Russia has shut down two out of three of the loading moorings at the Caspian Pipeline Consortium terminal near Novorossiysk, on Russia's Black Sea coastline. The CPC pipeline handles 80 percent of Kazakhstan's oil exports, including volumes produced by American oil majors Chevron and ExxonMobil, and it accounts for about one percent of all global oil supply. 

Last month, Russia's Federal Agency for Transport Supervision inspected two older moorings at the pipeline's offshore loading terminal. The snap inspection resulted in unspecified "violations," according to CPC.

Russian authorities ordered the two buoys taken out of service on April 1, reducing CPC export volume from 1.4 million barrels a day to about 700,000 barrels. There are no restrictions on the pipeline itself, and the third mooring at the terminal continues to operate as normal. 

The decision hasn't had an immediate effect on production within Kazakhstan, but as storage begins to fill up, operators at the Caspian's prolific oilfields will likely have to begin shutting in production. The giant Tengiz field, operated by Chevron-led Tengizchevroil, is responsible for 700,000 barrels a day of Kazakh production and could be affected.

Chevron is investing a staggering $48 billion in expanding production at Tengiz. If successful, the program could boost output to nearly one million barrels a day by mid-2025 - if the CPC pipeline comes back online. The prolific output at the field has pushed Kazakhstan's annual production past its OPEC limits, and March set a new all-time record for Kazakh oilfields. If the terminal had not been partially shut down, the CPC pipeline would have exported about 1.7 million barrels per day in April.  

  

 

As the security situation in the Baltic grows more complex, Denmark plans to bulk up its navy with two dozen new vessels and an array of unmanned systems. 

"The naval battlefield is characterized by a more complex risk and threat picture than before, rapid technological development and a Russia that has become more willing to escalate its course towards the West. Therefore, with the naval plan, we are initiating several urgent acquisitions that address specific challenges and threats that we face now and in the coming years," said Minister of Defense Troels Lund Poulsen.

The "urgent" track includes acquirting drones, unmanned units and equipment for subsea infrastructure monitoring. The risk of covert attacks on the seabed is real: NATO nations in the Baltic have experienced repeated subsea cable damage from merchant vessel anchor-dragging, some of which is believed to be deliberate. In addition, unidentified suspects blew up three of the four Nord Stream pipelines under the Baltic in 2022, an unprecedented maritime security breach.

The order list includes four multipurpose ships that can be used for maritime surveillance, pollution response and mine laying. Denmark's existing pollution-prevention vessels are nearing end of life, and "it is common sense that the [replacement] vessels can assist with naval military tasks such as maritime surveillance, monitoring of critical underwater infrastructure and mine laying in light of the security policy situation," said Minister of Public Security Torsten Schack Pedersen. 

The Danish Navy's Home Guard will also get 21 new vessels for patrol duties. Down the road, the newbuild program includes options for buying a new class of frigates and vessels for open-ocean operation in the Arctic and the North Atlantic. 

Given recent tensions over Danish-controlled Greenland, U.S. weapons systems appear unlikely to make the naval procurement list. The chairman of Denmark's parliamentary defense committee said last month that he regretted buying $3 billion worth of American-made F-35 fighters, because the U.S. could potentially shut off the parts supply chain for leverage.

"Buying American weapons is a security risk that we cannot run. We will make enormous investments in air defense, fighter jets, artillery, and other weapons in the coming years, and we must avoid American weapons if at all possible," said Rasmus Jarlov of the Conservative People's Party.

 

British energy company Ineos has completed a planned acquisition of the U.S. Gulf assets of Chinese state oil major CNOOC. The purchase gives Ineos non-operated interests in Shell's Appomattox platform and Hess' Stampede platform, along with several mature assets and supporting business units. Reuters reports that the transaction price came to about $2 billion.  

“This is a major step for us into the deepwater Gulf of Mexico, which builds on our growing energy business. INEOS Energy is all about competing in the energy transition to provide reliable, affordable energy to meet world demand as the population continues to grow. And progressing carbon storage projects," said Ineos CEO David Bucknall in announcing the deal last year. 

The deal is Ineos' third substantial investment in the U.S. energy market in three years, alongside an LNG deal with Sempra and the acquisition of shale oil assets in Texas in 2023. 

The sale is part of CNOOC's move towards exiting the U.S. domestic market, motivated in part by geopolitical risk. In 2022, as relations between the U.S. and China grew increasingly strained, CNOOC reportedly floated plans to extricate itself from Canada, Britain and the United States, according to Reuters. 

The Chinese oil company remains an important U.S. partner abroad: it holds a 25 percent stake in Exxon's Stabroek Block development off Guyana, a keystone of Exxon's future development. 

On Tuesday, a dredger working on the Rhine pulled up a large bomb dating back to World War II, prompting an immediate security response. 

The dredge Innovatie was working near the Pfaffendorf Bridge in Koblenz when the crew discovered a 500-kilo WWII bomb, which had inadvertently been hauled aboard. The bomb had two intact detonators. 

For safety, the dredge was moved to the nearby Koblenz Moselle lock. The bomb can't be safely removed, according to the Rhineland Palatinate EOD squad, so it will have to be defused on board the ship. 

Since this is an inherently dangerous operation, the dredger will be moved to a less populated area on the Moselle, on the outskirts of town. 1,000 residents will be evacuated, including staff and students at an elementary school and a daycare. The city of Koblenz said in a statement that it would set up alternate accommodations for those affected by the evacuation order. The defusing is scheduled for Friday, and the area will be cleared out by 0830.

It is the second time that workers have found a large WWII bomb at the Pfaffendorf Bridge construction site. The last one - a 250-kilo U.S. Air Force bomb - was discovered in September, and was relocated to a secure area for a controlled detonation. 

During the Second World War, Koblenz was the home of the command post of German Army Group B. Like many German cities, its downtown core was heavily bombed by the U.S. Air Force and Royal Air Force in the latter years of the war.

Bombing damage in downtown Koblenz, 1944. The Pffafendorf Bridge, where the bomb was dredged up, is visible at lower left (RAF)

USAF bombers over Koblenz, 1944 (USAF)

[By: ABS]

Increasing demand from shipowners for ABS services in Singapore has prompted ABS to invest in an expanded regional head office housing industry-leading research and development capabilities.

The opening ceremony was prefaced by a traditional lion dance and reception, which saw ABS Chairman and CEO Christopher J. Wiernicki cut the ribbon on a facility that is home to the ABS Singapore Innovation and Research Center, the ABS Global Electrification Center and one of five ABS Global Sustainability Centers.

The Science Park Drive facility will also include a new Operation Support Center to support expanded remote survey capabilities in the Pacific region.

“ABS has been investing in ensuring our capabilities in Singapore are cutting edge and able to support our clients’ rapidly evolving needs. Now we have brought them all together under one roof in a truly world class facility designed to foster collaboration and turbo charge our innovation. Our clients in the region now have one stop access to a powerful resource of specialists focused on ensuring their fleets are at the forefront of safety and compliance performance,” said Wiernicki. “Singapore is at the center of global shipping, and we are committed to investing right here in the heart of Singapore.”

The modern building brings together various ABS offices, allowing all departments to operate on one open floor plan and provides energy-efficient mechanics and collaborative spaces.

[By: Kongsberg Maritime]

Kongsberg Maritime is pleased to announce that it has secured a contract to supply an integrated package of equipment for a new Offshore Support Vessel (OSV) being built for ship owner DOF.

The new 110 metre OSV, with a capacity to accommodate 164 people, is designed by MMC Ship Design and constructed at CRIST shipyard in Gdynia, Poland. The vessel will operate offshore Newfoundland, known for its harsh environmental conditions.

It will be equipped with a comprehensive range of Kongsberg Maritime systems, including the DC main switchboard, battery hybrid system, main power generator, thruster induction motor, and distribution transformer.

One of the biggest features is the DC electric system, which offers several compelling advantages over traditional AC systems, including enhanced energy efficiency, reduced space and weight requirements, improved power quality, and better dynamic response. These benefits make DC electrical systems increasingly favoured for modern offshore vessels, particularly those focused on energy efficiency, hybrid propulsion, and advanced operational capabilities.

Kongsberg Maritime’s battery-hybrid propulsion system will comprise two 1MWh battery packs, this advanced system will be complemented by a DC electric system designed to ensure the highest operational efficiency.

With these innovations, the new ship is set to achieve fuel savings of up to 35% compared to similar vessels, marking a significant step forward in sustainable maritime technology.

DOF has also selected a range of Kongsberg Maritime technology to support its offshore operations, for navigation, automation and control systems, as well as the company’s K-Pos Dynamic Positioning system.

[By: Kongsberg Discovery]

Kongsberg Discovery is gearing up to make a splash at Ocean Business 2025, with high profile product demonstrations, a new digital innovation launch, and a range of domain experts on hand to help stakeholders navigate a future of ocean opportunity.

Get onboard
The company, a global leader in advanced underwater robotics and sensor technology, will base itself at booth N1/P2 for the duration of the show, taking place 8-10 April at the National Oceanography Centre, Southampton, UK.

Demonstrations on all three days will showcase the EM2042 Multibeam Echosounder and Seapath 385 GNSS aided inertial navigation system onboard the Fugro FTV Xplorer vessel, in addition to dockside demos with the Flexview multibeam sonar deployed on a ROV for underwater infrastructure inspection and gas seep detection.

Kongsberg Discovery has also teamed up with Saildrone to give delegates an insight into remote deep-water multibeam survey operations, with a real-time demonstration of a Saildrone Surveyor USV fitted with EM304 MKII sensors and software.

Empowering developments
Stene Førsund, EVP, Kongsberg Discovery, says it’ll add up to a “memorable three days for us, our partners and anyone that wants to get a taste of next generation ocean technology.”

Førsund continues: “Ocean Business operates as a key hub for the ocean technology community, with a broad range of stakeholders congregating to experience innovation, share knowledge and build partnerships. For us, as an acknowledged leader in the segment, it’s a hugely important arena – both to showcase the potential of our solutions and to collaborate with others looking to empower informed, profitable and sustainable ocean development.

“We’re thrilled to be there in force, with a heavyweight team of in-house experts and some really exciting demonstrations. These will provide not only ‘first-hand’ insights into the ability of our technology, but also how we work hand-in-hand with our partners and customers for optimal results in demanding operations.”

Meeting demands
Each demonstration on board the Fugro vessel will last 45 minutes, with participants getting a chance to see the lightweight, robust and powerful EM 2042 in action, in conjunction with the high-precision Seapath 385, developed specifically for demanding hydrographic surveying. The Flexview demonstration, taking place dockside at set times on each day, reveals how the latest compact multibeam sonar technology can be implemented for trusted infrastructure inspection and gas seep detection.

For delegates eager to experience the potential of remote operations, the Saildrone sessions on Wednesday and Thursday will show how Kongsberg Discovery’s deep-water multibeam sensors and software can be deployed to empower efficient, safe and high-quality autonomous surveying.

Connecting with the future
“We’re also planning on unveiling a new digital offering at the exhibition,” concludes Førsund. “This is another example of how we constantly innovate to meet market demand and create added value for our global customer base.

“Come along and chat with our expert team and you can find out more about out how we partner with users around the world to capture, process and utilise ocean data, enabling enhanced decision making, safe operations and truly game-changing ocean insights.”

To secure a place at any of the Kongsberg Discovery demonstrations, or for further information, please see https://www.kongsberg.com/discovery/campaign/ocean-business

[By: Marlink]

Marlink, a leader in managed services for business-critical IT solutions, has created Marlink Cyber, a dedicated cyber security company to address growth of cyber threats and the increasing need for compliance.

Marlink Cyber combines legacy expertise within Marlink with the skills, resources and geographic presence gained with the acquisition of Diverto and Port-IT. Some 150 experts will focus on developing and delivering the services and solutions customers need to address emerging cyber challenges.

The new company provides multiple customer benefits, including:

• Multiple Security Operations Centres in strategic global locations - including the original maritime SOC – provide proactive services to help customers understand and adapt their security posture;
• Marlink solutions and professional services support customers in demonstrating compliance with tightening regulatory regimes around the world;
• Cross-functional resources provide a co-ordinated approach, sharing intelligence for comprehensive cyber security protection across any business segment.

Remote operators in energy, maritime and humanitarian market sectors face multiple challenges in understanding security vulnerabilities, levels of safety, anticipated threats and their position relative to best industry practice. Drawing on the established NIST framework of ‘Identify, Protect, Detect, Respond, Recover, Govern’ Marlink Cyber will help them build operational resilience, comply with regulations and invest for greatest impact.

Marlink Cyber will deliver services and solutions across three principal areas of operation. Together, Cyber Security Professional Services, Infrastructure and Endpoint Security and Cyber Security Defence Centre will  provide a complete portfolio of managed cybersecurity solutions, detection and response services, vulnerability assessments, penetration testing, phishing and awareness programs, compliance and gap assessments and risk management.

“With more and more industries embracing digitalisation, Marlink Cyber answers a critical need for proactive cyber security that can help our customers address emerging threats,” said Nicolas Furge, President, Marlink Cyber. “By combining our resources into a single dedicated entity, we can ease our customers’ pain points and support their strategies with highly effective managed solutions and services.”

[By: Med Marine]

MED MARINE proudly unveils the successful delivery of its latest MED-A2800 series tugboat, a vessel meticulously constructed at ERE?L? SHIPYARD for SVITZER. The delivery was officially celebrated in Istanbul on February 20, marking a notable achievement in the collaboration between the two esteemed companies.

Named as "Iron Dove" by its proud owners, this 28-meter RAstar 2800 Escort Tug epitomizes a forward-thinking commitment to maritime sustainability, offering compatibility with an array of cleaner fuel options, including Hydrotreated Vegetable Oil (HVO), Ultra-low Sulphur Marine Gas Oil (MGO), and DMA distillate. This high-performance tug seamlessly fuses power and dependability, achieving an impressive 80-ton bollard pull. Engineered for optimal efficiency, this tug is expertly suited for maneuvering tankers, bulk carriers, and containerships. Its robust build and contemporary design guarantee reliable and efficient operation, even in challenging conditions.

Ms. Melis Üçüncü, Business Development Director at MED MARINE, expressed her excitement about this achievement: "We're really excited about "Iron Dove" because it's not just another tugboat in our lineup—it’s a step forward in our commitment for a sustainable maritime industry. It’s a great feeling to see this come to life, and we’re proud to be part of the ongoing movement towards a greener and sustainable maritime world.”

Technical specifications of the tugboat:
Length: 28.4 m
Draft: 5.7 m
Depth: 5.3 m
Beam: 13.6 m
Gross Tonnage: <500
Bollard Pull: 80 tonnes
Speed: 12.5 knots
Crew: 8 persons

The only heavy icebreaker in the U.S. Coast Guard fleet USCG Polar Star arrived back in San Francisco completing her annual deployment to Antarctica and now she is preparing for the final phase of her ongoing life extension. Commissioned in 1976, the USCG needs to keep her operation until at least 2030 when the much-delayed next-generation heavy icebreaker is anticipated to be delivered.

Polar Star departed Seattle bound for Antarctica on November 22, 2024. She traveled over 25,000 miles through the North Pacific, South Pacific, and Southern Oceans returning to San Francisco on March 30. It was a 128-day deployment to Antarctica in support of Operation Deep Freeze (ODF) 2025, the annual joint military service mission to resupply and maintain the United States Antarctic Stations.

The vessel provides heavy icebreaking capabilities to facilitate sealift, seaport access, bulk fuel supply, and cargo handling for two of three permanent U.S. research stations in Antarctica, with NSF McMurdo Station being the largest. The cutter’s icebreaking capabilities enable the safe delivery of critical supplies to sustain year-round operations and support international partnerships in the harsh Antarctic environment.

In Antarctica, this year the cutter encountered 14 miles of fast ice up to six feet thick. At a length of 399 feet, Polar Star is 13,500 tons and has six diesel and three gas turbine engines producing up to 75,000 hp. This gives her the capability of breaking through ice up to 21 feet (6.4 meters) thick and can steam continuously through 6 feet (1.8 meters) of ice at 3 knots.

 

The only USCG heavy icebreaker, 49-year-old Polar Star will start the final phase of her life extension program (USCG)

 

During this year’s deployment, Polar Star created a navigable route and cleared Winter Quarters Bay for two cargo vessels and HMNZS Aotearoa to reach NSF McMurdo Station. While operating in McMurdo Sound, Polar Star, and Aotearoa conducted an at-sea crew exchange to build a shared understanding of each vessel’s unique capabilities in the polar regions. 

At the conclusion of vessel operations at McMurdo Station, the cutter departed the Antarctic region on March 3 after 60 days. Polar Star made two logistical stops in Pearl Harbor, Hawaii, and Sydney en route to Antarctica. On its journey back to the United States, Polar Star moored in French Polynesia for a community relations stopover.

“But our work isn’t done," said Capt. Jeff Rasnake, Polar Star’s commanding officer. “As we wrap up ODF 25, we must quickly transition to the first phase of ODF 26 – heavy depot maintenance. There’s no time to waste as we work to ensure Polar Star is ready to roll into her 50th year of service.”

Polar Star will enter the final phase of its five-year Service Life Extension Project which is being conducted at Mare Island Dry Dock in Vallejo, California. It calls for recapitalizing targeted systems, including the cutter’s propulsion, communication, machinery control, and auxiliary systems, and conducting significant maintenance to extend the cutter’s service life. Each phase of the life extension has been coordinated so that operational commitments, like Operation Deep Freeze missions in Antarctica, would still be met.

According to the Coast Guard, “Completing SLEP will significantly mitigate the risk of lost operational days due to unplanned maintenance or system failures by replacing obsolete, unsupportable, or maintenance-intensive equipment.”

Next year’s Operation Deep Freeze will be Polar Star’s 29th and will coincide with 50th anniversary of her commissioning.
 

 

Fans of complex management systems tend to live and breathe the analytics of daily operations. With the help of a strong safety management system (SMS) and properly placed sensors, any inquiring manager can learn what their vessel status is with respect to things like metered engine hours, equipment usage rates, conditions of lubricants and seals, hull conditions, onboard inventory, fire suppression systems and so on.

"You can't manage what you don't measure," the quote often attributed to management wizard Peter Drucker, seems to be the philosophical maxim for fleet management – or at least for safety fleet management.

It's not a one-model-fits-all situation. SMSs often focus on different aspects of marine operations. On good days, the analytics of operations and finance are the topics of discussion. On bad days, the topic becomes a spirited discussion of a serious incident that resulted in personal injury or death. It's a scenario made even worse when the victims are those who are allowed to be ignorant of the perils of the maritime world – paying passengers on cruise ships.

EARLY DETECTION

Consilium Safety Group's SMiG system is a next-generation SMS – an integrated alarm system that incorporates fire alarms, gas and vapor detection, sprinklers, lighting, temperature monitoring and general alarms. The recent acquisition of Daspos only enhanced these capabilities.

Martin Steen, Vice President, Americas with Consilium, states, "Two-thirds of all fires on vessels start in the engine room. In most cases, they're triggered by a failure in the fuel system followed by the contact of oil with a high-temperature surface in the engine room." In an age of conventional heavy fuels, alternative fuel technologies and electric power vehicles, specialized methods must be employed for each potential threat.

Steen says, "The detection technology developed by Daspos considerably increases early detection of vapors and oil mist from a wide range of fuels."

Early Detection is Consilium's newest software service. It's not just the software's name, it's also the philosophy behind it. Designed and marketed for the ro/ro industry, the goal is alerting the crew to possible threats based on temperature changes. With heat sensors strategically placed throughout the vessel, the system can recognize thermal differences based on set ambient temperatures in specific spaces.

This is important because the crew can be alerted and investigate potential hazards prior to a fire occurring. With lithium batteries and EV cargos, uncontrollable fires resulting from thermal runaway is a worst case scenario that must be avoided. Systems like Early Detection may well be the best preemptive defense.

Consilium states that, on average, the crew will receive warning from the system four minutes ahead of a fire igniting. In the case of an engine room fire, this valuable time will enable a fire crew to dress out while the engineering team will secure the fuel, ventilation and electric sources. The preemptive notification will have the fire team well-positioned to enter the space ready to face the worst while in all probability a majority of fires will be contained prior to ignition.

In the case of EV fires, the early alert will give fire teams time to react and eliminate the chance of thermal runaway.

FIRE SUITS

Lalizas Lifesaving has developed the next-generation fire suit. With EV thermal runaway in mind, Lalizas designed, manufactured and equipped vessels with the Antipiros Fireman's Suit.

This suit provides a level of thermal protection, penetration-from-water protection and vapor resistance that is fully compliant with upcoming European standards. More than that, it gives fire teams the protection they need if they are to have more than a fighting chance at containing an EV fire. Lalizas is seeing demand increase for these suits, and with good reason. In recent years, car carriers like the Fremantle Highway and Felicity Ace experienced total loss when the fires could not be contained.

In 2018, Lalizas acquired Houston-based Alexander Ryan, forming the subsidiary company, Lalizas/Alexander. The acquisition strengthened its customer service by providing a base of operations in the U.S. "As a trusted partner and consultant, we help maritime companies ensure compliance with regulations and minimize downtime," the company states.

The Houston base is certainly doing its part. In the tradition of Alexander Ryan Marine, life rafts are managed and serviced while new products are being introduced. One such product is the Lalizas Embarkation & Pilot Ladder, which has been approved by Bureau Veritas and manufactured on premises out of the Houston location.

LIFEBOATS & LIFESAVING EQUIPMENT

Fassmer Group, headquartered on the banks of the River Weser in Berne, Germany, is a leader in passenger safety. Since 1850, well before safety management systems were even a thing, Fassmer has been leading the way in critical segments like lifeboats, davits and rescue boats.

Integrating digital lifeboat condition-monitoring is where Fassmer is now driving the industry. Ship operators that choose to partner with Fassmer can, as part of their SMS, have lifeboats with digital displays showing in real time the condition of every meaningful aspect of the vessel from smoke detection to engine sensors as well as davit and vessel-release hooks.

A passenger on a voyage should never be expecting the worst, but if it does happen Viking Life-Saving Equipment provides ferry operators with turnkey safety equipment as well as a Shipowner Agreement whereby Viking assumes responsibility for the management of the equipment. From regulatory compliance to scheduled maintenance, the Shipowner Agreement can be customized to accommodate the specific needs of the vessel operator's fleet.

Viking began in 1960 with a purpose of producing life rafts for fishermen working in the North Sea. Today, their products and services include marine firefighting, marine evacuation systems, life vests, immersion suits as well as the capability to partner with shipowners in the management of their safety systems.

DATABASE ANALYSIS

Neurocraft Data is a Microsoft Founders Hub, AI-driven company that specializes in innovative solutions for process automation and operational efficiency.

To shipowners, this means it can tap into an expansive Microsoft database that transcends industries for incident reporting and risk analysis. With the help of Microsoft-based AI, shipowners can benefit by identifying trends and prioritizing risks pertinent to each individual operator.

"Neurocraft empowers the maritime industry with intelligent systems that prioritize safety, efficiency, and compliance, enabling operators to navigate the future with confidence and precision," the company states.

Realistic and immersive training is one of the best mechanisms to prepare for underway scenarios and keep the crew safe, compliant and efficient. Neurocraft will work with shipowners to develop customized virtual reality training and simulation programs. Along with the training capabilities, it can help optimize operational capacity by integrating real-time data from ship board monitoring into customizable safety dashboards.

DECK PLATE LEVEL

At the end of the day, artificial intelligence is really just a broker of information as are safety management systems. The real management of passenger safety lies at the deck plate level with a diligent crew that is trained on the proper use of the equipment most suitable for the situation.

 

On Tuesday, President Donald Trump announced sweeping double-digit tariffs on imports from all countries, starting at a minimum threshold of 10 percent. 

The administration released a table of rates that it has calculated for 50 different foreign nations' tariffs on American goods, including the equivalent impact of non-tariff trade barriers. In a press conference Wednesday, Trump said that the U.S. would impose a tariff equal to half of each nation's rate on U.S. goods, as a "kind" discounted reciprocal charge. 

Most of the nations facing the steepest U.S. tariff hikes are developing countries in the Indo-Pacific, including Cambodia (49 percent), Laos, Madagascar, Vietnam, Myanmar, Sri Lanka and Thailand (36 percent). Vietnam and Thailand have relevance for American industry, as they have become hubs for Chinese manufacturers looking to source inexpensive labor and evade American tariffs. 

China is the most important trade partner on the list, and will be subject to a rate of 34 percent, higher than many analysts predicted. The new tariff stacks on top of a previously-declared 20 percent rate on Chinese goods, so it will bump the net rate on China's exports to a total of 54 percent.

Taiwan - which supplies most of the advanced semiconductors used in the U.S. market - will be subject to a rate of 32 percent. European goods will be subject to a flat 20 percent rate for all member states, from Hungary to Germany. 

LIBERATION DAY RECIPROCAL TARIFFS ???????? pic.twitter.com/ODckbUWKvO

— The White House (@WhiteHouse) April 2, 2025

Canada and Mexico will be treated separately from the rest of the global list, and are still subject to previously-announced 25 percent tariffs, according to the Wall Street Journal. Likewise, Russia, Cuba, Belarus and North Korea are not covered; a White House spokesperson told Axios that they were left off because they already face significant sanctions and barriers to U.S. trade. 

Some commodities will be treated differently. The new country-by-country tariff schedule does not apply to copper, pharmaceuticals, semiconductors, lumber, bullion, and "energy and other certain minerals." The semiconductor exclusion will be of particular relief for Taiwan and for U.S. tech companies.

A separate new tariff of 25 percent on all foreign-built autos takes effect immediately, with repercussions for ro/ro carriers. The administration's 25 percent tariff on foreign steel and aluminum also remains in effect.

The new tariffs take full effect on April 9, giving time for bilateral talks with affected nations. "The silver lining for investors could be that this is only a starting point for negotiations with other countries and ultimately tariff rates will come down across the board," Northlight Asset Management chief investment officer Chris Zaccarelli told the Wall Street Journal.

Some anomalies on the initial public list have attracted attention. Lesotho, a small landlocked nation surrounded by South Africa, was hit with the highest U.S. tariff rate on the schedule, 50 percent. France's island territories of Reunion, Saint Pierre and Miquelon received elevated tariffs of 37 percent and 50 percent, respectively. The list released by the White House also imposed a 10 percent tariff on the Heard and McDonald Islands, an uninhabited Australian territory in Antarctic waters. The formal list attached to the executive order is shorter, and it omits these entries. 

Stena Line, one of Europe's leading ferry companies and a pioneer with advanced designs, presented its latest thinking for Stena Futuro, a RoRo that would reduce energy usage by 20 percent or more. The company’s goal is an overall 30 percent reduction in its CO2 emissions by 2030.

“The mission is to develop the most efficient and competitive vessel possible for a specific cargo capacity, using today’s available technology. The goal is for the vessel to have the lowest fuel consumption on the market,” says Nicolas Bathfield, Project Manager at Stena Teknik, who has been involved in developing the concept.

Stena Futuro would be a 240-meter (787-foot) long RoRo vessel intended for transporting semi-trailers and cars. Stena Teknik, a resource within the group for all its business units, is exploring the full range of technologies to advance the efficiency of this next-generation vessel. The group is focused on newbuilds as well as the energy and digital transformation mostly in the maritime sectors.

 

 

Stena Line's latest concept for the new generation of vessels uses a low and streamlined design to reach its ambitions. The hull and superstructure have been optimized to achieve the most efficient use of cargo space possible. At the same time, low weight and optimized hydro- and aerodynamics are central to achieving low fuel consumption. The hull of Stena Futuro would also be equipped with an air lubrication system.

The concept for Stena Futuro also includes four 40-meter (131-foot) tall wing sails, which can be retracted when needed — for example, when passing under a bridge. Recently, Stena’s developers, together with the Swedish research institute RISE, have conducted tests and simulations of the sails’ usage to document both energy savings and how the sails affect the ship’s maneuverability and safety.

 

 

“The tests showed that Stena Futuro’s sails could potentially result in as much as 15 percent fuel savings. We also confirmed that the vessel meets all requirements for stability and maneuverability in scenarios such as sudden wind shifts or quick course changes,” says Bathfield.

The vessel would also have hybrid propulsion, batteries, and engines with low fuel consumption that can run on several different fuels. The battery system makes it ready to partly operate the vessel on electricity alone, for example, when entering and leaving ports. Solar panels will also contribute to the ship’s electricity needs. A waste heat recovery system will make it possible to reuse the hot exhaust gases from the ship’s engines to meet other onboard heating needs as well as supporting electric power generation.

Stena says the ship design will play a vital part in its future tonnage planning in the coming years. Currently, however, there is no finalized plan for the production of Stena Futuro.
 

As part of the “Zero Emission Ships Project” sponsored by The Nippon Foundation, Japan last week launched its first hydrogen dual-fuel tug. The vessel is pioneering using a high-power internal combustion engine with the industry seeking to develop expertise in the emerging sector.

The new tug was launched by Tsuneishi Shipbuilding on March 28 and is the first vessel in Japan to be equipped with a high-power output hydrogen dual-fuel internal combustion engine. It also has a high-pressure hydrogen gas storage system with a large capacity. With facilities to store approximately 250kg of high-pressure hydrogen gas, Tsuneishi says it will be possible to maintain the same operational performance as when using conventional fuel while also making use of hydrogen fuel. In the unlikely event of failure of the hydrogen fuel system, the vessel can operate with only traditional marine fuels, thus ensuring the same level of safety as conventional vessels.

“We have successfully launched our first hydrogen-fuelled tugboat. We will utilize the know-how and design processes we have developed in the construction of hydrogen-fuelled tugboats, which require high power, in the construction of further new fuel vessels,” said Nishijima Takanori, General Manager of the Design Division and Managing Executive Officer of Tsuneishi Shipbuilding Co.

 

Japan's first hydrogen dual-fuel tug with an internal combustion engine (Tsuneishi Shipbuilding)

 

The shipbuilding notes that one of the challenges for tugboats is the need to be highly maneuverable and have high engine output to assist in berthing and opera operations of large vessels. This tugboat is installed with twin 12-cylinder hydrogen-blended engines (4,400 horsepower class), which will give it the needed capabilities. The vessel will be less than 300 gross tons with a length of 38 meters (125 feet).

The plan calls for operating with hydrogen in combination with traditional marine fuels. They are targeting reducing carbon dioxide emissions by approximately 60 percent compared to conventional tugboats that use traditional marine fuels. 

To further enhance the project’s overall sustainability Tsuneishi is also incorporating “JGreeX” produced by JFE Steel Corporation, It is a green steel product that was used for all of its steel plates.

Many projects are focusing on hydrogen fuel cells instead of internal combustion engines as hydrogen remains a technology in development as a marine fuel. The Port of Antwerp-Bruges and the Savery family’s CMB.TECH launched what they said was the first hydrogen-fueled tug in 2023. Hydrotug 1 was also reported to be the largest vessel currently capable of operating solely on hydrogen. It is operating demonstrations in the port of Antwerp while CMB.TECH has developed other vessels including a crew transfer vessel using hydrogen. 
 

In a first for Maersk’s operations, the group’s terminal company APM reports it acquired the 47-mile-long Panama Canal Railway Company from Canadian Pacific Kansas City and Lanco Group. While it is the first railroad operation in the company, executives highlighted that it is in keeping with Maersk’s intermodal logistics focus.

No price was cited for the railroad which is reported to generate revenues of $77 million and EBITDA earnings of $36 million annually. The railroad was rehabilitated in the early 2000s and reports it has a capacity for trains per day and 500,000 container moves annually while it was targeting expansion to a capacity of 2 million boxes. Reprots indicate it currently moves about 300,000 boxes annually, but its volume was up 20 percent in 2023 - 2024 when the drought reduced ship transits. It also operates passenger service between Colon and Panama City.

“The Panama Canal Railway Company represents an attractive infrastructure investment in the region aligned to our core services of intermodal container movement,” said Keith Svendsen, CEO of APM Terminals.

Maersk had worked with the railroad in 2024 when it began sending containers across the isthmus by rail during the water shortage in the canal. Maersk separated one of its routes having ships exchanging boxes in Panama instead of making the transit. Some large containerships due to draft restrictions were also required to offload boxes for transit by rail during this time.

The railroad dates back to the 1850s and provided a vital cargo route long before the construction of the canal. It passed to the Panama Canal Company when the U.S. built the canal but by the 1970s was in decline. The lack of investment continued into the 1990s when it was reported the railroad was losing $4 million annually.

Kansas City Southern and Mi-Jack Products acquired the rights to the railroad in 1998 and began an $80 revitalization to relaunch the operations. They created a modern railway, but today the company calls it a non-core asset as it focuses on operations in North America after the merger with Canadian Pacific.

The sale of the railway comes as the transaction for control of the terminals at each end of the canal remains in doubt. Today, April 2, was CK Hutchison’s target date for completing the definitive deal with BlackRock and MSC’s TiL group. China confirmed it is reviewing the deal while media reports are indicating Hutchison may be reconsidering the sale after pressure from the Communist Chinese government.

Donald Trump has continued to vow the U.S. will take control of the Panama Canal to remove Chinese influence over the operation. The railroad while separate is a vital part of the overall operation and could play a vital role as an alternate route similar to the efforts in 2024 during the drought.
 

 

Police in South Korea have seized one tonne of cocaine from a cargo ship arriving from South America, the largest drug bust on record in a nation with comparatively low narcotics imports. 

The Korea Coast Guard and the Seoul Regional Customs Office received a tipoff from the U.S. FBI early Tuesday morning about an inbound shipment on a bulker. The vessel was headed for Korea and would soon be berthing at the port of Okgye, south of Gangneung on the peninsula's east coast. 

A force of 90 personnel met the vessel at the pier to carry out a search. They found 50 packages containing 20 kilos of cocaine each in hiding places on board, for a total of one tonne - more than twice the previous record. On the Korean market, the drugs would be worth about $340 million.  

                      Courtesy Donghae Coast Guard

Korean media did not name the ship, but described it as a Norwegian-flagged bulker, 32,000 tonnes in size, with a recent history of port calls in Mexico, Ecuador, Panama and China. The 32,000 GT Norwegian bulker Lunita is currently moored at Okgye, and its AIS history matches this description.

AIS data provided by Pole Star shows that the drugs likely stayed on board for a long time, through multiple port calls. Lunita called at Manzanillo in early January, followed by Guayaquil, Ecuador; Matarani, Peru; and an anchorage off Panama City, Panama. All are known ports of origin for cocaine smuggling. 

She then crossed the Pacific and called at the Hyundai steel mill at Dangjin, Korea; Wushan Port, an inland Chinese port upriver from Shanghai; Zhapu International Harbor, a minor terminal on bustling Hangzhou Bay; and then the small two-berth port of Okgye. None of these are common destinations for cocaine shipments, as the penalties are severe and the markets limited. China executes foreign smugglers, and Korean drug laws impose long prison sentences. 

Lunita's AIS trackline during the first quarter of 2025 (Pole Star)

As part of Donald Trump’s vow to stop the “really bad people,” through his campaign of maximum pressure, the U.S. today, April 2, imposed sanctions on Russian businessmen sending aid to the Houthis. Among the activities the U.S. is citing is the stealing of Ukrainian grain from Crimea and shipping it to Yemen and it included the captains of the vessel among the sanctions.

“The Houthis remain reliant on Sa’id al-Jamal and his network to procure critical goods to supply the group’s terrorist war machine,” said Secretary of the Treasury Scott Bessent. “Today’s action underscores our commitment to degrading the Houthis’ ability to threaten the region through their destabilizing activities.” 

The Department of the Treasury’s Office of Foreign Assets Control (OFAC) took action against a network of Houthi financial facilitators and procurement operatives working in coordination with Sa’id al-Jamal, a senior Houthi financial official backed by Iran’s Islamic Revolutionary Guard Corps-Qods Force (IRGC-QF). This network OFAC reports has procured tens of millions of dollars worth of commodities from Russia, including weapons and sensitive goods, as well as stolen Ukrainian grain, for onward shipment to Houthi-controlled Yemen.  

In one effort, the U.S. reports in the summer and fall of 2024 at least two shipments of stolen Ukrainian grain were involved. They report it was loaded in Crimea on board the Russia-flagged AM Theseus, also known as the Zafar, and shipped to Yemen. The vessel which is 37,300 dwt and built in 2015 was acquired in 2023 by Hong Kong-based AM Asia M6 and has switched between flags in Russia and Palau and back to Russia. 

The U.S. reports these shipments as well as other support were being orchestrated by Russia-based Afghan businessman Hushang Ghairat (Hushang) and his brother, Russia-based Afghan businessman Sohrab Ghairat (Sohrab) assisting Sa’id al-Jamal with Houthi commercial initiatives in Russia, including arms procurement. Hushang and Sohrab, at Sa’id al-Jamal’s direction, the U.S. says orchestrated the grain shipments. 

In addition to the ship manager, the U.S. is also sanctioning Russian national Vyacheslav Vladimirovich Vidanov (Vidanov) who served as the captain of the AM Theseus during some of the 2024 voyages between Crimea and Yemen, and Russian national Yuri Vladimirovich Belyakov (Belyakov) served as the vessel’s captain through the end of 2024. 

The vessel was also listed and OFAC has also identified eight digital asset wallets used by the Houthis to transfer funds associated with their activities. Hushang, Sohrab, and Sa’id al-Jamal they report use financial facilitators to conduct financial transactions in support of the Houthis’ trade ventures involving Russia. Turkey-based Iranian money launderer Hassan Jafari (Jafari) has worked with Hushang and Sa’id al-Jamal to launder dollars on behalf of Sa’id al-Jamal’s network, enabling the network’s sanctions evasion schemes.  Jafari also arranged payments worth millions of dollars in support of shipments benefiting the Houthis. 

The sanctions were announced as U.S. Central Command continues to report attacks on Houthi positions in Yemen. The last attack they highlighted was on March 31 more than two weeks after Trump launched the new campaign.
 

 

Famed Russian solo rower and adventurer Fedor Kobyakov is safely aboard the Chinese ore carrier Ore Hong Kong (399,214 dwt) after being rescued from the middle of the Indian Ocean. He was 115 days into his latest record-setting adventure when the support team advised that based on damages and equipment malfunctions on the rowboat, he needed to abandon the attempt to cross the Indian Ocean to Australia.

Kobyakov, who holds previous records including crossing the Atlantic Ocean in a rowboat in 46 days and the best 24-hour distance (110 miles), had set out from Patagonia in South America on December 5. He covered approximately 11,000 km (6,835 miles) crossing the South Atlantic in 68 days. He was south of Madagascar and nearing Reunion Island, 5,000 km (3,100 miles) from Australia with the team saying it would have conservatively taken two more months to complete the trip. They also emphasized that he would have reached Australia in winter adding to the difficulties of the journey. At 115 days it was not his longest trip, which is reported at 154 days in the Pacific.

The 73-year-old was reluctant as he had never before abandoned one of his boats. Consulting with his support team he however confirmed the weather conditions had proved extreme with cold and waves up to 40 feet resulting in the vessel experiencing multiple capsizes. His autopilot unit had stopped working, the four onboard wind indicators had failed, and his main desalination unit had failed leaving him on a backup unit.

 

Konyukhov in February 2025 as he was crossing the South Atlantic to Africa

 

Working with the National Sea Rescue Institute of South Africa, the team determined the Chinese-owned bulker Ore Hong Kong was 400 miles away from his position and agreed to undertake the rescue. When the vessel approached his position from the AIS signal, they were able to establish radio contact with Kobyakov.

The challenge remained to get him aboard the massive bulk carrier. They maneuvered the vessel close and tried a net. Then they fired a towline and Kobyakov was able to tie it to his rowboat. They pulled his boat under the stern of the dry cargo carrier and dropped a storm ladder meaning he had to climb at least 22 meters (72 feet) in his weather suit and boots. The crew also dropped lines to pull his personal effects and radio equipment on the vessel.

 

Konyukhov was rescued by Ore Hong Kong (Telegram posting)

 

Konyukhov reported it was a challenging climb even for a man who twice surmounted Mt. Everest. He got the rhythm and made it safely aboard. He was taken to the infirmary for the first days and now is in a cabin on the vessel. The bulker was sailing from Brazil to China and now Kobyakov has to wait till April 20 till the vessel reaches the port of Qingdao, China. He reports he is being well treated, getting his first nights in a bed with sheets, but the Asian food is spicy.

He was forced to abandon his rowboat. They sealed the vessel’s hatches and left the AIS transmitter going. The support team reports they are tracking the vessel as it drifts eastward toward Australia.
 

Denmark's A.P. Moller Holding (APMH), an investment company and the parent company of the A.P. Moller Group, believes that tug and towing company Svitzer has failed to gain a proper valuation from the investment community. A year after the company was spun off from Maersk, the parent company now wants to take Svitzer private in a deal valued at about 9 billion kroner ($1.3 billion).

Svitzer, which had been part of A.P. Moller-Maersk for 45 years, demerged from the shipping giant last year in a move that was described as a “natural next chapter” for the towage company’s growth journey. Listed on the Copenhagen Stock Exchange, APMH is currently the largest shareholder in Svitzer with a 47 percent stake and it is offering a 31.3 percent premium compared to the three-month volume-weighted average price for the remaining shares, or DKK 285 (approximately $41.25) per share.

APMH says that the listing has done little to create the desired platform for growth that is essential for maintaining Svitzer’s market position in a competitive and fragmented industry undergoing consolidation. If the status quo is maintained, it says this could have detrimental effects in terms of limiting Svitzer’s ability to pursue opportunities in the market.

“Since Svitzer was listed, the company has consistently delivered results above expectations. However, we have not seen this reflected in the valuation of the share, which means that the listing has not offered a foundation from which Svitzer can grow,” said Martin Larsen, APMH's chief finance officer.   

He added that Svitzer would be better supported through private ownership and that, with the financial support of APMH, the company would be better positioned to strengthen its market position and capitalize on the opportunities in the market.

Svitzer’s independent directors agreed announcing they supported the cash offer after carefully considering the offer and alternative options for the shareholders. They highlighted the offer is a 42.5 percent premium compared to the opening price on the first day of trading after the spin-off. APMH reports it has already secured support for the offer from other shareholders, meaning it now has control of 61 percent of Svitzer’s share capital. APMH requires approval from 90 percent of Svitzer’s shareholders to complete the transaction and delist Svitzer. They are targeting the beginning of May to complete the transaction. 

“We aim to secure Svitzer's market position and growth and are offering an attractive price above the highest historical closing price and well above current trading, reflecting Svitzer’s strong performance,” noted Larsen.

Upon completion of the deal, Svitzer will remain an independent firm with its current management and strategy. Svitzer recorded another solid year in its financial performance last year. Revenues rose by 8.9 percent to 6.3 billion kroner ($911 million) from 5.7 billion kroner ($824.2 million) in 2023. Adjusted earnings before interest, taxes, depreciation, and amortization (EBITDA) increased to 1.8 billion kroner ($260.3 million) from 1.6 billion kroner ($231.4 million).

Svitzer reported today that during the first two months of 2025, its revenues were up 2.6 percent while EBITDA earnings declined by approximately 1 percent. The financial performance it reported was driven mainly by positive development in the Americas operating segment, while harbor towage overall decreased by 4.8 percent. In March, Svitzer reported that it expects revenues in 2025 to grow by around 1-5 percent and that EBITDA earnings would grow by around 0-7 percent compared to 2024. Svitzer was founded in 1833 and serves approximately 2,000 customers in more than 140 ports and 40 terminals across 37 countries and said it expects to invest up to $190 million CAPEX in 2025.
 

 

The Seafarers International Union (SIU) has released a first-hand account from the crew of the product tanker Stena Immaculate, which was hit by a boxship off the UK last month.

On March 10, the Portuguese-flagged feeder Solong was on a routine coastal voyage off Hull, UK, making 16 knots on a steady southbound course. Without slowing or maneuvering, Solong rammed the port side of the anchored product tanker Stena Immaculate, penetrating two tanks.

Stena Immaculate third mate Jeffrey Griffin told SIU that he was working out on deck at the time of the accident. 

“All I could see was something big and blue heading toward us. I immediately knew, it’s not going to miss us," Griffin said. "I was front and center when it allided between the seven port and six port cargo tanks. There was a great big loud crunching noise. That was followed by a whole lot of fire."

At first, the crew responded with shock and amazement. Those inside the deckhouse and belowdecks felt the vibration and knew something was wrong. 

"It wasn't a huge jolt. I remember looking through the fog and . . . I could faintly see the white outline of the house of the other ship. And then that first fireball happened," recalled OS Benjamin Brown. 

The crew ran out hoses and began to lay down foam to suppress the flames on deck. Two officers remained forward on the bow, and the firefighting efforts were successful enough that they could slip past and get back to the deckhouse. 

After half an hour of battling the fire, the master instructed the crew to abandon ship. "I won't say we were close to putting out the fire, but we were doing well," Griffin said. "I was about to do a muster when we heard the words, forget the muster, abandon ship. 

The crew mustered at the lifeboat, and after the second mate confirmed all were aboard, they gravity-launched into the water and motored off. The bosun noted that there was burning fuel on the water surface during their escape. Despite fumes from the fire and heavy smoke, they were unharmed, and were quickly rescued by nearby good Samaritan vessels.

Griffin said that he was already prepared to ship out again. "I’m a little shaken but I’m ready to go back to work. The fire – it happened. The abandon ship – it happened. We trained for it, we prepared for it, and everybody survived, so we obviously are doing something right," he told SIU. 

Stena Immaculate's cargo will be pumped off for safety, and the ship will be towed to Newcastle for a port of refuge. One crewmember of the boxship Solong is missing and presumed dead; the master of the Solong has been arrested on negligent manslaughter charges, and Stena and operator Crowley have sued the Solong's owner for damages. 

The owner, a subsidiary of Ernst Russ, is setting up a claims fund in the UK as proceedings begin. The firm has brought a limitation of liability case in UK admiralty court, which would limit the total claims amount to the value of the ship and her cargo.