S&P Global agreed to acquire the Automatic Identification System (AIS) data services business of ORBCOMM in a move designed to strengthen its supply chain and maritime offerings. It points to the growing uncertainties in global supply chains saying the acquisition as well as a new equity position in ORBCOMM build on the complementary strengths to provide greater essential intelligence to customers.

ORBCOMM was one of the pioneers in AIS which S&P highlights is used today to track and monitor vessels, enhancing maritime visibility and delivering critical insights that support business intelligence and decision-making for government and commercial clients worldwide.

The standardized AIS system began to emerge in the 1990s and by the early 200s, the International Maritime Organization (IMO) was moving to mandate the use of AIS. It was first introduced for newbuilds and later required as retrofits to all ocean-going commercial vessels. 

Since 2004, ORBCOMM's AIS vessel tracking technology has incorporated high-quality, proprietary data with satellite and terrestrial-based coverage. Its AIS solutions are utilized for diverse applications such as supply chain visibility, maritime safety, surveillance and security, environmental monitoring, regulatory compliance, and more. 

"With the uncertainties surrounding global markets and supply chains, this strategic acquisition underscores our commitment to investing in differentiated data and solutions that can help our customers navigate the volatility," said Whit McGraw, Head of Risk & Valuations Services at S&P Global Market Intelligence. "ORBCOMM's AIS data services business offers cutting-edge technology and coverage that strengthens our energy transition and maritime supply chain offering, giving us ample opportunity to invest in new product innovations."

The financial terms of the transaction were not disclosed. ORBCOMM's AIS data services will be integrated within the S&P Global Market Intelligence division of S&P Global.  

S&P Global also announced it has entered into an agreement to take a strategic equity position in ORBCOMM. The two organizations report they will create a strategic alliance to develop a range of differentiated supply chain data and insight offerings.

In addition to the maritime applications, ORBCOMM offers services dedicated to the overland transport sector as well as heavy industry. The company also offers satellite connectivity services and it is used by government as well as sectors such as natural resources.

The companies said the acquisition, which is subject to customary closing conditions, is expected to close during 2025. 
 

 

The U.S. government is continuing its support to strengthen the capabilities of the Tunisian armed forces to enable them to respond effectively to a fragile security situation and a worsening immigrant crisis in the northern Africa region. According to U.S. officials in Tunisia for the commissioning of two former USCG cutters, these steps are reinforcing the enduring partnership between the two countries.

The two Island Class patrol boats, which had been part of the U.S. Coast Guard (USCG) fleet for years before they were decommissioned, were commissioned into at the naval base in La Goulette on April 17. They are expected to help the North African nation deal with growing security challenges including human trafficking, smuggling, organized crime, illegal immigration, and terrorism.

Now christened Tazarga and Menzel Bourguiba, the two 34-meter vessels were part of the 49-vessel Island class that was built between 1985 and 1992 for the U.S. Coast Guard. One of their key missions was in the war on drugs and later their mandates were extended to encompass the whole range of Coast Guard missions including search and rescue, fisheries enforcement, migrant, and military operations. The Island class ships, all of which were built at Bollinger's Lockport, Louisiana shipyard, are being replaced with Sentinel-class patrol boats.

Today, a majority of the boats have been retired from American service but most continue to serve in many allied foreign coast guards and navies. Among the recipients of the ships are Pakistan, Ukraine, Greece, Georgia, and Costa Rica.

 

 

The U.S. contends the donation of the two vessels to the Tunisian Navy is critical in strengthening Tunisia’s capacity to secure its maritime borders and advance regional security. Equipped with twin diesel engines that allow them to achieve speeds of up to 30 knots, the boats can operate over a range exceeding 3,000 nautical miles, a capability that is ideal for patrolling Tunisia’s vast coastline. Each vessel is armed with a 25mm Mk 38 machine gun and two .50 caliber machine guns and also features advanced radar and navigation systems.

The two vessels are the latest military assets that the U.S. has donated to Tunisia. In recent months, the U.S. has also donated four Textron C-208EX aircraft and six C-130 military aircraft to the Tunisian Air Force to support its intelligence, surveillance, and reconnaissance capabilities. Apart from military assets and equipment donations, Washington has also invested more than $1 billion in security cooperation with Tunisia since 2011.

The commissioning of Tazarga and Menzel Bourguiba into the Tunisia Navy fleet coincided with a scheduled port visit of the Blue Ridge-class command and control ship, USS Mount Whitney to the country as part of the U.S. commitment to regional stability.

“The visit is especially meaningful because it falls during the 220th anniversary of the 1805 Battle of Derna, when, through the support and cooperation of Tunisia, the U.S. military defeated maritime terrorism to make a more stable and secure region for commerce and economic development,” said Joey Hood, U.S. Ambassador to Tunisia.

Forward deployed to Gaeta, Italy, Mount Whitney, is part of the 6th Fleet area of operations that supports U.S. national security interests, security, and stability in Europe and Africa.
 

 

After two weeks, Estonian authorities are saying they continue to wait for word from the managers of a detained tanker that the issues leading to its detention have been resolved. The Kiwala (115,000 dwt) remains anchored in Muuga Bay and is being guarded by the Navy including with its flagship and patrol boats.

Estonian authorities with the Transportation Administration told the news outlet ERR that the Kiwala's captain and crew have been cooperating with the investigation. They are however waiting for confirmation from the oil tanker's representative that the ship's issues have been resolved.

Kristjan Truu, Director of the Maritime Department at the Transport Administration, had said when the ship was detained on April 11 that they were hopeful for a “swift resolution.” Speaking to ERR he said, "Once we have received confirmation, inspectors from the Transport Administration can go on board to carry out a follow-up inspection."

Over the past year, Estonia officials said there has been an increase in unknown insurance-covered vessel transits through the Gulf of Finland. These activities they assert pose a threat to Estonia’s critical infrastructure, safe navigation, and the marine environment. As such, they said they were acting under their rights and obligations as a port state when they stopped the vessel for an inspection.

Since June, the Transport Administration reports it has inspected the documents of 458 vessels. During these inspections, a variety of insurance documents were submitted to the authority. One forgery was identified, and additional documents suspected of being falsified were sent to the relevant flag states for verification. In cooperation with other authorities, the Transport Administration reports it had also conducted inspections of seven vessels in anchor areas.

What initially started as a routine check of documents however quickly escalated aboard Kiwala into the ongoing detention. The ship claimed to be registered in Djibouti, but in a check, they were told the flag had been withdrawn due to “illegal activities.” The tanker is sanctioned by the European Union, the United Kingdom, Canada, and Switzerland for previous illegal activities.

Inspectors spent the full day aboard the vessel on April 11 and carried out an extended inspection of the vessel. They identified several significant deficiencies that led the authorities to say the vessel could not be allowed the vessel to continue its voyage, as maritime and environmental safety cannot be guaranteed.

Out of the 40 deficiencies, 29 were significant and constituted the basis for detaining the vessel. The majority of these — 23 in total — were related to documentation, while the remaining deficiencies concerned the implementation of the ship’s safety management system, crew preparedness for various shipboard emergencies, and technical issues.

Until the authorities have been satisfied that all the issues have been corrected, Estonia will continue to detain the tanker. It was traveling in ballast inbound for Russia’s Ust-Luga terminal.

The European Commission announced yesterday that it was also moving to tighten restrictions on vessels transiting European waters. Even if the vessels are not making a port call, the EC resolution now requires the vessels to file proof of insurance. It is seen as a further crackdown targeting vessels such as the Kiwala operating as part of the shadow fleet servicing the Russian oil industry.

The Panhellenic Seaman’s Federation and other unions in Greece are demanding an investigation and better enforcement of safety regulations after a seafarer was killed as a ferry was unloading overnight in Patras. The unions called for a rally and 24-hour strike starting Friday, April 25, asserting that safety regulations are being repeatedly violated and ignored by the authorities.

The ferry AF Claudia (24,418 gross tons) docked at the port of Patras at 22:50 on Thursday, April 24, completing the approximately 32-hour run from Venice to Patras with a stop in Igoumenitsa. Built in 2001 and registered in Italy, the RoRo ferry can accommodate up to 950 passengers and has a 2,044 linear meter garage that can handle approximately 100 vehicles.

The ferry is owned by Italy’s Adria Ferries. It is operated under charter to Greece’s Attica Group. It is operating for the SuperFast Ferry brand.

According to the Hellenic Coast Guard, a truck was backing up on the vessel’s ramp when its trailer struck a 47-year-old female seafarer which Attica Group said was working on the vessel’s hotel department. She was fatally injured by the truck with the police reporting the driver has been detained. The ferry remained in Patras on Friday.

Attica Group issued a brief statement expressing condolences for the loss early on Friday morning of the crewmember. The Greek Maritime Accident Investigation Service (ELYDNA) reported it was sending a team to Patras to investigate the cause of the tragic incident.

Media reports are highlighting that the Patras Labour Center had earlier this month issued a warning of “grave risk” for the safety of crew and passengers as well as ships. They contend that safety is in danger during loading and unloading and as vessels arrive and depart ports. Reports assert there is a poor safety record for the ferries operating on the routes between Italy and Greece.

The unions called for a rally starting at 18:30 today, Friday, April 25, and for a 24-hour strike beginning at 19:00 today till Saturday, April 26 at 19:00. It comes as the summer tourist season begins in Greece.

A strike had previously been planned for May 1. The unions announced another rally planned for next Thursday preceding the start of that strike. The union was planning to use the May Day event to highlight working conditions in its ongoing protests. It also staged a one-day strike on April 9 as part of its demands for better wages and working conditions.

Greece’s Minister of Shipping and Island Policy Vassilis Kikilias wrote his condolences on social media. He said it was important to never forget that seafarers face danger every day at sea and their protection and safety must always come first.

German renewable energy giant RWE is set to announce that it has stopped its offshore activities in the United States and setting higher requirements for future investments because of the “political developments.” The company follows TotalEnergies, Shell, and BP which previously announced they were backing away from projects in the U.S., and Equinor which last week said it is considering “legal remedies” after Trump’s Department of Energy suspending offshore work on a full-permitted wind farm off New York.

RWE released a manuscript of the speech Dr. Markus Krebber, CEO of RWE, will deliver next week, April 30, during the company’s annual meeting. In the speech, he will highlight the company’s many successes in 2024 and the progress being made on the Sofia wind farm for the UK and with the Danish wind farm Thor. He notes RWE has a combined offshore wind farm capacity currently of 3.3 GW and a further four projects with a capacity of 4.4 GW under construction.

Turning to the U.S. market environment, Krebber will tell shareholders, “We have stopped our offshore activities for the time being,” while the company has also introduced “higher requirements for future investments in the U.S.” He says despite the company’s success with onshore wind, solar energy, and battery storage, “Nevertheless, we remain cautious given the political developments.”

RWE became the largest leaseholder in the New York Bight with a potential 3-gigawatt area it won in the hotly contested 2022 offshore auction. At the end of the same year, RWE won a lease area to develop up to 1.6 GW off the coast of Northern California, which it projected would be one of the first commercial-scale floating wind farms in the country. It is also working with Greater New Orleans and GNOwind Alliance for regional opportunities. It launched site investigations off California in 2024 and proposed the Community Wind project with 1.3 GW of capacity to New York State.

The company in November 2024 warned it was delaying investments citing higher risks for offshore wind in the U.S. and a slower ramp-up of the European hydrogen economy. Krebber will tell shareholders next week the company has raised its threshold expectations for new investments. For future projects, he says they will increase the average return requirement from 8 percent to more than 8.5 percent.

For the U.S., he notes while the company surpassed 10 GW of generation capacity from renewable energy at the start of 2025, RWE will enforce higher requirements for future investments. This includes having all necessary federal permits in place, tax credits being safe harbored, and all relevant tariff risks mitigated. Only if these conditions are met for future investments, for the time being in onshore wind and solar, will it “be possible given the political environment.”

Developers of U.S. offshore wind projects remain concerned after the moves by the Trump administration including launching a review of the leasing process, pulling permits for projects in New York and New Jersey, and stopping funding on a research project in Maine. At the beginning of the month, four offshore projects were reported to be proposing to delay their state-level regulatory reviews. Shell reported in November 2024 that it would take a $1 billion charge as it moved away from U.S. offshore wind projects and Equinor said if a full-stop ensues for its Empire Wind project, it would have to repay $1.5 billion in financing and would be exposed to termination fees from its suppliers.
 

Ukraine’s Security Service and its State Board Service are reporting they have seized an unnamed cargo ship that they accursed of looting grain from Crimea. The action came as Ukraine continued to assert it would not cede the occupied region to Russia despite Donald Trump’s statements recognizing the area as Russian.

According to the announcement, Ukrainian forces detained the cargo ship in the “internal waters of the Black Sea area of Ukraine.” The SBU released pictures of its forces on the bridge of the vessel and documents it said it found during a search of the ship. They reported finding “physical evidence” during the search of the vessel and its navigational equipment that confirmed the “looting of Ukrainian agricultural products by the Russians.”

Ukraine is asserting the vessel loaded 5,000 tons of wheat in the port of Sevastopol in 2024, which it refers to as “temporarily occupied territory in southern Ukraine.” It further asserts the vessel was hiding its actions by “operating under the flag of one of the Asian countries.”

The vessel has now been officially arrested, and the crew placed in detention. Ukraine says the crew will be transferred for “procedural actions.”

 

Ukraine asserts it found physical evidence the ship transported wheat from Crimea in 2024 (SBU)

 

Ukraine has repeatedly accused the Russians of stealing grain and other materials during its occupation of ports and other areas in Ukraine and Crimea. Russia seized the Crimea peninsular in 2014. Last year, the open media source Bellingcat and Lloyd’s List published an exposé on the shipping of grain from Crimea.

Another vessel was seized in July 2024 by the Ukrainian authorities as the ship was sailing outbound on the Danube. It was alleged that the vessel had transported grain from Crimea in 2023 and again earlier in 2024. A Ukrainian court later awarded custody of the vessel to the state and ordered the captain and an officer detained for prosecution.

Today’s announcement followed statements by Ukrainian President Volodymyr Zelensky that under his country’s constitution, he could not and would not cede Crimea to Russia. In the past, he has called Crimea a “red line” in the efforts to end the war with Russia. 

Trump is being quoted in an interview published on April 25 in Time Magazine as saying “Crimea will stay with Russia … Zelensky understands that.” Trump has been critical of Ukraine saying it is prolonging the war and creating impediments to the peace talks which he is anxious to conclude. 

Ukraine’s announcement of the seizure came as U.S. Special Envoy Steve Witkoff was scheduled to meet with Russian President Vladimir Putin in an effort to move the peace talks forward.

[By: VPS]

Cashew Nut Shell Liquid - Background

As demand grows from all modes of transportation for low-to-zero carbon fuels, to support efforts in complying and achieving numerous environmental legislation leading to global decarbonisation, many alternative fuel sources are being considered. One of the most common and in demand sources of such fuels, is Fatty Acid Methyl Esters (FAME), as either a 100% fuel-source, or as part of a bio-fossil blend. But with road transportation, aviation and shipping, all seeking to use FAME in their respective biofuels, demand is outweighing supply. Therefore, other bio-materials are being considered as alternatives to FAME.

One such material is Cashew Nut Shell Liquid (CNSL), which is the oil extracted from the shells of the cashew nut. This by-product of the cashew industry is a naturally occurring substituted phenol, which is abundantly available and a waste product, with a lower demand than FAME. The composition, properties and quality of CNSL depend upon the specific manufacturing production process used to extract the oil from the shell. These vary from, mechanical pressing to solvent extraction, vacuum pyrolysis, vacuum distillation or solvent extraction.

The industrial applications where CNSL is a key component are wide ranging and include, the production of polymers, plastics, resins, adhesives, surface coatings, insecticides, fungicides, anti-termite products and even pharmaceutical products.

There are three main components of CNSL, these are Cardanol, (also known as Ginkgol), Cardol and Anacardic Acid:

These substituted phenols tend to exhibit high acid number values (>3mgKOH/g). They also show high iodine values (>300gI2/100g), indicating an elevated level of unsaturation and hence increased degrees of reactivity and instability. Then also, high potassium levels leading to potential post-combustion deposits and corrosion of turbocharger nozzle rings.

As monomers, these chemicals are also prone to polymerisation at temperatures, >200ºC. As a consequence CNSL is potentially a highly reactive, very corrosive material.

However, the levels of acidity and reactivity can be reduced during the production and refining process by converting Cardol and Anacardic Acid to Cardanol. If the CNSL is >98% Cardanol, then the reactivity is significantly reduced.

VPS Testing of CNSL as a Biofuel

Over the past 3 years VPS have tested various CNSL compounds and fuel-blends to assess the potential of CNSL to be a viable biofuel.

Firstly, the use of CNSL blends can significantly reduce HC, CO/CO2 and smoke emissions, although they can raise NOx emissions slightly. However, VPS would advise never to use 100% CNSL as a fuel, as its far too reactive and corrosive. Further advice is to always check with the OEM regarding the compatibility of CNSL-based biodiesel blended products, with their machinery. Traditional marine fuels when blended with CNSL, may reduce the high acid number, reactivity and potassium levels of 100% CNSL, but also increase the energy content, sulphur content, cold-flow and sediment potential issues.

Fuel Combustion Analysis (FCA) of CNSL/Fossil Fuel Blends

In the recent past, VPS have tested CNSL products, blended with marine gas oil (MGO), very low sulphur fuel oils (VLSFO) and high sulphur fuel oils (HSFO). When undertaking fuel combustion analysis (FCA) of CNSL blended at varying percentages with MGO, VLSFO and HSFO, a wide range of results were produced in relation to, estimated cetane number, ignition delay and rate of heat release (ROHR), examples are given in the table below:

The CNSL blends with HSFO which undertook FCA, were particularly poor, with low Estimated Cetane Number (ECN), long Ignition Delay and low ROHR. CNSL blended with VLSFO gave better results, with acceptable ECN, shorter ignition delay and improved ROHR. Blending CNSL with MGO, gave better results than those obtained by HSFO/CNSL and VLSFO/CNSL blends.

Whether the blends were 80/20, 70/30 or 50/50 Fossil/CNSL, the blends using HSFO consistently gave the poorest FCA results. This may be due to a negative interaction between the asphaltenic content of the HSFO and the acidic nature of the CNSL.

Each of the CNSL blends gave poorer FCA results, when compared with the 100% fossil fuels, HSFO, VLSFO, MGO and 100% FAME.

Please note, to VPS knowledge, the above highlighted CNSL blends were not burnt onboard a vessel.

Burning CNSL/Fossil Blends

CNSL-blended fuels with MGO, VLSFO, or HSFO, have shown mixed reactions to vessel operations, where some CNSL-blends have been stored and burnt without issue, whilst, other CNSL-blends have given rise to operational problems such as:

• Fuel sludging
• Fuel injector failure
• Corrosion of engine parts
• Filter clogging
• Fuel system deposits
• Corrosion of turbocharger nozzle rings
• Damage to Selective Catalytic Reactor (SCR) units.

The quality of the CNSL, through its production and refining processes, will of course be significantly influential in relation to the quality of the fuel, but also the quality of the fossil fuel with which it is blended, will also have an influence.

A B100 Case Study

In early 2024, two vessels bunkered a B100 fuel in Flushing. The B100, was assumed to be 100% FAME, however, the first vessel began burning the fuel and experienced significant difficulties with blocked filters, delayed ignition and abnormal exhaust temperatures. Prior to burning the fuel, the second vessel sent samples to VPS for testing and via proprietary GCMS methodology. The fuel was found to consist of 40% FAME, 10% FAME Bottoms and 50% CNSL. So theoretically the fuel was a B100, it just wasn’t the 100% FAME, which had been ordered. This case highlights the need to know your fuel, its components and for biofuels, the need to know if the bio-source is truly sustainable? Having the fuel certified by an independent body such as ISCC, accompanied by independent testing from VPS, will provide the necessary confidence regarding the biofuel.

Potential Contaminating Properties of CNSL

In the final quarter of 2024, a VPS customer experienced numerous operational issues with its vessels when burning VLSFO fuels. These issues included blocked filters, delayed ignition and abnormal exhaust temperatures. On testing the fuel, GCMS analysis detected and identified the presence of 10,000-15,000ppm of CNSL within these fuels.

Up to the end of 2024, CNSL, which is a non-volatile chemical species, could only be detected using high-end, GCMS methodology. As CNSL is now more common within the fuel supply chain, it brings an elevated risk of potential contamination to fossil fuel supplies.

Therefore, VPS has developed a pre-burn, rapid screening technique, which detects and identifies the presence CNSL and other non-volatile organic chemicals. Whereas previously, only volatile organic chemicals could be detected by GCMS-Headspace Screening, this new and unique development of a qualitative GCMS-Headspace chemical screening method makes it possible, within a single analysis, to detect volatile (VOC), semi-volatile (SVOC) and non-volatile (NVOC) components within HSFO and VLSFO fuels. 

Over the upcoming weeks, VPS will be releasing a technical white paper covering the development of this new GCMS-HS Advanced Screening Method, which is now available from every VPS laboratory.

CNSL Summary – Friend or Foe?

CNSL has certainly divided opinion of its applicability to be considered as a bio-component within marine biofuels. Its natural high level of acidity and reactivity, along with its potential to polymerise, certainly raises negative questions. Data would indicate using 100% CNSL as a fuel should be avoided, along with blending CNSL with HSFO fuels. Vessel operational issues, due to the presence of high levels of CNSL have caused fuel system, engine and exhaust damages.

For the purposes of ISO 8217:2024 and all preceding versions, CNSL is not recognised as a standard fuel component. Accordingly, its presence in a marine fuel may be considered a contaminant and potentially classified as off-specification when assessed against the ISO 8217 standard.

However, in instances where CNSL is intentionally used as a blending component and does not fully conform to any of the defined categories within ISO 8217, the fuel may still be deemed acceptable—provided that its characteristics and specification limits are mutually agreed upon by the buyer and seller. In such cases, the fuel shall be classified under an appropriate category defined in ISO 8217, accompanied by any necessary deviations or additional parameters required to adequately characterise the fuel's properties.

It is also worth noting that CNSL production and refining techniques are improving in order to produce a higher quality product. As stated, when the CNSL has a Cardanol content of >98%, with a significant reduction in the presence of Cardol and Anacardic Acid, then the product is a far less reactive component. Therefore, from a fuel purchasers perspective, it will be the choice of the CNSL supplier and the production processes they employ, which will be a significant factor in what is received and the CNSL properties, behaviour and overall quality of the product.

CNSL does require a much higher level of fuel management than other fossil fuel, or biofuel blends. So, whether it is in the development of a fit-for-purpose marine fuel blend, or in damage prevention detection of CNSL as a contaminant within fuels, VPS can provide high level, in-depth, expertise and experience in relation to CNSL-based fuels.

[By: Bureau Veritas Marine & Offshore]

Bureau Veritas Marine & Offshore (BV) is reinforcing its commitment to sustainable shipping by classing a series of methanol-ready oil and chemical tankers for Union Maritime, which are currently being equipped with wind propulsion systems, including Norsepower Rotor Sails™ (NPRS™).

The first two vessels in this series, Buran and Ostro, have been delivered in February and April 2025 respectively, following their construction at Fujian Southeast Shipbuilding. Union Maritime have two additional 18,500 dwt tankers currently under construction at Fujian Southeast Shipbuilding and two more at Wuhu Shipyard Co., Ltd, which will all be equipped with Norsepower Rotor Sails™, with deliveries scheduled throughout 2025.

These six vessels mark the first wave of a broader new build programme for Union Maritime under BV class. More than 25 additional tankers are scheduled for delivery between 2026 and 2028, including a significant series at Wuhu Shipyard, with further vessels being built at other major Chinese shipyards. These vessels will either be delivered with wind propulsion systems installed or prepared for future integration, using technologies from various suppliers such as Norsepower.

By incorporating wind propulsion systems and methanol-ready configurations, Union Maritime is aiming to improve energy efficiency and support long-term emissions reduction across its expanding fleet.

BV supports the integration of these systems by conducting evaluations on the vessels to assess compliance with the relevant rules and notations to help ensure they meet the latest standards for both wind propulsion and alternative fuels, like methanol. This includes its Rules for Wind Propulsion Systems (NR 206), the Wind Propulsion 1 and Wind Propulsion 2 notations for vessels equipped with wind propulsion systems, as well as the METHANOLFUEL-PREPARED notation. BV has provided comprehensive support throughout the project, including an efficient and thorough review of the upgraded design to meet class requirements and delivery schedules.

Bhuvnesh Dogra, Head of Technical at Union Maritime, said: “The deliveries of Buran and Ostro mark an exciting first step in our broader new build programme under Bureau Veritas class. These six vessels represent the beginning of an ambitious plan to modernize our fleet with advanced wind propulsion systems. Bureau Veritas' expertise in classing these vessels helps ensure that we meet the highest safety and regulatory standards, while also positioning ourselves at the forefront of sustainable shipping. This collaboration with Bureau Veritas is critical as we continue to build a fleet that not only meets the evolving demands of the industry but also leads the way in emissions reduction and energy efficiency.”

Matthieu de Tugny, President of Bureau Veritas Marine & Offshore, said: "BV is delighted to support Union Maritime with the integration of sustainable shipping solutions into its fleet. Safety remains paramount in the adoption of new technologies, and our classification framework helps ensure that the innovations meet safety and regulatory standards. By classing these vessels, we support ship owners and operators in navigating the transition to more sustainable operations, while maintaining the safety and reliability of their fleets."

Heikki Pöntynen, CEO, Norsepower, said: “We’re proud that six of Union Maritime’s new methanol-ready tankers are being equipped with Norsepower Rotor Sails™, marking a strong commitment to wind propulsion as a key decarbonization solution. This growing fleet demonstrates how wind-assist technologies can be scaled in parallel with alternative fuels to deliver immediate and long-term emissions reductions. Having the classification of Bureau Veritas — one of the most respected classification societies — is a clear validation of the quality, reliability, and safety of our technology. It’s an exciting milestone, and one that reinforces wind propulsion as a core component of sustainable shipping.”

The American Waterways Operators (AWO) has awarded its Honor & Excellence in Rescue Operations Awards to the crew of the El Coqui, one of the two con/ro ships that Crowley operates between Florida and Puerto Rico. 

In January, the crew of El Coqui rescued four survivors from a life raft north of the Dominican Republic. Yachtsmen David Potts, 63; John Potts, 62; Andrew Cullar, 26; and Russel Case, 67, were on a voyage from St. Croix to Texas when their sailing vessel struck an underwater rock and began taking on water. The yacht sank within 10 minutes, but the survivors managed to board their raft and get out an EPIRB distress signal. 

The Coast Guard received the alert and dispatched a search plane to look for survivors. Sector San Juan also sent an AMVER alert to nearby merchant ships, and El Coqui responded.

The ship arrived on scene shortly after, and the crew spotted the survivors. However, the raft was located in a rocky, shallow area, and El Coqui could not get closer than three nautical miles, according to an American Maritime Officers account. 

A small boat, the Bonanza, reached the raft and picked up the men. Despite challenging and rough surface conditions, the boat transferred them safely aboard El Coqui. They were delivered ashore at the con/ro's next port call in Jacksonville.

“They were exhausted both mentally and physically. We literally had to drag them up the ladder because they could barely make it,” Capt. Kurt Breitfeller told AMO. “You could tell they were mentally spent. They even said they couldn’t sleep because they kept having nightmares about what happened.”

AWO also recognized Second Mate Keven Zapolski of the Crowley-managed boxship Potomac Express, who helped rescue a crewmate who had gone over the side. The victim went into the water between the dock and the ship, and Zapolski quickly threw down a life ring. Terminal staff and first responders helped rescue the crewmember.

"We are proud of Second Mate Zapolski as well as Capt. Breitfeller and the mariners of El Coqui for their dedication and heroic actions to ensure the safety of others,” said Cal Hayden, vice president of marine operations for Crowley global ship management. “Their swift responses exemplify the essential commitment to safety that defines Crowley’s mariners and our operations, and we are honored to recognize their bravery."
 

 

The dramatic container explosion aboard the boxship YM Mobility at Ningbo last year was caused by thermal runaway in a cargo of organic peroxides, according to China's Maritime Safety Administration (CMSA). It is the latest in a long string of container accidents involving this class of dangerous chemicals, notorious for self-heating, decomposition, fires and explosions.  

The container in question was a reefer box filled with tert-butyl perbenzoate (TBPB), a common activator for making plastics like polyethylene and polyester. It is unstable at high temperatures, and has a thermal tipping point of about 140 degrees Fahrenheit, above which its self-heating tendency accelerates until combustion or explosion. This particular shipment was headed for Jebel Ali, where the terminal requires refrigerated storage for TBPB, so the manufacturer packed it in a reefer box in order that it could be plugged in on arrival.

YM Mobility's operator did not require the box to be plugged in while under way. When the container was loaded aboard YM Mobility in Shanghai on August 6, it was stowed as deck cargo on the starboard bow, packed in a reefer but unplugged and unrefrigerated. Ambient summertime temperatures were about 95 degrees Fahrenheit. 

Courtesy CMSA

YM Mobility left Shanghai August 7 and transited to Ningbo. On August 9, a crewmember on duty smelled an "irritating odor" while up on the bow. At about 1331, he inspected the container involved and noticed a hissing noise, white smoke and a yellow liquid dripping from the door - characteristic of TPBP decomposition. Over the next six minutes, the smoke increased. The crewmembers up on the bow realized the danger and evacuated the area, and the captain sounded the fire alarm to muster the crew.

By 1338, white smoke obscured most of the starboard bow, and within minutes, it was billowing all over the foredeck. At 1346:30, the reefer box exploded violently, blowing six containers over the side and disintegrating three more. No injuries were reported, and all crewmembers safely evacuated onto the dock a few minutes later. 

First responders from shore took over firefighting efforts, and the blaze was under control by the next morning. It took another day to fully put out the last hot spots in adjacent containers. 

A post-accident inspection found that the force and heat from the blast were enough to warp the hatch coaming, hatch cover and adjacent structures. More than a dozen containers were burned, blown up or had their contents ruined. 

Courtesy CMSA

CMSA noted that reefer boxes are airtight and thermally insulated, and any heat from a self-heating substance like TBPB would accumulate inside the container, particularly in hot weather. Under these conditions, the cargo could get hotter and hotter until it went into thermal runaway and exploded. 

"No attention was paid to the temperature changes in the box during transportation," CMSA concluded, calling the arrangement negligent. "The transportation plan of transporting TBPB in unplugged refrigerated containers during the hot season is inappropriate.   . . . TBPB shippers failed to take into account the thermal insulation and airtightness of unplugged reefers in hot weather."

 

On Thursday, President Donald Trump signed a much-anticipated executive order that will set up an American permitting process for deep sea mining in international waters, beyond the U.S. outer continental shelf. 

The order directs the Commerce Department to expedite a sovereign permitting process for mining under the Deep Seabed Hard Mineral Resources Act, an obscure statute from the 1980s. The Cold War-era law provides a pathway to unilateral resource recovery on the high seas, bypassing the UN's International Seabed Authority (ISA), which has jurisdiction under UNCLOS. 

The richest areas for polymetallic nodules - the only technologically mature mining target - are far outside of U.S. Outer Continental Shelf, primarily in the Pacific between Hawaii and Mexico. The nodules in the Clarion Clipperton Zone contain roughly 28 percent manganese; 1.3 percent nickel; 1.1 percent copper; and 0.2 percent cobalt, all strategically valuable elements. The nodules also contain trace amounts of rare earth metals, which are critically important to defense production.

Canadian mining firm The Metals Company has a years-long interest in this region, and it worked closely with the White House in the months leading up to the announcement. It is the only Western firm with equipment capable of performing the work in the immediate term, and is expected to apply for a U.S. mining permit, with support from Swiss contractor Allseas and Korean-built drillship Hidden Gem. The Metals Company's stock soared at 1100 hours Thursday, and was up 44 percent at closing. 

ISA has taken a cautious approach to licensing, and is weighing the economic benefits against scientists' warnings of large-scale and long-lasting environmental damage. However, the U.S. is not a signatory to UNCLOS, and the Trump administration is motivated to move quickly to "restore American dominance in offshore critical minerals and resources."

More than three dozen nations, including China, Russia, the UK, France and India, have already condemned the U.S. license plan and registered their support for the ISA. The ISA's secretary-general, Leticia Carvalho, implied in a statement that the order was inconsistent with UNCLOS. “The International Seabed Authority remains the sole body with the legal mandate to regulate activities in the area, and its legitimacy stems directly from international law,” Carvalho said.

Beyond high-seas permitting, Trump's order also directs the Department of the Interior to set up a similar permit process for the U.S. OCS (under the Outer Continental Shelf Lands Act). The order also directs a variety of government resources towards helping private companies extract resources. These include the possibility of federal mapping services to find minerals; funding support from federal development banks; and possible government purchasing of the minerals produced, using the National Defense Stockpile. 

Federal purchasing may be an important tool to create a market. Many leading companies (including Apple) have already pledged not to buy metals from deep-sea mining for their supply chain, citing the potential environmental impact. It is also possible that the sale of the metals may be challenged legally, according to environmental lawyer Duncan Currie, who compared unilateral high seas mining to illegal fishing. 

"When a fishing vessel violates fishing regulations, it faces consequences, including not being able to unload its catch in various ports. Its catch also cannot be sold in several countries, like the US or the European Union. Similar things would apply to metals obtained in violation of UNCLOS," Currie told Dialogue Earth. 

Competition for strategic seabed resources could also accelerate without a uniform set of rules. China - which already has a controversial history of UNCLOS compliance - has invested substantially in deep sea mining technology, and has a strategic interest as the world's leading producer of critical minerals. 

 

[By Regina Lam]

 

Pressure to open the international seabed for mining is mounting.

Last month, Canadian business The Metals Company (TMC) announced plans to apply to US authorities for permission to mine in international waters. That could mean bypassing a United Nations seabed regulator that has for years been considered the only body capable of giving such approval.

The news shocked environmentalists and governments who have been pushing for a mining moratorium to prevent damage to little-understood ecosystems.

Deep-sea mining involves harvesting minerals more than 200 metres below the surface. Would-be miners are mainly targeting nickel, copper, cobalt and manganese. These “critical minerals” are essential to modern technologies including smartphones, solar panels, wind turbines and electric vehicles. But collecting them could devastate vulnerable ecosystems, say those opposed to the plans.

Previously, most eyes had been focused on negotiations at the International Seabed Authority. ISA is a UN body that regulates seabed mining in international waters under the UN Convention on the Law of the Sea. Now, TMC says that – thanks to legislation passed in 1980 – the US government has the authority to regulate US citizens’ commercial mining in international waters.

Reports indicate that US President Donald Trump could soon announce an executive order asserting his country’s right to exploit international seabeds, and allowing the National Oceanic and Atmospheric Administration – a US government agency – to give firms permission to mine.

Dialogue Earth spoke with Duncan Currie, a veteran environmental lawyer and long-time observer of negotiations at the ISA, about the announcement and what it means. Currie is a legal adviser to the Deep Sea Conservation Coalition, which advocates for a mining moratorium.

The conversation has been edited for length and clarity.

Dialogue Earth: The Metals Company’s announcement on 27 March came when you were at a meeting of the International Seabed Authority. What was your immediate reaction?

Duncan Currie: My reaction was almost shock. Anger. Frustration. Almost every country that took the floor at the ISA meeting was deeply critical of the announcement.

There are two things to add to that. One is that the US hasn’t done anything yet in response to the announcement. 

Also, the announcement has already impacted the company’s relationships with the Pacific islands. The Pacific countries, such as Nauru, that have worked with the company to explore minerals and obtain commercial mining approval under the UN legal framework, must be feeling incredibly frustrated and confused.

Were you previously aware of the US’s 1980 Deep Seabed Hard Mineral Resources Act, which TMC says gives the US the ability to approve mining?

I knew about it. But I have always seen it, as I think most commentators have, as a belt-and-braces approach, a “just in case” sort of arrangement. The legislation was there in case the US needed to invoke it as part of the Unclos multilateral scheme. It’s not there as one or the other. It was there as part of the UN scheme.

Although the US did not ratify Unclos, it did sign an agreement in 1994 to amend the deep-seabed mining provisions of the convention, after it successfully negotiated all the changes it wanted. That indicates that they were comfortable with it. Also, under the Vienna Convention on the Law of Treaties, countries that have signed a treaty have an obligation not to undermine its objective and purpose.

One legal issue lies in whether the US has persistently objected to part XI [which governs deep-sea mining]. Some in the US government would say they did in 1982 and 1983. However, the negotiations and the subsequent signing of the 1994 agreement show they are not in a position to oppose the provisions.

Can the US government unilaterally authorise mining operations via an executive order from the president?

In this context, number one, they shouldn’t do anything that undermines the provisions [of the 1994 agreement]. Number two, they are bound by customary international law to abide by Unclos.

It’s a big question whether the executive order – a US president’s directive to fast-track deep-sea mining permits – is forthcoming. The US recognises how incredibly important Unclos is to freedom of navigation, maritime boundaries and management of resources.

All of those things are governed by Unclos, which is essentially the constitution for the ocean. I think those in the US government will be very reluctant to take actions that would put in danger all those things Unclos provides.

What are the potential consequences of the US bypassing the UN regime and approving seabed mining?

A part of the problem is that it creates chaos. It creates uncertainty. I wouldn’t want to go down the lane of thinking about what will happen – because it could be quite severe. I’m still hoping that the US decides it’s a really bad idea.

Also, under international law, the metals cannot be sold. Let’s use illegal, unreported, and unregulated fishing as an analogy. When a fishing vessel violates fishing regulations, it faces consequences, including not being able to unload its catch in various ports. Its catch also cannot be sold in several countries, like the US or the European Union. Similar things would apply to metals obtained in violation of Unclos.  

Other countries involved in the mining activities could also act. For example, the deep-sea collection system that The Metal Company used in their recent mining trial is owned by a Swiss-based offshore contractor, Allseas. Switzerland would be under legal obligations to ensure its nationals do not participate in such activity.

Where does this leave The Metals Company’s chances of mining under the UN regime?

As far as I can tell, the firm hasn’t decided on whether a mining application will be made under the US legislation, the ISA or both. The CEO of The Metal Company Gerard Barron’s comments to investors explicitly left the possibility open.

We’re only two months away from 27 June, the date the company said they would lodge an application to the ISA for an exploitation contract. We’re clearly getting a lot of disputes, chaos and difficulties around this issue. All of these give a stronger reason for a moratorium or a precautionary pause on mining. So that we can have some years when countries can say: “Okay, well, let’s just take a deep breath and consider the whole matter properly.”

Regina Lam is an ocean and special projects assistant editor at Dialogue Earth, based in London. She joined in 2021 and has worked at major Hong Kong newspapers and has reported for the BBC World Service. She holds an MSc in global affairs from King’s College London. Regina is interested in global ocean governance, environmental justice and what makes compelling storytelling and robust investigation in environmental journalism. She speaks Cantonese, Mandarin and English.

This article appears courtesy of Dialogue Earth and may be found in its original form here. 

[By San Francisco Bar Pilots]

On Tuesday, the San Francisco Bar Pilots were presented with a resolution from the California legislature commemorating the organization's 175th anniversary. On April 22, 1850, during the first legislative session of the new State of California, elected officials passed laws to create the first state-licensed Bar Pilots. Since then, the Bar Pilots have continuously served the State of California and its residents by providing critical navigation services to commercial vessels in the San Francisco Bay and its tributaries. 

“For 175 years, the Bar Pilots have been hard at work to ensure that the San Francisco Bay continues to be a robust trade hub and a model for environmental sustainability,” said Sen. Timothy Grayson, Sen. Jesse Arreguín, and Sen. Scott Wiener in a joint statement. “We look forward to supporting the Bar Pilots as they oversee the San Francisco Bay and its waterways for another 175 years.”

While the work of the San Francisco Bar Pilots has evolved over the past 175 years, some things remain the same: the Pilots still board vessels 11 miles west of the Golden Gate Bridge via a traditional rope ladder. And, most importantly, their core mission still stands true: protecting the public, environment, and regional economy through the safe and efficient navigation of vessels.

“Our ports are a major economic driver in the Bay Area and the greater State of California, and these ports cannot function without the crucial work of the San Francisco Bar Pilots,” said Asm. Diane Papan and Asm. Lori Wilson, authors of the Assembly’s member resolution. “We are proud to recognize the rich history of the organization and the importance of pilotage service in the San Francisco Bay and beyond on such a special day.”

Today, there are almost 50 state-regulated pilot associations across the country that keep America’s economy moving. The San Francisco Bar Pilots are a critical component of the Bay Area's supply chain and are proud to be a part of the network of piloting professionals that are dedicated to safety, service, protection of the environment, and growth of the economy.

“It is an incredible honor to celebrate the Bar Pilots’ 175 years of service to the State of California today,” said Capt. John Carlier, President of the San Francisco Bar Pilots. “This milestone would not be possible without the scores of pilots who, for the last 175 years, have made it their life’s work to protect the San Francisco Bay through the safe navigation of the many vessels that call our ports.”

 

 

On Thursday, the U.S. Coast Guard cutter USCGC Kimball offloaded more than $200 million worth of South American cocaine at a pier in San Diego, showing the service's long-term dedication to reducing the flow of the lucrative drug to North American and overseas markets. 

The total size of the haul came to nearly 19,000 pounds (8.5 tonnes), enough for 8.5 million one-gram retail sales. The service said that the offload was a result of six separate suspected drug smuggling vessel interdictions off Mexico and Central and South America. The cutters Kimball and Forward carried out these intercepts from February through April. 

Today, the crew of the Coast Guard Cutter Kimball (WMSL-756) offloaded 18,898 pounds of cocaine with an estimated value of $214.3 million. This offload is the result of six drug interdictions executed by the crews of Coast Guard Cutter Kimball and Coast Guard Cutter Forward… pic.twitter.com/srHfO4pKVN

— U.S. Coast Guard (@USCG) April 24, 2025

The delivery follows shortly after a 20-tonne offload from the cutter USCGC James in Port Everglades earlier this month. James' crew racked up nine separate interdictions in January and February, with help from an embarked HITRON helicopter aircrew and interagency partners. 

Last month, USCGC Stone delivered another 20 tonnes to Port Everglades, and USCGC Valiant offloaded another six tonnes in Miami. 

All of these wholesale drug shipments are captured in the busy smuggling corridors between South America, Central America and the Caribbean islands. The cargoes that make it through are landed in transit nations like Honduras, Costa Rica, Guatemala, Panama or southern Mexico, and a substantial share of the arriving drugs make their way to Europe via infiltration into local container terminals. Another share of the drug flow makes its way north via overland trafficking routes to serve the North American market, via the U.S. southern border. 

Chinese electric vehicle manufacturer BYD and shipbuilder China Merchants are highlighting the delivery of the world’s largest capacity car carrier. The naming ceremony took place for BYD Shenzhen on April 22 in Yizheng, China as the new vessel prepares for its maiden voyage to Brazil.

The vessel which is part of a four-ship class designed by Deltamarin marks several key advancements in the sector. Two vessels will be constructed by CMJL Nanjing Shipyard and two by CMHI Jiangsu Shipyard. BYD Shenzhen is reported to have the largest capacity for a vehicle carrier with 9,200 standard car spaces across 16 decks. It surpasses Höegh Autoliner's first Aurora-class vessel, the Höegh Aurora, which was delivered in August 2024 with a capacity of 9,100 cars. The second of the class, BYD Changsha, was launched in March and will also have a capacity of 9,200 units.

The new Chinese vessel (16,300 dwt) also incorporates a range of technologies to increase efficiency. It is LNG fueled with high-efficiency, energy-saving main engines that provide a speed of 19 knots. It employs a Boil-Off Gas recondenser, anti-fouling, drag-reducing coasting, and shaft generators. Furthermore, it has a hybrid 1 MW battery power system and is equipped for shore power. 

 

The first of the 9,200 unit vessels will be sailing to Brazil (BYD)

 

BYD announced in 2022 its plans to launch a fleet of car carriers to build what it calls a “maritime bridge” to support its global sales growth and supply chain. The company said it would invest about $687 million to develop a fleet of eight car carriers. The first of the vessels, BYD Explorer No. 1 was delivered in January 2024 followed by BYD Changzhou in December 2024, and BYD Hefei, which was the company’s first owned PCTC. Each of the first three vessels has a capacity of 7,000 units. 

The launch of the fleet however comes as the Chinese EV industry is facing growing opposition. The European Union moved in October 2024 to impose tariffs on Chinese manufacturers after citing concerns about unfair state subsidies and potential market distortion. U.S. Trade Representative also outlined plans to impose a fee on each car landed in the U.S. from any foreign-built car carrier in addition to Trump’s steep tariffs on all Chinese imports.

BYD does not currently sell vehicles in the United States but is already the world’s largest EV company. In 2024 it reported overseas sales of 417,200 units and in the first quarter of 2025, it shipped more than 25,000 units overseas.

The new BYD Shenzhen will initially be sailed to Brazil, which the company said is one of its fastest-growing markets. It sold 75,700 vehicles in Brazil in 2024, which it said was a 328 percent year-over-year increase. 

Over the past few years, the car carrier sector has experienced strong growth compelling record orders, and the growth in the size of the vessels. Wallenius Wilhelmsen is poised to take the title for the largest vessels starting next year with its new Shaper class pure car and truck carriers. The vessel will have a capacity of 9,300 units and incorporate advancements including the capability to operate on methanol as their primary fuel. They are also being built to convert to ammonia when it becomes available as a maritime fuel.

The first six ships of the new Wallenius Wilhelmsen class are set to each have a capacity of 9,300 units. In November 2024, the company announced it was exercising an option for two more vessels and would be upsizing eight members of the class to each have a capacity of 11,300 units. A total of 14 Shaper class vessels were reported to be on order being built at China Merchants Jingling Shipyard Co.

The continuing strong growth in the cruise ship industry has helped Florida’s Port Canaveral to set new records in its current fiscal year. The port had its busiest month ever in March with a 16 percent year-over-year increase in passenger volumes coming after a record winter season and new, larger ships scheduled to homeport at the Central Florida port.

“It wasn’t long ago when we exceeded 500,000 guests in a single month. Now, with numbers like this approaching nearly a million, it’s not just remarkable, it demonstrates the strong demand for sailings from our Port. We’ve been predicting it, and we were ready for it,” stated Capt. John Murray, Port Canaveral CEO.

In March 2025, the port handled 925,994 passengers coming and going from the cruise ships. That was up 16 percent compared to a year earlier and was the second record month in the port’s nearly completed winter season. The Orlando Sentinel highlights another record in December 2024 when Port Canaveral handled 837,900 passengers.

Port officials reported to its board of directors that for the six-month period in FY 2025 they have already handled 4.42 million passengers and they are projecting the port will reach 8.4 million passengers for the full year. That is up from 7.6 million last year and in FY 2019, Port Canaveral hosted nearly 4.6 million revenue cruise passengers.

The strong passenger counts were driven by a record 16 cruise ships sailing from the port during the peak winter months. The port says that cruise ships are now operating more than 1,000 trips annually from Port Canaveral, with many being the shorter 3- and 4-day trips to the Bahamas. The port however slipped back into second place in the passenger counts after briefly topping PortMiami as the cruise industry restarted after the pandemic.

The port also reported that it was ahead of forecast for each of the first six months in the current fiscal year. That has also helped it to generate a record of just over $23 million in operating revenue in March. For the first six months of the year, the port achieved over $111 million in operating revenue.

Port Canaveral reports it has grown in popularity as a homeport, particularly for cruise guests who prefer to drive to their port. Also with its proximity to the Central Florida theme parks and attractions, the port highlights that just over a quarter of the passengers stay in the local area for pre- or post-cruise stays fueling the hotels, restaurants, and tourism industry.

Murray highlights that the port is investing millions of dollars to make sailing from the Central Florida region even more accessible and convenient. Its projects include expanded terminals, updated parking facilities, and updated technology that allows guests to get to and from their cruise faster than ever. Previously he also highlighted their early planning which made Port Canaveral the first in North America to homeport an LNG-fueled cruise ship.

While several of the ships move to other markets during the summer months, the port is preparing this weekend to welcome the new Norwegian Aqua, and this summer it will become homeport to Star of the Seas, which will be the largest cruise ship in the world. Carnivale Cruise Line recently announced it would position its newest ship, Carnival Festivale in the port in 2027 and MSC also announced that its new giant, MSC World Atlantic will be positioned in the port. MSC, Princess Cruises, Celebrity Cruises, and Norwegian Cruise Line will all deploy newer ships to Port Canaveral this winter.  

Near term, the port is looking to expand one of its existing cruise terminals. It is also working on plans to build one or more new terminals to accommodate additional growth in the cruise business while also balancing with the needs of the cargo business and its operations to support the space industry.
 

 

The NTSB released a report on a 2024 incident in which a towing vessel moving coal barges struck a vane dike on the Ohio River resulting in an estimated $1.3 million in damages to the barge, cargo, and dam rates. It found that the pilot did not effectively compensate for the outdraft current while navigating out of the locks near Louisville, Kentucky, but that a lack of communication, an inexperienced pilot, and the use of a personal cell phone contributed to the incident.

The report recognizes that the upstream section of the McAlpine Locks and Dam is uniquely difficult to navigate, even under ideal circumstances. It highlights that there have been nine reported incidents in the area involving tow vessels since January 2020, totaling over $2.7 million in property damage.

“Lock canal entrances near dams present unique hazards for vessels transiting inland rivers,” the report said. “Fast moving river water near low-flow canal waters can produce outdraft currents. Mariners should thoroughly assess the potential impact of outdraft currents when entering or exiting locking channels. Vessel horsepower and vessel handling should be carefully considered.”

In this instance, the towing vessel Amber Brittany, built in 1982 and 138 feet in length, was pushing 15 loaded coal barges along the Ohio River. On March 8, 2024, the vessel was waiting its turn to enter the McAlpine Locks when the captain was relieved by the pilot. The captain and pilot discussed the upcoming locking procedure and transit strategy. The captain recommended favoring the left descending bank to avoid the effects of outdraft. He also warned of shoaling on the left descending bank.

During the investigation, it came out that the company personnel was under the impression that the pilot had previous experience operating tows on the Ohio River. However, the pilot told the Coast Guard and NTSB investigators that he had not previously operated on the Ohio River. This led the NTSB to the conclusion that the pilot’s inexperience in a challenging location contributed to the contact. 

 

(Source NTSB)

 

An analysis of the AIS signal showed that as the tow vessel was exiting the lock area its course alerted appreciably to port. The pilot blamed an outdraft current saying he had attempted to counter it and then realizing the tow was going to contact the vane dike, attempted to land as softly as possible.

The second barge contacted the vane dike mooring cell and the tow broke apart. Ten of the 15 barges broke free and floated downstream. One of the barges ultimately sank. Another barge began taking on water and was pushed to the bank.

Further investigation however revealed that the pilot was also on his personal cell phone. Records indicated the pilot was using the phone just before the contact. The first in a series of outgoing and income text messages coincided with the Amber Brittany’s departure from the sailing line. In all, the NTSB reports that the pilot sent 16 messages starting before the contact and continuing afterward over a 20-minute period and made two outgoing calls after the contact happened. In the three minutes prior to the contact, the pilot sent three messages and received three incoming messages.

The NTSB warns that mariners should avoid using mobile devices, especially while maneuvering in unfamiliar areas of restricted navigation. 

“Using cell phones and other wireless electronic devices has been demonstrated to be visually, manually, and cognitively distracting. Talking on cell phones can have serious consequences in safety-critical situations, and sending or reading text messages is potentially even more distracting than talking because texting requires visual attention to the display screen of the device,” the report highlights.

It is not the first time personal cell phone usage has been documented during incidents. The NTSB said the pilot on the containership Ever Forward was busy on his personal cell phone when the boxship grounded in the Chesapeake Bay.  That same year a bulker and an OSV were in a collision 66 miles south of Port Fourchon, Louisiana. The master of the OSV later admitted to the NTSB that he had made a personal call using his cell phone, and was using dictation to send personal text messages. At the same time, the second officer on the bridge of the bulker was also distracted while he had begun printing updates for electronic navigation charts and digital publications.

NTSB in its role can only conclude the probable cause of the incidents. The U.S. Coast Guard and other local authorities are responsible for the regulations and disciplinary actions. The Coast Guard has also issued warnings against using personal devices which could cause distractions while navigating.
 

[By: INTERCARGO]

The International Association of Dry Cargo Shipowners (INTERCARGO) welcomes the recent decision at the International Labour Organization (ILO) to officially recognise seafarers as key workers under the Maritime Labour Convention (MLC).

This long-anticipated outcome represents a significant step in ensuring fair treatment, safeguarding seafarers' rights, and strengthening their access to medical care, mobility, and legal protections.

“This recognition of seafarers as key workers by the ILO is both symbolic and substantive — a major win for the maritime community and a direct response to the urgent calls we and others made throughout the COVID-19 crisis,” said John Xylas, Chairman of INTERCARGO. “It is an acknowledgment of the essential role played by seafarers in global trade and the sacrifices they make daily. It is also a reminder that governments must now act to implement and enforce these changes at national level.”

Throughout the pandemic, INTERCARGO was vocal in urging states and the IMO to treat seafarers as essential workers, demanding safe crew changes, prioritised vaccinations, and international collaboration. That experience has only deepened the sector’s resolve to prevent the recurrence of such hardship.

INTERCARGO also welcomes the new reference within the MLC to guidelines on the fair treatment of seafarers in cases of detention, investigation, or criminalisation. For too long, seafarers have faced uncertain legal protections in difficult circumstances.

“Seafarers must never become collateral victims of institutional inefficiencies or regulatory gaps,” said Xylas. “We urge all ILO member states and maritime administrations to follow through with effective, uniform implementation. Recognition is not enough — rights must be protected in practice.”

INTERCARGO continues to promote a responsible and respected maritime industry that offers safe, rewarding, and sustainable careers. With seafarer recruitment and retention under pressure, especially in the dry bulk sector — the largest in shipping — a global framework that supports dignity and decent working conditions is more important than ever.

“We must guarantee a fair future for our seafarers,” concluded Xylas. “They deserve no less.”

 

A project launched in 2023 by Höegh Evi and Wärtsilä’s Gas Solutions unio has completed the development of the world's first floating ammonia-to-hydrogen cracker. According to the companies, this breakthrough technology will enable floating import terminals to produce hydrogen at industrial-scale volumes from transported ammonia, marking a major step in the energy transition.

Hydrogen has been recognized as a potential key source of energy, especially for hard-to-abate industries and ammonia can be used as an efficient carrier of hydrogen. Europe plans to import 10 million tonnes of renewable hydrogen per year by 2030 according to the EU's REPower strategy. To meet this demand, Höegh Evi and others are developing hydrogen import terminal projects in Europe, with a targeted start of operations before 2030. 

As the development of the hydrogen grid progresses, Höegh Evi believes that floating infrastructure with ammonia cracking technology can unlock large-scale imports. Working with Wärtsilä Gas Solutions, and as part of Norway's green platform program, the companies sought to develop an efficient platform for cracking ammonia using a similar structure as the current floating LNG regasification terminals.

"This pioneering development of the floating ammonia-to-hydrogen cracker represents a significant leap forward in our quest for sustainable energy solutions," said Walter Reggente, Vice President of Wärtsilä Gas Solutions. “Together with Höegh Evi and our partners, we are not only addressing the challenges of hydrogen storage and transportation but also paving the way for a more resilient and flexible energy infrastructure.”

The industrial-scale ammonia cracker has a modular design that allows integration into both hybrid Floating Storage and Regasification Units (FSRUs) and dedicated Floating Hydrogen Terminals. The companies report the technology is highly scalable with a sendout capacity of up to 210,000 tonnes of hydrogen annually. Ammonia storage can range from 10,000 cbm to 120,000 cbm. 

"The floating ammonia-to-hydrogen cracker developed by Höegh Evi, Wärtsilä, and partners is a game-changer for the hydrogen economy and the energy transition in Europe. Our floating terminals and cracking technology can unlock the full potential of global value chains for green hydrogen, providing European industry with a reliable supply of clean energy within this decade," said Erik Nyheim, CEO of Höegh Evi.

The project received approximately half its budget or nearly €5.9 million (US$6.7 million) in funding from the Norwegian Government's green platform program. The ammonia cracker was constructed at Sustainable Energy's Norwegian Catapult Center in Stord, Norway. Additional partners in the project include the Institute for Energy Technology (IFE), the University of South-East Norway, Sustainable Energy, and BASF SE. 

 

The fight over shipping's carbon is far from over, even though IMO member states passed a framework agreement at MEPC 83. Many of the key details about qualifying fuels and well-to-wake measurement have yet to be worked out, and even the framework itself still has to be formally signed at MEPC 84. As different stakeholders line up to nudge the outcome one way or the other, Fortescue chairman Dr. Andrew Forrest - a leading green-fuel proponent and a major bulker charterer - has issued a call for more nations to line up behind a green transition. In particular, he singles out Saudi Arabia as a state with political sway and much to gain (not just lose) from green bunkering. 

Like several leading oil exporters,  Saudi representatives at IMO opposed an ambitious carbon regulation plan at MEPC 83. Forrest suggested that the nation's fossil-fuel-heavy economy has "tremendous potential to lead the path to full decarbonization rather than simply forestall the energy transition." He pointed to the example set by Brazil, which is striving to maximize offshore oil output but has also shown climate leadership in international forums.  

"This is a moment for bold leadership. We call on Saudi Arabia to use its influence to drive consensus, not disrupt it, and to chart a path that secures the wellbeing of its people," Forrest said. He noted the high heatstroke and fatality rate during the 2024 Hajj as an additional motivator. 

"[MEPC 83] is a major victory. It represents one of the most significant climate achievements by any heavy industry," Forrest said in a statement. "Petrostates, particularly Saudi Arabia, must be held to account if they set out to destroy – not deliver – multinational agreement and solutions to climate destruction that fossil fuel is causing."