared to turn a blind eye, opening the floodgates to yet more kickbacks, phony inspections and bogus detentions. Seafarers are on the frontline of this awful behavior, making their job harder and more stressful. We owe it to them to give them the tools to defend themselves.

The MACN calculates maritime corruption is increasing the cost of transport and logistics by 15 percent, costing more than $162 million a year and hurting companies and jobs. If the corruption culture is stamped out, that cash could be retained in shipping lines and maritime businesses to create jobs and growth. And that is something worth fighting for.

Cameron Mitchell is the director of the Isle of Man Ship Registry.

A Russian-registered product tanker languishing in the Port of Gdynia is drawing renewed interest from Polish authorities. According to a report on Poland’s Radio ZET, new security concerns as well as safety issues with the tanker were raised in light of the ongoing investigation in Finland into the Eagle S tanker and a lack of maintenance on the vessel which has been docked in Gdynia since 2017.

The product tanker Khatanga (23,000 dwt) was detained at the Port of Gdynia in October 2017 after a failed Port State inspection. Structural issues were identified during the inspection along with questions regarding the training and competence of the crew. Owned by the Murmansk Shipping Company, the vessel was being held pending repairs.

The Murmansk Shipping Company however in 2020 declared bankruptcy with control of the vessel passing to the trustee for the company. The radio report says the owners have periodically checked on the vessel but appear to have lost interest. From the report, it does not appear to have even a skeleton crew aboard.

During recent winter storms, the tanker parted its lines on December 15 and again on January 12. The report says an offshore service vessel docked nearby raised the alarm fearing the tanker would drift and hit the service ship. Tugs from the Port of Gdynia were able to secure the vessel with the port telling the radio reporter that the situation was controlled and the vessel was not posing a threat to the port.

Poland’s Military Counterintelligence Service (SKW) and the Internal Security Agency (ABW) however are reported to now be looking into the circumstances surrounding the tanker. Radio ZET says that members of parliament from the Special Services Committee have also become interested in the case of the Khatanga.

The Gdynia Seaport Authority reports it has taken legal action to resolve the vessel which is languishing in the port. They have reportedly explored moving to seize the ship for the debt owed by the owners for unpaid port fees. 

Under Polish law, the authorities have not been able to inspect the ship. The radio report highlights safety concerns because the oil tanks have not been degassed creating the possibility that explosive gasses have built up onboard. 

Radio ZET also points to the strategic nature of the Port of Gdynia including its role as a main port for the Polish Navy. They also report that NATO equipment is transshipped at the Baltic Container Terminal. With the revelations that the Eagle S was loaded with Russian spying equipment, they are questioning what could be aboard the Khatanga.

Another possible course of action being explored is adding the shipping company to the list of sanctions. That would also allow the Polish authorities to take over the Khatanga.

For now, the Khatanga continues to languish at its berth in the Port of Gdynia. Brokers list the vessel as potentially for sale.
 

(Top photo in Gdynia harbor in July 2020 by Braveheart - CC BY-SA 4.0)

Reports coming from the Persian Gulf and the area around the vital Strait of Hormuz indicate that one vessel was approached and others contacted and instructed to alter course toward Iranian territorial waters. The incidents came as Iran highlighted its naval exercises in the region.

UK Maritime Trade Operations (UKMTO) which coordinates and monitors security in the region issued two warnings on Friday, January 24, while reporting the authorities were investigating. In the first, it reported a vessel was approached while underway approximately 86 nautical miles northeast of Ras Tanura, Saudi Arabia. In the second alert issued a short time later, they reported receiving notification of several incidents involving VHF radio challenges to vessels in the Northern Arabian Gulf.

The vessel that was approached reported that a small military craft flashed a green laser toward the bridge. The master told UKMTO that they had been instructed to turn towards Iranian territorial waters.

Unconfirmed reports indicate the vessel was the U.S.-flagged Ro-Ro cargo vessel Liberty Power. The vessel’s AIS signal shows that it departed Shuaiba, Kuwait on January 23. The 46,600 dwt vessel built in 2011 as the Jolly Diamante operating for Linea Messina was acquired in 2022 by U.S.-based Liberty Maritime. The vessel was enrolled in the U.S. Department of Transportation’s Maritime Security Program. MARAD reported the vessel with 220,586 square feet of militarily useful cargo capacity would be used “to deliver vital supplies to support military missions across the globe.”

Iran reports it is testing high-speed boats capable of launching missiles (Mehr - CC BY 4.0)

UKMTO assesses that both incidents “are most likely” part of the ongoing large-scale exercises being staged this month by Iran’s Islamic Revolutionary Guard Corps. Today’s incident came as Iranian media was hailing the exercise.

In an interview with Iranian TV, Rear Admiral Alireza Tangsiri of the IRGC Navy said, “This exercise demonstrates our ability to establish security in the region… This show of strength of the forces participating in this exercise is a very small portion of the capabilities of the IRGC Navy.”

He reported that speed boats capable of 75 to 90 knots were participating in the exercise. He said they would be using land-to-sea and surface-to-surface missiles demonstrating the capabilities of the speed boats to fire missiles. Iran’s Mehr news agency released pictures of the exercise.

[By: Kongsberg Maritime]

Kongsberg Maritime has secured a contract to supply advanced propulsion and manoeuvring technology for two new KCR-70 Fast Attack Craft for the Indonesian Navy. These vessels are currently under construction at the Sefine Shipyard in Türkiye.

The Kongsberg Maritime equipment package includes an innovative propulsion system that combines twin controllable pitch propeller (CPP) Promas systems for high efficiency at patrol speeds with a single Kamewa waterjet to provide boost power for high-speed operation.

This configuration optimises propulsion power, speed, and manoeuvrability, ensuring superior performance and efficiency for these new craft.

The vessels will have Combined Diesel and Gas Turbine (CODAG) propulsion. This comprises twin diesel engines and a centrally positioned, 23-megawatt gas turbine to directly drive the 160-centimetre diameter waterjet, which is capable of discharging more than 30 cubic metres of water per second.

The use of twin Promas CPP for main propulsion, at speeds over 40 knots when the waterjet is used for boost power, is an innovative approach. Kongsberg Maritime carried out extensive hydrodynamic analysis to integrate the hull form and two different types of propulsor into one system that offers enhanced manoeuvrability, speed and efficiency.

The KCR-70, based on Sefine Shipyard’s FACM-70 design, is a 70-metre fast attack craft designed for a variety of missions, including intelligence, surveillance, and reconnaissance (ISR) operations, anti-surface warfare, and anti-air warfare.

Displacing 850 tonnes, the KCR-70 is capable of reaching speeds in excess of 40 knots. With a range of 1,600 nautical miles and an endurance of seven days, these vessels are well-equipped to perform extended missions in diverse operational environments.

[By: SCHOTTEL]

The increased performance of the SCHOTTEL RudderPropeller Dynamic SRP-D has once again been confirmed by external sources. At the request of the Dutch Damen Group, the Maritime Research Institute Netherlands (MARIN) carried out extensive research to demonstrate the added value of the SRP-D for Commissioning Service Operation Vessels (CSOV). While an earlier study had already demonstrated a reduced DP footprint and fuel savings, Damen’s latest research focused particularly on propulsion efficiency during thruster interactions. The results obtained show a significant increase in thrust yield as well as reduced forbidden zones with the SRP-D compared to conventional rudder propellers.

“Our clients will have life-long benefits by selecting this combination”
“In our continuous strive for offering optimal vessels to our clients, SCHOTTEL’s developments are a great step”, says Mark Couwenberg, Product Portfolio Manager SOVs at Damen. “The SRP-D thrusters mounted under Damen’s optimized hulls result in vessels with a smaller footprint while at the same time reducing fuel use and further improving comfort on board. Combined with SCHOTTEL’s robust methods of design, engineering and construction we are convinced that our clients will have life-long benefits by selecting this combination.”

Higher positioning accuracy
With the SRP-D optimized for DP operation, SCHOTTEL is meeting the increased efficiency and reliability requirements for CSOV vessels. The thruster is marked by an additional eight-degree tilt of the lower gearbox and a vertically integrated electric drive motor (LE-Drive). In addition, the SRP-D is characterized by reduced propeller acceleration/deceleration times. In combination with a high-speed azimuth steering system with reinforced gear components, the SRP-D enables faster thrust allocation than conventional rudder propellers. Thanks to the shorter response times, it is possible to react faster and in a more targeted manner to external forces such as wind and currents, thus achieving a higher positional accuracy of the vessel.

Offshore basin as testing facility
The research was carried out on a model of a CSOV equipped with a SCHOTTEL SRP-D on starboard and a regular 90-degree thruster on portside. To perform the tests, the model was placed in a 45-metre-long and 36-metre-wide offshore basin. A three-component measurement frame with calibrated sensors was installed on the model for data acquisition.

98-degree tilted propeller shaft significantly reduces thrust losses
The first part of the study measured the interactions between propulsion unit and hull. It was found that the additional eight-degree downward tilt of the SRP-D propeller shaft could significantly reduce thrust losses, both for azimuth variations and thrust variations. For example, CSOVs with 98-degree thrusters experience only 10 percent thrust losses in transverse direction, compared to 35 percent with 90-degree thrusters. The study shows that a key factor for the improved system performance is a reduced Coand? effect with the SRP-D.

The second part of the research focuses on the propeller flow interactions. Again, significantly lower thrust losses occur when operating CSOVs with the SRP-D: While 50 percent losses are observed when the 90-degree thruster is blowing the wake into the second thruster (in-line thrust losses), only 20 percent thrust losses occur with the 98-degree thruster. When the 90-degree thruster is blowing the wake into the second one while being perpendicular to it (transverse thrust losses), the thrust in transverse direction is decreased by about 40 percent, compared to 20 percent with the 98-degree thruster. In both cases, the 98-degree variant thus induces lower losses at the other thruster than the 90-degree variant and therefore enables a higher remaining force during DP.

Fuel-efficient and safe operation throughout the year
As the research shows, the additional eight-degree tilt of the SRP-D gearbox significantly optimizes thrust yield and thrust distribution, since thruster-hull- and thruster-thruster-interactions are minimized. Consequently, the forbidden zones of the thrusters may be reduced, which leads to an additional increase of the DP performance for the vessel. Furthermore, CSOVs can significantly lower their fuel consumption. Overall, the vessels operate much more efficiently and safely, extending their operating time throughout the year.

[By: Breeze Ship Design]

Fujian Southeast Shipbuilding recently awarded Breeze Ship Design a contract for the design of a 150-ton bollard pull anchor handling tug offshore support vessels (AHTS). The vessel, developed for an undisclosed owner, underscores the company’s expertise in delivering efficient and reliable solutions for the offshore industry.

The AHTS, based on Breeze Ship Design’s Z 4650 blueprint, is a robust 78-metre-long DP2 vessel tailored for demanding anchor handling operations in offshore environments – providing optimal performance and operational flexibility. Equipped with medium-speed diesel engines, a reduction gearbox featuring PTO/PTI functionality, and controllable pitch propellers, the Z 4650 AHTS transitions seamlessly between operational modes.

Additionally, its powerful side thrusters, both forward and aft, enhance the vessel’s ability to perform efficiently across a range of offshore activities. The design boasts a 3,000-dwt capacity, a 500-square- metre work deck, and accommodation for 18 crew members alongside 32 non-crew personnel.

“We are excited to have been entrusted with the design of this AHTS. Our team has a proven track record in developing high-performing AHTS designs, and this project reaffirms our position as a trusted partner in the global offshore industry,” says Tommy Hivand, CCO of Breeze Ship Design.

[By: ABS]

HD Korea Shipbuilding & Offshore Engineering (HD KSOE) has received ABS approval in principle (AIP) for a tank design that enables large-scale hydrogen transport and storage.

The vacuum insulation system from HD KSOE is designed to reduce the time required to create a vacuum in large tanks, essential for transportation. The new technology allows maintaining a vacuum state at –253?, which KSOE says enables safer and loss-free transport of large quantities of liquid hydrogen.

ABS completed design reviews based on class and statutory requirements.

“Hydrogen is a key enabler for decarbonization, playing critical roles as fuel, feedstock, energy storage and load balancing. As demand grows, shipping will need advanced systems to support large-scale liquid hydrogen storage and transportation. This is an exciting milestone for HD KSOE, and ABS is proud to support such innovative technologies,” said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer.

Dr. Byeongyong Yoo, Vice President, HD KSOE, said: “HD KSOE has been dedicated to providing technological solutions for large-scale energy shipping such as LNG, LPG, Ammonia, CO2, and now hydrogen. This hydrogen vacuum system solution and large-scale validation test are part of these efforts. We will continue collaborating with leading global companies to drive the energy transition and achieve net-zero goals.”

Global energy and shipping companies Woodside Energy, Mitsui O.S.K. Lines (MOL) and Hyundai Glovis also participated in the validation test and are currently working with HD KSOE on the joint development of an 80,000 cbm liquid hydrogen carrier.

Jason Crusan, Vice President Energy Solutions at Woodside Energy, said: “This is a key achievement which builds confidence that liquid hydrogen ships can be efficiently designed and constructed in a shipyard environment.”

Jotaro Tamura, Senior Managing Executive Officer of M.O.L. said: “This verification test was a major milestone in the study of transporting liquefied hydrogen, where one of the major issues was the need to increase the size of the tank, and is an important step toward commercialization.”

Chio Kwon, Vice President and Head of Shipping Business Support Group with Hyundai Glovis said: “Achieving this remarkable milestone as the world’s first to successfully verify tank scale-up, HD KSOE has demonstrated the dedication and innovation of the research. We hope this achievement serves as a strong foundation for future advancements in the field.”

[By: Wärtsilä]

Technology group Wärtsilä has introduced its new EnviroPac feature for the Wärtsilä 34DF constant speed engine. The feature is designed to significantly reduce methane emissions while maintaining the engine’s high-power output and compliance with IMO Tier 3 NOx requirements. The first order for engines with this new feature has been placed by the French shipping company CMA CGM. The engines will be installed in eight new LNG-operated container vessels being built at the Shanghai Waigaoqiao Shipbuilding (SWS) yard in China. The engine order for the first two vessels was booked by Wärtsilä’s joint venture company, CWEC (Shanghai) Co., Ltd., (‘CWEC’) in Q4 2024.

As ship operators and owners strive for more sustainable operations, LNG plays a key role as a transition fuel, bridging the gap between conventional diesel fuels and future carbon-neutral or carbon-free alternatives. However, the main component of LNG is methane and when burned as a fuel, a very small amount may not combust properly, leading to methane escaping into the atmosphere. Across the shipping industry, cutting methane emissions is one of the most effective ways to decrease overall GHG emissions from engines over the next 10 years, complementing other efforts to reduce CO2 emissions.

When operating with LNG fuel, the EnviroPac feature cuts methane emissions in half, compared to the standard Wärtsilä 34DF engine. This is without altering the existing power output of 520 kW per cylinder. In addition to the environmental benefit, the reduction in emissions has an impact on costs when operating in EU waters since it results in lesser penalties under both the EU’s Emissions Trading System (ETS) and FuelEU Maritime (FEUM). The EnviroPac feature is available for both new and latest versions of existing Wärtsilä 34DF constant speed engines.

“This is a very important development that will have a major beneficial impact on our operations,” says Xavier Leclercq, Vice President, Newbuilding, CMA CGM. “We are working hard to minimise the environmental footprint throughout our fleet, and this latest technology from Wärtsilä provides strong support to these efforts.”

The eight 9200TEU LNG-powered vessels will each operate with two 6-cylinder Wärtsilä 34DF and two 9-cylinder Wärtsilä 34DF EnviroPac engines, as well as the selective catalytic reduction (SCR) systems. The Wärtsilä equipment is scheduled for delivery to the yard commencing in early 2026.

“We are proud to launch this new EnviroPac feature for our already efficient Wärtsilä 34DF engine. Our long-standing relationship with CMA CGM is once again enhanced with this order, and we complement them on their vision for actively achieving sustainability throughout their fleet,” comments Stefan Nysjö, Vice President of Power Supply, Wärtsilä Marine.

Over the past week, U.S. and Finnish intelligence officials have told media that there is no evidence that Russia was behind the cutting of five subsea cables in the Gulf of Finland on Christmas Day, and that the tanker that caused the damage likely dragged anchor for 50 miles by accident. But the "accident" claim is drawing pushback in Finland and Sweden, which were affected most by recent suspected subsea sabotage. 

The incident on Dec. 25-26 was the third time in a year that a Russia-linked ship has been accused of severing multiple subsea cables by dragging an anchor under power for unusual distances. This time, NATO has assembled a large naval task force to monitor the area and ensure the security of Baltic subsea infrastructure. 

"If all of these are really just accidents, why are they being monitored militarily?" Finnish MEP Mika Aaltola asked in a conversation with Ilta-Sanomat. "It's obvious why there's a military response to it. You'd have to be pretty stupid not to understand that."

The U.S.-sourced "accident" explanation was likely intended to reduce tension with Russia, said Aaltola. He suggested that the Biden administration's outgoing national security team may simply have wanted to minimize risk during the presidential transition. "Russia is waging war in Ukraine, we are focusing on the essentials, we do not want to cause a painful, or geographical, escalation elsewhere. Russia's damage [to subsea infrastructure] is limited and can be repaired, so we would rather accept these attacks than make a big fuss about them," Aaltola surmised.

Others suggest that the "accident" announcement was simply premature, and that the investigation is still far from completed. "This kind of information comes and goes," Swedish Minister of Defense Pal Jonson told SVT.

Multiple outlets have reported that the Finnish investigation has found no evidence yet of a Russian "hybrid" sabotage attack, after four weeks of looking. A lack of evidence would be expected in a well-run sabotage operation, explains Lieutenant Colonel Juhani Pihlajamata (ret'd) - and is not itself proof of an accident. 

"Efforts have been made to keep the matter as secret as possible. In other words, the lack of results in the investigation only leaves the perpetrator or the person who ordered it open. It does not rule out Russian involvement," Pihlajamata told Ilta-Sanomat.

Given the technical odds of having an anchor lower itself to the bottom and secure itself, without the crew's detection - three times in one year - some experts are ready to rule out accidental causes.

"When the numerous breakdowns are combined with the fact that Russian reconnaissance vessels have been exceptionally careful in examining these areas before the events, I personally cannot believe in coincidence or accident," said Prof. Kari Liuhto, professor of intelligence research at the University of Turku, speaking to IS. 

Finnish police continue to pursue a criminal sabotage investigation aboard Eagle S, and have issued travel bans to nine crewmembers suspected of causing the damage. The master and one other crewmember appealed the travel ban on Friday, attempting to have it reversed. 
 

When it delivers in the early 2030s, Germany's next attack sub will be the only known example in the world with active defenses against sub-hunting helicopters, thanks to a procurement package passed in December.

On January 23, Thyssenkrupp confirmed that it has received long-awaited funding for the Interactive Defence and Attack System for Submarines (IDAS). IDAS is a wire-guided antiaircraft missile that can be launched underwater, and is the only publicly known weapon of its kind ever ordered. Some nations' subs have been known to carry man-portable antiaircraft missile launchers for emergency use, but a man-portable unit only works when surfaced - and surfacing removes submarines' key advantage.

Stealth is no longer enough to combat aerial threats, according to Thyssenkrupp. Capable airborne antisubmarine warfare systems have made it much harder for subs to hide and survive. Most advanced nations' surface combatants now deploy with a sonar-equipped, torpedo-carrying helicopter, which can readily track and destroy a submarine in short order. Current defenses include diving deep or hiding in the ocean's layers, but there are no publicly known active defenses that a sub can use to fight an aircraft without first coming to the surface.

Germany's navy operates some of the stealthiest diesel-electric subs in the world, and it has been working on a solution to this problem for decades.  In partnership with Germany's Federal Office for Defense Technology and Procurement (BAAINBw), Thyssenkrupp, Deihl Defense and Kongsberg decided to develop an antiaircraft missile that could be launched out of a standard torpedo tube. Based on Deihl's IRIS-T air-to-air missile, the sub-launched IDAS has folding winglets and sits in a canister the size of a torpedo. Once the munition launches and reaches the surface, the operator can guide the missile by fiber-optic data link throughout its flight, aided by an infrared seeker.

Deihl Defense

Work got under way in the 2000s, and the first successful underwater test launch occurred in 2006. IDAS was so impressive that it won a national defense-tech award in 2007, and appeared slated for production in 2009. The original plan was to retrofit the system onto existing subs, and to have it in operational service by 2014.

In December 2024, ten years later, Germany's parliament signed a $5 billion funding package to build four new Type 212CD submarines for the German Navy. The package included $26 million to finish development work on IDAS, which will now make its first appearance on the 212CD. 

"We are delighted that this innovation project can now also be launched. At Thyssenkrupp Marine Systems, we are contributing to a completely new capability in the field of submarine self-defense, while at the same time strengthening the safety of people and materials in challenging future deployment scenarios," said Oliver Burkhard, CEO of Thyssenkrupp Marine Systems.
 

Japan's Nippon Foundation plans to fund a new study of "dark oxygen," the recently-discovered ability of polymetallic nodules to separate water into hydrogen and oxygen. The small black nodules are coveted by deep-sea miners, who hope to make a fortune off of a new and abundant source of valuable metals - but oceanographers and environmentalists are not so sure.

Last year, a team of researchers led by Prof. Andrew Sweetman of the Scottish Association for Marine Science (SAMS) visited the Clarion-Clipperton Zone on a project funded by The Metals Company, which hopes to mine nodules in the area. In the course of the study, Sweetman's team reported an entirely new source of oxygen production in the abyssal plain, previously unknown to science: the nodules themselves, which appear to have electrolytic properties.

For decades, scientists have believed that photosynthesis created all of the free oxygen in earth's natural environment. A new oxygen source in the pitch-black depths, where photosynthesis is impossible, would have been inconceivable up until last year. Even Sweetman disbelieved his own data during previous trips, writing off the anomalous high oxygen readings as a sensor error - but persistent evidence and multiple tests convinced him otherwise. If proven, his find could force a rethink of science's understanding of the origins of life. 

"Through this discovery, we have generated many unanswered questions and I think we have a lot to think about in terms of how we mine these nodules, which are effectively batteries in a rock," Sweetman said last year. 

His findings are as-yet unconfirmed, and controversial - especially with certain deep-sea mining companies, which have built a business model around removing the nodules for processing and sale. Several attempts to confirm or rebut Sweetman's findings are under way.

Now, with support from the Nippon Foundation, Prof. Sweetman and his team are heading back to the Clarion-Clipperton Zone to answer some additional questions. The team is building a lander that they will deploy at a depth of up to 36,000 feet to collect water samples, which will help confirm their oxygen readings. They will also check for dark oxygen production in other seabed environments, look for signs of extra dissolved hydrogen - the other product of splitting water in two - and will check for possible microbial oxygen-producers to make sure that the nodules really are the source. 

"If we show that oxygen production is possible in the absence of photosynthesis, it changes the way we look at the possibility of life on other planets too," said Sweetman in a statement. "Indeed, we are already in conversation with experts at NASA who believe 'dark oxygen' could reshape our understanding of how life might be sustained on other planets without direct sunlight."

The mayor of Nice, France, a popular tourist destination along the French Mayor Calls for Cruise Ship Ban on French Riviera, joined the growing number of destinations calling for restrictions on cruise ships. He cited the now familiar complaints of overtourism and pollution while proposing a ban starting this summer to stop large cruise ships from anchoring in the picturesque bay between Nice and Villefranche long known as a destination for the rich and famous.

“Tourism yes, overtourism no,” Mayor Christian Estrosi said during his annual New Year’s address outlining the political goals for the coming year. Estrosi is also president of the Nice Côte d'Azur Metropolis but would require the support of other local mayors to enact his bans which focused on large cruise ships as well as house sharing through the popular site Airbnb.

“The cruises that pollute and dump their ‘low-cost clientele’ who consume nothing, but leave their waste behind have no place with us,” Estrosi declared. Already known for his criticism of the cruise industry, the mayor simply said “Nice no longer wants ‘low-cost cruises,” to stop in its port.

Speaking on a local radio program, the mayor reiterated his position saying efforts were underway to “cancel all cruises that can still be canceled ahead of drafting a banning order.” He called for a ban effective July 1 but clarified his position was specifically to stop cruise ships with a capacity of over 900 passengers or over 190 meters (690 feet) in length. 

The proposed ban targets the contemporary segment of the industry with large ships carrying 4,000 or more passengers while seeking to maintain the business of the small, ultra-luxury cruise ships which are more in keeping with the image Nice seeks to project. Estrosi contends the size restriction would eliminate about 70 percent of the cruise ship passengers scheduled to land in Nice.

Estrosi declared “I don’t want these floating hotels putting down their anchors in Nice.” A spokesperson for the trade group Cruise Lines International Association however responded with surprise noting “No large cruise ships are scheduled to call at the Port of Nice in 2025.”

While a popular destination, Nice and Villefranche without docking facilities have already seen a decline in the number of cruise ship calls as the ships must tender passengers ashore. Estimates are the port had about 650,000 cruise passengers and approximately 100 cruise ship visits down from 200 or more a decade ago. French media reports indicate there are a total of 125 cruise ship calls scheduled for Nice in 2025.

Estrosi is not calling for cruise ships to stop visiting the French Mayor Calls for Cruise Ship Ban on French Riviera, but just his little part of the coast. He suggested the ships could proceed to Cannes, which already has more than two times the number of annual cruise ship calls. The large commercial port at Marseille would also be a possibility but it is about a two-hour driving distance to the west from Cannes, Nice, and Villefranche. 

Local officials were quick to point out that even if Estrosi could build support for his ban, he lacks the authority to change many cruise ship visits. Local authority only extends 300 meters from the shore (less than 1,000 feet) and many of the large cruise ships anchor further out putting them in waters controlled by the federal authorities. 

It is not the first attempt to limit cruise ships along France’s Mediterranean coast. The group Stop Croisières, which calls itself environmentalists, has been staging protests. The group used Greenpeace tactics taking to small boats to block the arrival of cruise ships.

Advocates point to the impact on Venice, Italy after the city was forced into banning large cruise ships while other destinations such as Key West, Florida also moved to block large ships. Bar Harbor, Maine continues to be locked in a debate and legal actions after imposing a ban on most cruise ships while other destinations such as Juneau, Alaska reached a voluntary agreement with the cruise industry. European cities ranging from Amsterdam to Barcelona have also proposed moving cruise ship docks out of the center of the city.

The world's largest iceberg is slowing heading towards the island of South Georgia, where it may have serious affects on local wildlife. 

Iceberg A23a is so big that it ihard to visualize: at 1.1 million acres in area, it is about 75 times larger than Manhattan (and shrinking). Fornow, it measures about 40 nautical miles by 32 nautical miles on a side, and it weighs about one trillion tonnes. Its sheer sides tower more than 1,300 feet above the water, and chunks regularly break off in the waves. 

The berg's arrival has been a long time coming. A23a broke off of Antarctica's Filchner-Ronne Ice Shelf in 1986, and began to drift off into the Weddell Sea (taking a Soviet research base with it). It ran aground almost immediately, and stayed anchored to the bottom until 2020, when it finally refloated and began to drift to the northwest. It took three years to reach the tip of the Antarctic Peninsula, and finally reached the Antarctic Circumpolar Current in April 2024. This was expected to shuttle the iceberg northeast into the Atlantic, where it would melt in warmer waters.  

However, A23a stalled in the South Orkney Islands for much of 2024. Oceanographers say that it was likely caught in a Taylor Column - a rotating cylindrical current found above a rise on the bottom. It kicked loose from this spinning water trap late last year and drifted away towards South Georgia, which is now about 180 miles away. 

When it finally breaks up, the iceberg will pose a hazard to the area's sparse vessel traffic - primarily fishermen - and may block in the rugged beaches of South Georgia, home to King penguins and seals. The last megaberg that reached the island broke up in 2023, and its remains still make a mess of commercial navigation. Fishing vessels operating near South Georgia have to negotiate a shifting city of giant ice blocks to get to and from their fishing grounds. "It is in bits from the size of several Wembley stadiums down to pieces the size of your desk," Andrew Newman of fishing company Argos Froyanes told BBC.

The ice can also make it harder for penguins and seals to access the water from their breeding grounds on shore. Mark Belchier, director of fisheries and environment for the government of South Georgia, told CNN that any impact on wildlife from beach obstructions would be "highly localized and transient."

The U.S. Coast Guard is highlighting the importance of emergency equipment and good teamwork all of which contributed to the rescue of four boaters stranded in the waters off the Dominican Republic. The combined efforts make for a good sea story.

Four people were sailing from St. Croix in the U.S. Virgin Islands to Texas when their vessel was breached and began to sink focusing them into a life raft. They later told the Coast Guard their sailboat struck a submerged rock and then was overtaken by a wave that caused it to roll on its side. After striking another rock, the boat was taking on water when additional waves flooded it and caused it to sink.

Coast Guard Sector San Juan received an EPRB (Emergency Positioning Radio Beacon) signal Tuesday morning, January 21, which started the rescue operation. The signal was coming from a position approximately 180 miles northwest of Puerto Rico. With no verbal contact, the Coast Guard watchstanders were fearing the worst when they dispatched an aircraft and issued a callout to vessels in the vicinity. They asked vessels to be on the lookout for a possible disaster.

The survivors are being transported to by the container ship El Coquí to Jacksonville, Fla. No medical concerns reported in this case.

Read more: https://t.co/zhm2LOFDol pic.twitter.com/HpItDgKPAX

— USCGSoutheast (@USCGSoutheast) January 23, 2025

U.S. shipping company Crowley’s combination container/roll on-roll off ship El Coquí (26,500 dwt built in 2018) had just started its voyage from San Juan bound for Jacksonville, Florida. It diverted toward the location of the distress signal.

When the Coast Guard aircraft reached the area, they were able to locate a life raft and determined there were four people (David Potts, 63; John Potts, 62; Andrew Cullar, 26; and Russel Case, 67) in the raft waiting for a rescue. The Coast Guard relayed the coordinates and began vectoring the El Coquí.

The Coast Guard aircrew also spotted the fishing vessel Bonanza and several small fishing vessels in the area but had no direct communication with the fishing boats. In an effort to draw the attention of the Bonanza and direct her to the life raft, the Coast Guard aircrew made a series of low passes to gain the attention of the fishing vessel. Then they were able to point them to the life raft.

Four survivors were taken aboard the Crowley cargo ship (USCG)

The finishing vessel was able to approach the life raft in the shoal waters. It rescued the survivors and transported them to Crowley’s El Coquí. The cargo ship took the survivors aboard and provided them aid. They were traveling on the cargo ship which was due to reach Jacksonville on Thursday, January 23.

“This incident underscores the importance of proper emergency equipment for vessels at sea,” said Lt. Hannah M. Boyce, Coast Guard HC-144 Ocean Sentry aircraft commander for the case.  “We are all incredibly thankful those mariners were properly equipped.  Helping those four sailors at their worst day at sea is why we fly.”
 

Last week, the U.S. Coast Guard saved the crew of the fishing vessel Miss Sandy when the vessel began to flood off Gloucester, Massachusetts. Efforts to combat the flooding were unsuccessful, but all were rescued before the vessel went down. 

On Friday, the crew of the Miss Sandy sent a mayday at a position seven nautical miles off Gloucester Harbor. In windy, rough conditions, the vessel began taking on water and was flooding rapidly, with four to five feet of water in the engine room. Dangerous exhaust fumes began to fill the space, according to Coast Guard Sector Boston. 

Within 30 minutes, the cutter William Chadwick and response boats from Station Gloucester were on scene, along with local partners and good Samaritans. The Coast Guard crews attempted to dewater the vessel and get it under tow towards Gloucester Harbor, but they could not keep up with the flooding. The tow was cut to ensure that the sinking fishing boat wouldn't take down the cutter with it, and Miss Sandy sank towards the bottom in 160 feet of water. 

Images courtesy USCG Sector Boston

All crewmembers were rescued, along with one NOAA observer. “The whole response was fantastic,” Good Samaritan skipper Capt. Al Cottone told the Gloucester Times. “It’s just a shame it had to end that way.”

"Had this incident occurred farther offshore or in more severe weather conditions, the situation could have been far more dire," the Coast Guard said in a statement. "This mission highlights the lifesaving dedication of Coast Guard crews and the importance of preparation and safety gear in New England’s harsh winter waters."