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Today — 26 February 2025The Maritime Executive

Iran's Security Forces Fight Separatists in Port City of Chabahar

26 February 2025 at 04:31

 

Fighting is continuing for a fourth day in Iran’s southeastern port city of Chabahar.

Chabahar is the principal port in Iran’s Sistan-Baluchistan province, which borders Pakistan’s Baluchistan. On both sides of the border, Baluchi separatists have mounted attacks on central government security forces, but attacks have intensified on the Iranian side of the border. Over the past six months, under the pretext of carrying out training exercises, the Islamic Revolutionary Guard Corps (IRGC) has mounted large-scale sweep operations across Sistan Baluchistan, and has suffered a steady flow of casualties.

The fighting in Chabahar broke out on February 22, when Jaish Al Adl separatists forced the evacuation of a government building responsible for the administration of rural affairs, then blew it up. Jaish Al Adl also attacked the Chabahar office of the Islamic Revolution Housing Foundation. A protracted gun battle was taking place in central Chabahar on the morning of February 25, widely shared on social media, as IRGC security forces attempted to surround a Jaish Al Adl position.

Iranian military and security forces raided a house in Chabahar, Sistan and Baluchestan, using RPGs and heavy gunfire as clashes continue.
Halvash that covers the event in the southeastern province reports the area is fully surrounded, but details on casualties or the reason for… pic.twitter.com/cWykemERkR

— Iran International English (@IranIntl_En) February 25, 2025

For external observers of Iran, it is difficult to gauge when local fighting will spread to other restive areas and spark a wider insurrection. The Iranian Crown Prince in exile, interviewed on February 25, believes Iran is already “in a revolutionary, or at the very least, a pre-revolutionary fervor," he said. “It’s escalating every day.”

But more pertinently, the IRGC – as an acute internal observer of the scene –- evidently also believes this to be the case, mounting large-scale internal security exercises, focused on border areas with large minority populations. These ‘exercises’ are a mix of mobilization rehearsals, intimidatory shows of force and an opportunity to launch pre-emptive strikes on what are thought to be forces opposed to the Islamic regime. Besides Sistan Baluchistan, these ‘exercises’ have also covered the Kermanshah area of western Iran, the traditionally restive Arabic-speaking Khuzestan across the border from Basra, and Tehran itself. The IRGC’s primary role is not defense of the country, but protection of the Islamic Revolution and its leaders, and the areas where the IRGC has exercised are the first places to look for any further uprisings sparked by the activity in Chabahar.

A particular area of concern for the IRGC appears to be the southern coastline abutting the Gulf of Oman, which has seen increased levels of both Iranian regular and IRGC naval activity.  Rear Admiral Shahram Irani, the regular Iranian Navy commander, told Press TV recently two of his five deployed flotillas were covering this southern flank from the Indian Ocean. 

The unprecedented levels of IRGC activity have been accompanied by a series of statements from the IRGC’s senior leadership.  These statements reflect concern that the country may face further attacks from Israel, but also from the United States, aimed at neutralizing Iran’s covert nuclear weapons development program.  Such statements have threatened a True Promise-3 operation, a larger scale ballistic missile and drone attack than Operation True Promise-2 launched against Israel on October 1, 2024. The Iranians have also brandished their ability to mount drone attacks from ships, and have been resupplying their Houthis allies. On the political front, the Iranian leadership has intensified its courting of allies and sympathizers, seeking to enmesh them in its defense and security arrangements.

Ocean Infinity Relaunches Search for Long-Lost Flight MH370

26 February 2025 at 03:37

Deep ocean search company Ocean Infinity has rebooted the hunt for Flight MH370, a Boeing 777 that disappeared over the Indian Ocean 11 years ago. 

In the early hours of March 8, 2014, Malaysia Airlines Flight MH370 took off from Kuala Lumpur, headed north for Beijing. The plane then reversed course and made for the Indian Ocean, and at about 0214, it passed out of radar range as it headed west over the Strait of Malacca. MH370 never arrived at its destination, and all passengers and crew were presumed lost at sea. Pieces of the aircraft floated ashore in Tanzania, Reunion and South Africa, confirming that it had crashed, but a three-year seabed search failed to turn up any sign of the wreckage on the bottom.

Ocean Infinity has agreed to undertake a new search on unusual terms: a reported "no-find, no-fee" arrangement. If it finds the wreck site, it will receive $70 million; the details of the contract are still being finalized, even though deployment and operations have already begun, Malaysian transport minister Anthony Loke told reporters on Tuesday. 

It is a high-profile test for Ocean Infinity's new low-crew survey techniques. The company has deployed the Armada 7806, a Vard-built compact survey ship designed to perform ROV and AUV search operations with less overhead and lower fuel consumption than a conventional platform. The 78-meter hulls have two moonpools for underwater vehicle deployment, and can operate ROV missions with as little as 16 crewmembers on board. 

AIS data provided by Pole Star suggests that the Armada 7806 finished her transit and arrived on station in the Indian Ocean on Monday. As of Tuesday, she was holding position and broadcasting her status as restricted in ability to maneuver, indicating AUV or ROV survey operations. 
 

Divers Find "Lost" Dutch Submarine From WWII Off Australia

26 February 2025 at 01:30

 

The wreck of a Dutch submarine that rescued survivors after an Australian minesweeper was sunk by Japanese warships during World War II has been discovered at a famous ship graveyard off the coast of the Australian city of Fremantle. About eight decades after it went missing, the wreck of HNLMS K XI has been identified and is said to be lying in 40 meters of water off Rottnest Island, outside of the well-known Rottnest ship graveyard.

The wreck was discovered by a technical diving group called Wrecksploration on January 1. The Western Australian Museum (WAM) worked in conjunction with the Dutch Cultural Heritage Agency (RCE) to identify the boat using the group's 3D model of the site. K XI is said to be one of the most significant vessels to have been discarded in or near the graveyard, which is the final resting place for about 50 shipwrecks.

K XI was built in Fijenoord, Rotterdam between 1922 and 1924 for the Royal Netherlands Navy (RNN) and was deployed to patrol waters in the colonial Netherlands East Indies (now Indonesia). Commissioned in 1925, the submarine was the first of three boats in the K XI class and one of 25 boats built for the submarine division of the RNN. At least 15 boats were deployed in the Netherlands East Indies.

On March 9, 1942, K XI's crew rescued 13 survivors from the 151 crew of the Royal Australian Navy’s minesweeping and convoy escort sloop HMAS Yarra (II) that had been sunk by Japanese warships. The 13 men had survived in rough waters for five days floating on life rafts and clinging to life through occasional spoonfuls of water and a few biscuits.

For more than three decades, WA Museum has been investigating the Rottnest graveyard, where it believed K XI was resting. When divers discovered the wreck outside of the main dumping site, RCE agreed to finance the photogrammetry work, which was developed into a 3D model and submitted to the WA Museum for identification.

“Over the decades, the use of archival sources, local knowledge, and remote sensing surveys has allowed the Museum to identify a number of significant sites in the graveyard. In this project, we compared archival records with the 3D model created by Wrecksploration to confirm that the wreck was the K XI,” said Corioli Souter, Head of Maritime Heritage at the WA Museum.

During WWII, Fremantle Harbor was the largest submarine base in the Southern Hemisphere and was the second-most important Allied submarine base in the Pacific Theatre after Pearl Harbor, with U.S, British and Dutch submarines operating from Fremantle. A total of 11 Dutch submarines operated out of Fremantle during the time period.

Archeologists say that the discovery of the wreck of K XI provides an insight into the behaviors and practices of ship dumping off Fremantle in the immediate post-WWII period. Apart from K XI, six miniature Welman two-man submarines, eight submersible canoes, four aircraft, and other military equipment are believed to have been dumped at the graveyard.

The wreck of K XI is protected by Australia’s laws as an important heritage site, meaning that divers can visit but cannot damage, disturb, or remove any part.

Russian Research Vessel Sinks in Icing Conditions in Novorossiysk

26 February 2025 at 01:22

A Russian research vessel has gone down because of heavy icing conditions at the port of Novorossiysk, Russia, according to dissident media outlet Crimean Wind. 

The small research vessel Ashamba, operated by the Shirshov Institute of Oceanology, was moored at a marina in Novorossiysk last weekend during a severe winter storm. The crew could not counter the ice buildup fast enough to avoid a capsizing, and the vessel gradually listed to port and sank. 

The risk of pollution is reportedly limited, as the vessel had a small quantity of diesel on board. The owner is deploying booms to contain any pollution, and is making plans to raise the wreck. 

The Transport Prosecutor's Office for Novorossiysk has launched an investigation into the casualty, and is looking at whether there may have been any breaches of maritime regulations. Separately, the Investigative Committee of Russia's transport division has started the process of beginning its own investigation, according to Russian outlet PortNews. 

Damaged freighter still awaiting port of refuge

According to Ukrainian sources, the aging freighter Pavel Grabovskiy remains stuck near the port of Azov because local authorities refuse to provide a port of refuge. 

On February 16, the 46-year-old Grabovskiy began taking on water through a hole in the hull while under way in the Sea of Azov. Tugboats were deployed to provide it with assistance, and Russian authorities assert that the situation is stable. 

Petro Andryushchenko, head of Ukraine's Center for the Study of Occupation, told Channel 24 that the freighter is still stuck at sea after more than a week. 

"Apparently, the situation is much more serious, but they are trying not to disclose it, given the recent tanker accidents in the Black Sea. As of yesterday, the ship was in a roadstead near the port of Azov. Its repair in the open sea is much more difficult than in the port, but it was not allowed to dock," said Andryuschenko.

Designs for NYK’s Ammonia Bunker Vessel Advances

26 February 2025 at 00:51


As the industry prepares for the commercial introduction of the first ammonia-fueled marine engines, efforts are continuing to develop the infrastructure that will be needed to support ammonia at scale as a fuel for the maritime industry. Japan’s NYK Group (Nippon Yusen Kabushiki Kaisha) working in partnership with Seatrium and its design company LMG Marine, is reporting a groundbreaking step in advancing the sector.

The group’s design for an ammonia-fueled ammonia bunkering vessel has passed the next key milestone in its development. ClassNK reviewed the design engineering developed by LMG and issued the next Approval-in-Principle for the project. The partners report the design will now be submitted to the Maritime and Port Authority of Singapore for evaluation. Singapore hosted the first ammonia bunkering operations and certification program in early 2024 for the converted offshore support vessel developed by Fortescue. 

The AiP certification validated the ammonia-fueled ammonia bunkering vessel design’s compliance with stringent safety, technical, and environmental standards. LMG Marin provided design capabilities, leading to a Hazard Identification Study (HAZID) for design validation. The comprehensive HAZID conducted was instrumental in ensuring optimal safety, performance, and operational reliability. 

The partners report the vessel design incorporates the consortium's two key features to ensure safety and operational reliability. It uses ammonia fuel dual-fuel engines from IHI Power Systems and a bunkering boom by TB Global Technologies. The bunkering boom features a unique technology called the High Speed Ammonia Purging Emergency Release System (ERS), which enables a reliable and efficient disconnection between vessels in an emergency.

NYK is already at the forefront of ammonia-fueled shipping. In 2024, it completed the conversion of its pioneering LNG-fueled tugboat Sakigake into an ammonia-powered vessel. It completed one of the first ammonia bunkering operation which used truck-based delivery and the vessel is now demonstrating operations in Tokyo Bay.

The effort to develop an ammonia bunker vessel began several years ago. In September 2022, the project received its first AiP certification based on a 3D model.

NYK said the design for the bunker vessel is an essential contribution to developing the infrastructure needed for ammonia bunkering. The designs will be reviewed by the authorities in Singapore, which already is one of the world’s largest bunker ports, and seeks to be a hub for innovation.
 

Buyers Alliance Launches Large Tender to Support E-Fuel Container Shipping

26 February 2025 at 00:19


The buyers' alliance established in 2023 to spur demand for decarbonization in shipping officially opened its second, larger tender for shipping services this time requiring the use of the e-fuel. It comes as the first contract which was awarded to Hapag-Lloyd for low-emission shipper services is set to kick off in 2025 and run into 2026.

The concept behind the initiative known as ZEMBA (Zero Emission Maritime Buyers Alliance) and facilitated by the Aspen Institute builds demand by aggregating the shipping needs of members ranging from Ikea and Nike to Levi Straus and Electrolux. Over forty major manufacturing and consumer brands are currently members of the alliance. The group launched its first tender in 2024 saying the goal was to accelerate commercial deployment of clean energy powered shipping. By aggregating demand, they are enabling economies of scale and building lead-edge demand to encourage the shipping and fuel industries to pursue their initiatives.

Under the first tender, well-known brands including Amazon, Patagonia, Bauhaus, New Balance, Nike, REI, and others agreed to purchase over one billion TEU miles on the route between Singapore and Rotterdam in 2025 and 2026. Hapag as the winner of the tender agreed to provide an independently certified and exclusive waste-based biomethane service.

The second tender launched today and accepting proposals through the spring of 2025 shifts to a focus on e-fuels. ZEMBA reported in October 2024 that a survey of the industry found sufficient predicted supply of both e-methanol and e-methanol-capable vessels in the container segment to support ZEMBA’s focus on e-fuel deployment. They noted however that many producers remained at the pre-FID stage, casting doubt on whether those projects would begin production on projected timelines and, related, if e-fuel-capable dual fuel vessels would actually run on e-fuels without spurring demand.

With the second tender, ZEMBA intends to aggregate approximately 86 billion tonne nautical miles of demand for the emissions abatement associated with e-fuel-powered shipping to be deployed starting in 2027. This equates to 1.5 million TEU transported across the Pacific by e-fuels, assuming a benchmark distance of Shanghai to Los Angeles and projects enabling companies to abate approximately 500,000 metric tonnes of greenhouse gas (GHG) emissions, subject to final commercial details.

“Getting e-fuel-powered shipping on the water for the first time through this collaborative forward procurement will be a huge technical and commercial innovation milestone for the sector,” said Ingrid Irigoyen, President and CEO of ZEMBA.  

A qualifying bid for ZEMBA’s tender will be a proposal from a containership carrier or consortium for e-fuel-powered shipping for three to five years, starting around 2027. All bids must demonstrate at least a 90 percent lifecycle emission reduction for the primary propulsion of the vessels compared to a high-emission fuel baseline. 

ZEMBA will select the best proposal(s), and after vetting and commercial negotiation, members will enter bilateral contracts with the winner(s). For this tender, ZEMBA is open to the potential of multiple winners. Results of the second tender are expected to be announced by the end of 2025.  
 

French-Cypriot Team Unveils a Resident AUV System for Reef Monitoring

25 February 2025 at 23:53

 

Researchers in France and Cyprus have debuted an autonomous drone sub system that is designed to reside on reefs and monitor environmental conditions on long timescales, without human intervention for recharging or maintenance. 

The "EONIOS" project, a joint effort between French AUV builder Arkeocean, the Cyprus Marine and Maritime Institute (CMMI), Cypriot tech firm SignalGeneriX and consultancy Lanego, unveiled a micro-USV "swarm" system on Monday at a press conference in the resort town of Ayia Napa. France's ambassador to Cyprus, Clélia Chevrier Kola?ko, was the guest of honor and keynote speaker. 

The AUVs are paired with a docking system for recharging, and will provide 24/7 monitoring. Each drone can stay on station for up to a month at a time, thanks to the charging dock. The system incorporates swarming technology to allow the mini-AUVs to communicate and act together, and should be much less expensive than tethered solutions. 

The testing phase is under way at the Ayia Napa marina, but the first real deployment for the drone subs will be at an artificial reef off Limassol, off Cyprus' south coast. The cement-based reef structure will contain the docking station, as well as a transmitter that will allow the AUVs to send information back to shore. 

The AUV system also has potential applications in defense, an Arkeocean executive told AP, as it can loiter for long periods and operate without detection below the surface. 

New Stena Bulk Joint Venture to Expand Nigerian and West African Oil Trade

25 February 2025 at 23:12

 

A new joint venture is seeking tankers as it plans to modernize and expand the regional oil trade from Nigeria and into West Africa. Stena Bulk reports it is forming the partnership with offshore operator Caverton Marine and the Nigerian National Petroleum Corporation (NNPC) Shipping.

It comes as the government of Nigeria is calling the country the Africa's largest economy and highlighting its efforts to expand on its position. They highlight the country's strategic location, growing population, and ambitious infrastructure developments which they said are creating new opportunities for shipping companies.

By establishing a world-class tanker operation, the partners said they aid to meet the immediate logistical needs while also contributing to Nigeria's long-term economic diversification and growth. Stena Bulk’s President & CEO Erik Hanell said it part of the company’s strategy to expand presence in key growth markets.

The new tanker operation will serve Nigeria and West Africa's regional and global crude oil, refined product and LNG shipping requirements. Additionally, the new company will cater to other oil producers and traders, offering the strategic advantage of a modern fleet, strong financial backing, and maritime pedigree and heritage.

“This strategic partnership marks a significant milestone in NNPC's commitment to modernizing Nigeria's maritime infrastructure,” said Panos Gliatis, Managing Director of NNPC Shipping.

The partners report they will explore options to create a modern and efficient fleet of tankers, comprising both new and existing tonnage depending on market factors and commercial opportunities in the region. The companies will evaluate opportunities for both vessel acquisitions and long-term charter arrangements.

Panama Canal to Build New Water Resource to Protect Against Future Droughts

25 February 2025 at 22:38

 

The Panama Canal Authority is pushing forward with a key project to expand its water resources for canal operations while also emphasizing the vital trade role of its operations. The authority is taking the necessary steps to prepare for the future ignoring the threats from Donald Trump.

Media reports indicate an uneasiness standstill after Panama hosted the visit by U.S. Secretary of State Marco Rubio. Panama took some public moves including serving official notice on China that it was withdrawing from the Belt and Road initiatives while also emphasizing the country’s sovereignty. 

The Panama Canal Board of Directors at the end of last week approved the next critical phase of the canal with the authorization to move forward on a new man-made lake to supply water for residents and the operations of the canal. It is a key component of the water management plan developed in Panama in responses to the 2023-2024 drought that severely restricted canal operations.

They report that the project will become one of the decade’s most significant public investments. The board authorized moving forward with the necessary resources for the construction of the lake in the Indio River Watershed. The project is expected to start by 2027 and take up to six years.

“This project is a key element in Panama’s comprehensive solution for the water challenge, significantly increasing the storage capacity of this vital resource,” the board said announcing its decision. “It represents a significant step towards canal sustainability, reliability, and competitiveness, for the benefit of all Panamanians and global trade.”

 

Hoegh Aurora on her recent transit (Panama Canal Authority)

 

They report the Water Projects Program was created to guarantee water supply for over 50 percent of the country’s population, nearby communities, and canal operations, as well as to foster other productive activities across the country. The resolution also includes funds allocated for compensation, resettlement, and support for families and property owners who may be affected by the project. 

The water project is designed to advert the next drought, which officials had said could come within four years without intervention. They are seeking to maintain the momentum that has returned to the operations.

The canal also highlighted a new record for the transit of the largest vehicle carrier. The new Hoegh Aurora (25,500 dwt) delivered in 2024 with a capacity for 9,100 vehicles made the transit on a trip from China, South Korea, and Japan before heading to Jamaica, Mexico, and the U.S. Gulf Coast. It surpassed the previous record which was set in 2016 by the Hoegh Target, which has a capacity of 8,500 vehicles.

The Canal Authority emphasizes the important trade role of the operations and the need to maintain fair administration. They are working to strengthen the operation to continue deal with the increasing size of vessels and the anticipated volume.
 

Video: French Navy Carries Out Rare Shock Trial on New Frigate

25 February 2025 at 22:11

 

The French Navy has carried out a rare "shock trial" on one of its new frigates to evaluate its resilience to near-miss explosions. It is the first time that the service has performed one of these tests in years.  

Video released Tuesday shows that the service set off a substantial underwater explosion just off the starboard beam of the frigate FLF Courbet. Unlike the U.S. Navy, which conducts shock trials while the ship holds position, the Marine Nationale had Courbet under way at a slow bell when the explosion went off. 

#Expérimentation | La résistance de la FLF Courbet face à l’explosion d’une mine navale !????
Cette expérimentation appelée "essai de choc" a été réalisée pour évaluer la résistance du bâtiment et des équipements à une explosion importante, dans un contexte de hausse des menaces. pic.twitter.com/bG4kWfwOUI

— Marine nationale (@MarineNationale) February 25, 2025

The Marine Nationale said that the purpose of the trial was to prepare the vessel and crew for operations "in a context of increasing threats." The idea of the shock trial dates back to WWII, when the U.S. Navy found that near-miss explosions from naval mines could damage or disable mission-critical systems, taking the target vessel out of action - even if it managed to evade a direct hit.

The U.S. Navy uses a series of up to four "shots" for each trial, typically performed with the first-in-class vessel shortly after delivery. The maximum shock intensity occurs in the third shot, and is equal to two-thirds of the maximum shock design value of the ship. The test process is expensive, typically costing tens of millions for preparation, evaluation and post-shock repairs. 

In the past, full-ship shock trials have revealed design flaws with components that previously passed rigorous testing standards. As an example, early testing of the Flight I Arleigh Burke-class destroyer USS John Paul Jones led to significant shock-hardening revisions, which were tested seven years later aboard the Flight IIA USS Winston Churchill. Though Churchill did worse overall on the test, many systems that had been revised performed much better than the first time - and the second test led to significant upgrades and QA checks on all Flight IIA hulls. 
 

Video: S.S. United States Tow Passes Florida After Clearing Rough Seas

25 February 2025 at 21:33

Liner aficionados are enjoying images and videos coming in as the s.s. United States continues her tow from Philadelphia to Mobile, Alabama. For the first time in a generation, they are seeing the liner at sea and despite years without maintenance, she is still casting her famous profile.

The nearly 1,000-foot liner encountered some difficult weather conditions off the Virginia coast over the weekend which forced the tug, Vinik 6, to “hove to” to wait out the worst of the weather conditions. The captain of the vessel, Mike Vinik is posting comments and doing media interviews describing the tow as the experience of a lifetime.

Vinik told Fox 10 TV News in Mobile that they had encountered 45 mph winds and 14-foot seas on Saturday. He said the liner had gone into the wind forcing them to slow the tow. The ship is attached with an anchor chain and approximately 1,800 feet astern of the tug. At one-point, Vinik said they however were nearly alongside with the liner having turned sideways to the tug.

 

 

Once the weather abated, Vinik reports there were making speeds of between six and seven knots and sometimes up to eight knots. The tow plan projected speeds of five to six knots. Vinik maneuvered the tow to avoid the strongest elements of the Gulf Stream to aid the tow, but reports as they got south the weather has consistently improved.

At one point they encountered a unique phenomenon, “sea smoke.” The air temperatures were in the 30s or 40s Fahrenheit while sea temperatures were 80 to 85 degrees as they entered the Gulf Stream region. The liner also had “escorts” of a sort, including a whale and great white shark.

 

 

The tow is progressing ahead of schedule with the ship off passing central Florida midday on Tuesday, February 25. Vinik said in his interview they would reach the Florida Straits late tonight or early tomorrow morning. Fox 10 is reporting the liner could reach Mobile on March 5.

Vinik reports that they will position the liner into Mobile and handoff to local tugs to dock the ship. Previous reports said it will be backed up the Mobile River to the remediation facility. Work will continue removing contaminants and residual oil to prepare for the reefing.

Fans of the famous liner, which still hold the title as the fastest to cross the Atlantic, are for now enjoying the final look at its profile. Once it arrives in Mobile, the funnels, radar mast, and cargo kingposts will all be removed. They also plan to remove all the windows and portholes before the hull is reefed near Destin, Florida in 2026.
 

Wrong Container Weights Led to Stack Collapse on U.S.-Flagged Boxship

25 February 2025 at 20:49

The Verified Gross Mass (VGM) regulation that took effect in 2016 was supposed to cut down significantly on the risk of misdeclared weights in container shipping, which can cause stack collapses and dangerous stability issues. A recent incident involving a U.S.-flagged boxship shows the potential hazards that still exist if incorrect weights are entered in booking systems and if containers aren't reweighed before loading. 

In early 2024, a booking agent for cargo departing California was preparing a reservation of 40 container slots for the February 3 sailing of the U.S.-flagged boxship President Eisenhower. One of the containers was flagged as overweight, so the agent split the booking into one heavy container and 39 other containers. The weight info for the new entry for 39 containers didn't automatically populate, so the agent typed in the cargo weight for all 39 boxes - as 2.5 tonnes. When including the weight of the empty container, this yielded a total loaded weight of about six tonnes for each container, and this number was recorded in the booking system. In actuality, the real total VGM reported by the shipper on the bill of lading was between 25-29 tonnes, nearly five times as heavy as what the agent put into the booking system. 

On February 2, 2024, these containers were loaded aboard President Eisenhower at the Port of LA's Fenix Marine Services terminal. The majority of the boxes were stowed in the upper tiers of bay 42 on the port and starboard side, a few bays forward of the deckhouse. They were not reweighed at the terminal, nor did the STS cranes at the pier have the ability to weigh in motion during loading. The Eisenhower's chief mate performed stability calculations and draft measurements with the (incorrect) loading information supplied, and passed all routine presail checks. Early the next day, Eisenhower got under way for Oakland. 

On the morning February 6, Eisenhower arrived off Oakland and shut down the main engine to drift while awaiting a berth. Wind and sea conditions gradually increased through the day, rising to 20-knot winds and 12-foot swells. The boxship was rolling up to 18 degrees in these conditions.

At about 2130 hours, the AB on duty saw "smoke" in the air on the port side. The third mate sent the AB forward to check on the cargo, and the AB found that a stack of containers was missing from the port side of bay 42. The smoke was suspended powder from collapsed containers: a total of 23 had gone over the side, and another 10 were damaged. The collapse caused an estimated $630,000 in cargo damage and $105,000 in damage to the vessel; luckily no one was hurt. 

Later analyses by the ship operator found that the improper loading configuration with the heavier-than-declared boxes would have produced excessive forces, large enough to break the lashings in bay 42. "The vessel would not have sailed with that configuration, had it been known," the company told NTSB. 

The booking agent has changed its computer system to automatically capture the VGM from the shipper's original booking, and it now requires individual verification of all VGMs under 10 tonnes. 
 

Indonesia Arrests Pertamina Oil-Shipping Executives in $12B Corruption Case

25 February 2025 at 20:07


Indonesia’s Attorney General’s Office revealed the details of an ongoing corruption case that they allege cost the state $11.85 billion (193.7 trillion rupiahs) and ran for at least five years between 2018 and 2023. Seven executives were arrested Monday night, February 24, including the CEO of the oil company Pertamina, CEO of the shipping company Pertamina International Shipping, the director of one of the retail operating units of the company, and executives from other companies including a terminal operator.

The Deputy Attorney General for Special Crimes said the investigation had been launched in October 2024 and based on their finding they believe there had been a series of acts of corruption that harmed the state. They interviewed 96 witnesses, as well as experts, and extensively reviewed documents. 

They detailed an elaborate plot that they said involved rejecting domestically supplied petroleum and reducing the capacity and readiness of domestic refinery capacity so that domestic petroleum production was not fully absorbed. Indonesian law requires that the company first source domestic supplies before importing petroleum for domestic needs. The charges contend the executives were rejecting domestic crude oil products saying they did not meet specifications, although they either did or could have been refined further.

The conspirators are alleged to have exported domestic oil labeled as not meeting standards. At the same time, they imported oil products for domestic use. 

The charges further allege there was price manipulation and a criminal conspiracy to fix pricing. They imported oil to make up for the needs but reportedly brought it in at a lower quality than stated and blended it in the storage tanks.

The CEO of Pertamina International Shipping is alleged to be a conspirator in the corruption case. The AG’s office found that there was a markup on the shipping contracts. They allege the state paid a fee of 13 to 15 percent which was illegally generating profits from the transactions. 

Among the individuals reported detained were Yoki Firnandi, CEO of Pertamina International Shipping, and Riva Siahaan, CEO of Pertamina, the state-owned oil and gas company. A total of seven executives were taken into custody with media reports indicating they are facing up to 20 years in prison if found guilty. Each could also be fined one billion rupiah, approximately $61,000.

The company issued a statement saying that it was ready to cooperate with the ongoing investigations. It called for the “presumption of innocence,” while saying it would respect the investigation. 


 

Barging Ahead

25 February 2025 at 17:31

 

[By Pat Zeitler]

Tugs and barges are the ox and cart of the maritime world. They have one purpose and that’s to move loads.

Throughout a bustling 2024, this basic concept was not lost on the U.S. mariner. While some tugs move ships, like the new electric harbor tug eWolf, others move heavy-lift barges like Donjon’s assets in response to the Francis Scott Bridge collapse in Baltimore. Still others work in tandem with  barges like Crowley’s ATBs (articulated tug barges).

While a global naval superpower, the U.S. is not exactly a commercial maritime superpower. It  has a surprisingly low number of flagged commercial deep-draft vessels. It does, however, possess a strong and robust tug-and-barge industry.

Like the ox and cart in days of old, U.S. tugs and barges are a key supply chain element that is often taken for granted. The good news is there’s a sense of innovation and accomplishment throughout industry. Companies like Carver Marine Towing are working to reduce the deficit of skilled maritime labor while Crowley and Suderman & Young are making concerted efforts to eliminate emissions by committing to electric power. 

We may look back at 2024 and recognize that this was a banner year for the U.S. tug-and-barge industry.

Special Operations: Carver and Donjon

In 2014, Carver Marine Towing was launched by purchasing a tug and barge with the original purpose of delivering raw product to their laydown yard at Coeymans Industrial Park south of Albany, New York on the Hudson River. The logistical void experienced by Carver Sand and Gravel was not an anomaly.  The void was real and endured by companies along the Northeast coast. 

Ten years later, Carver Marine Towing has grown to a fleet of 10 tugs and over 40 barges.

Carver’s diverse barge fleet includes small work floats, inland deck barges, hopper barges and even ABS-classed offshore deck barges. It’s worked on the Portal North Bridge project for AMTRAK, transported beer tanks via the Erie Canal to the Genesee Brewing Co., the oldest brewery in New York, and supported the turnkey operations that the Carver group of companies has become known for. 

Carver Marine Towing was busy in 2024 and seems set to remain that way for a while. It’s growing, but with a tempered and responsible rate of progression. It recognizes the labor crunch that exists in almost all maritime sectors and has decided to address it with an ambitious plan to train from within. In most instances, an inland mariner will begin as a deck hand or barge hand without any formal training or licensing. From there, new mariners acquire through on-the-job training the skills and maritime acumen they need to become Carver’s future towing masters, mates and deckeneers (able-bodied seamen who also work in the engine room).

Donjon Marine, headquartered in nearby New Jersey, is a tug-and-barge operator skilled in marine salvage operations, the Francis Scott Key Bridge collapse being a case in point. 

“Due to the size and scope of the operation,” says President & CEO John Witte, “Donjon mobilized 95 percent of our substantial marine response fleet in response. In short, we had 10 tugs, 25 barges, three derrick barges and two dredges plus a crew of over 75 experienced and trained marine response specialists working for over three months on a 24/7 basis to open the access channel in Baltimore.”

Witte is also the current International Salvage Union President, reflecting the company’s – and his own – prominence in the industry.

Donjon’s self-defined specialty is “non-traditional towing,” and it has the human assets and capital resources to command the market in that category. With nearly sixty years of operating experience, the Donjon team is at home in close quarters, shallow water and situations of high current. When it comes to its core service, Donjon is a first call for marine casualties.

Already a leader in dredging and marine salvage, Donjon continues to explore opportunities to expand its role in the marine industry and beyond. With the creation of Donjon Shipbuilding & Repair, the latest addition to its family of services, Donjon controls the largest shipyard of its kind on the Great Lakes, utilizing years of experience and knowledge to meet the needs of an ever-growing industry to provide shipbuilding, drydocking, ship repair, barge construction, vessel conversion, repowering, maintenance, steel fabrication, steel assembly and other related services through the Great Lakes region and beyond.

Looking Forward: Crowley Maritime and Suderman & Young Towing

Crowley Maritime Corporation has come a long way from its inception. In 1892, Thomas Crowley utilized a row boat to shuttle light cargo and passengers to and from tall sailing ships anchored in San Francisco Bay. By the turn of the 20th century, Crowley had acquired motorized launch vessels as well as tugboats and barges. Crowley had a fleet and a growing business.

Over a century later and still family-owned, Crowley is an international logistics company with a business model heavily predicated on the services provided by its tugs and barges. 

They include the codependent maritime asset configuration known as ATBs. Shrewd cargo brokers will choose to charter an ATB when they require a cargo capacity comparable to that of a small tanker yet also need a vessel capable of advanced maneuverability. Crowley’s fleet includes eighteen ATBs with operational speeds of 12 knots and ranging in cargo capacity from 100,000 to 327,000 barrels.

Another key component of Crowley’s fleet is the ship-assist or harbor tug. Crowley’s fleet of harbor tugs operates throughout the West Coast from San Diego to Puget Sound. In early 2024, Crowley took delivery of the eWolf, an all-electric harbor tug, for operation in the port of San Diego. With 4,200 horsepower and 70 tons of bollard pull, the 82-foot eWolf packs more power to the punch than its diesel-powered predecessor.

The eWolf is powered from a shoreside microgrid that has been customized to power electric cranes as well and to provide shore power for conventional vessels. This zero emissions prototype may very well be the model of the future.

Houston-based Suderman & Young Towing provides ship-assist services throughout the Texas coastal ports. This past October, it issued a press release stating it had been selected as a sub-recipient of the U.S. Environmental Protection Agency’s Clean Ports Program to construct a zero-emission tug for use in the port of Corpus Christi – exciting news and a good sign that Suderman & Young as well as the port of Corpus Christi are leveraging new technology in a way that will ensure future sustainability and commercial efficiency.

Future Focus?

Who knows, maybe the future of the U.S. maritime industry is not in deep-draft commercial shipping but with the mariners working tugs and barges. 

The optimist will see that the future for U.S. mariners is one where they are working on electric tugs to build the U.S. waterways infrastructure, responding to first-call marine casualties and doing ship-assist work.

In short, 2024 might be the year that the U.S. created the blueprint for a zero emission tug industry centered around servicing deep-draft, foreign-flag petrochemical vessels.

Pat Zeitler works at The Ocean Corporation in Houston.

Taiwan Detains Suspicious Ship Linked to China After Offshore Cable Damage

25 February 2025 at 15:50

 

Taiwan’s Coast Guard Administration confirmed it has detained a suspicious vessel for further investigation as the country’s telecom provider Chunghwa reported operations of one of its offshore cables had been interrupted. The vessel which is believed to have Chinese ownership but is flying the flag of Togo was directed into port where it was boarded for investigation.

Taiwan had reported in January that it was increasing its offshore surveillance and patrols in response to a perceived threat from Communist China. The island nation experienced a cable outage in January 2025 which it said might have been caused by another ship related to China and in 2023 lost communications links to one of its small offshore islands after another cable was severed. The Navy started a new tracking system to identify suspicious vessels focusing they reported on ships flying a flag of convenience.

The Coast Guard had been deployed to investigate the vessel which is showing an identity of Hongtai 168 after the monitoring system observed the vessel anchored since February 22 approximately six nautical miles off the fishing village of Jiangjun in southwest Taiwan on the Taiwan Strait. The Coast Guard reports a shore station had attempted to contact the vessel seven times since it anchored offshore but received no reply.

Today, February 25, at just after 0300 local time the vessel was observed starting to move away from its anchorage in a northwest direction. At approximately the same time, the Coast Guard was asked to investigate after Chunghwa Telecom reported its main subsea cable to Penghu was apparently severed and it had switched to a backup to maintain communications.

 

Taiwan Coast Guard boarded the vessel after it was directed into port (Coast Guard Administration)

 

The Coast Guard intercepted the vessel but was unable to board it due to high seas and a high freeboard. Two additional vessels were dispatched to assist and the Togo-flagged ship was directed into Anping Port where it arrived at midday and was boarded for further inspection.

The vessel appears to have been built in 2006 and previously reported ownership by Chinese interests. It is 1,800 dwt.

Taiwanese officials are questioning the identity of the vessel. They reported there was a crew of eight Chinese nationals aboard who said the vessel was Hongtai 168. That name is painted on the hull as well but the AIS signal is broadcasting Hongtai 58. Officials are calling the vessel a “makeshift ship,” but they believe it is backed by Chinese capital.

They noted that while there is an apparent break in the cable it is unclear if it was intentional sabotage or an accident. Further investigations are underway to clarify the circumstances.
 

Liberian Registry Welcomes Kyle Hurst as Senior Vice President

25 February 2025 at 13:05

[By: Liberian Registry]

The Liberian Registry, the world’s largest ship registry, is proud to announce the appointment of Kyle Hurst as the Senior Vice President of Fleet Communications and Technology.

Kyle brings over three decades of experience in the maritime industry, with a career dedicated to developing, implementing, and managing vessel and satellite communication systems. In his new role, he will oversee fleet satellite systems, GMDSS (Global Maritime Distress and Safety System), and other communication technologies. Kyle's role will also involve collaboration with leadership within the Registry, where his expertise will aid in addressing commercial and regulatory matters, ensuring the fleet’s communication technologies are in full compliance with international standards, and building new systems to cope with the technological challenges of the future.

“This is an exciting time in the maritime industry. There are numerous challenges in improving existing systems in safety and security, but also with future challenges like S-100 and Marine Autonomous Surface Ships (MASS), it is a great time for me to join the world’s biggest and best ship registry.”

Prior to joining the Liberian Registry, Kyle spent the past decade at Iridium, leading key elements of their maritime business strategy, developing the positioning and managing product readiness for new-generation products and services. A major part of this was the recognition and development of the Iridium GMDSS, a historic program that broke a 30-year monopoly on GMDSS and brought significant improvements to this pillar of maritime safety. Before that he was at INMARSAT, working on their global maritime market development and developing ground-breaking technologies such as the introduction of FleetBroadband which was the genesis of IP technology within the global maritime industry. Kyle also has extensive experience in fisheries management, marine enforcement, and served in the military.

“Kyle’s appointment reflects our commitment to investing in top-tier talent. His contributions to the maritime industry and his innovative vision for the future of fleet communications and safety align with our mission to provide the best services to our clients. We look forward to seeing the positive impact of his leadership,” stated Alfonso Castillero, CEO of the Liberian Registry.

Kongsberg Hugin Superior Completes U.S. Navy Acceptance Testing

25 February 2025 at 13:00

[By: Kongsberg Discovery]

Kongsberg Discovery successfully completes acceptance testing of a HUGIN Superior Autonomous Underwater Vehicle system for the Defense Innovation Unit and U.S. Navy.

Only one year after being awarded a 24-month frame contract for Large Diameter Unmanned Underwater Vehicles (LDUUV) by the Defense Innovation Unit (DIU), KONGSBERG completed acceptance testing and delivery of the first HUGIN Superior Autonomous Underwater Vehicle (AUV) for this customer.

A valuable asset for the U.S. Navy

This final testing was completed at the beginning of the year in Norway. The vehicle will now go on to provide real-world operational relevance and enhance the undersea capabilities of the U.S. Navy.

Impressed by the pace

The completion of this effort is a testament to DIU’s commitment to fulfilling its mission of accelerating the adoption of commercial technology for national security. In the last year, the DIU team performed a rigorous technology assessment which culminated in the order and delivery of a highly capable HUGIN AUV system in a short time.

“KONGSBERG is excited to be expanding our relationship with the U.S. Navy and provide the cutting-edge capabilities that come standard with our HUGIN Superior AUV system. We applaud the DIU team for enabling this transfer of capability to the warfighter at an accelerated pace and look forward to valuable operator feedback and continued partnership to further evolve our product line,” said Rich Patterson, Vice President of Sales, Uncrewed Platforms Division.

A cutting-edge tech for underwater

KONGSBERG’s HUGIN Superior is a proven AUV system that has been in active use by both commercial and military customers since 2019. It provides immediate operational capability for Subsea and Seabed Warfare (SSW), Intelligence Preparation of the Operational Environment (IPoE), Mine Countermeasures (MCM), and inspection of critical undersea infrastructure at delivery with no required modifications. With full ocean depth design, an endurance of over 70 hours, a navigational accuracy of <0.04% of distance traveled, and multiple mapping and imaging sensors, it leads the large AUV market in reliability and capability.

KONGSBERG has an extensive history of developing AUVs. From the first HUGIN dive in 1993 to the record-breaking multi-week mission of HUGIN Endurance last summer, HUGIN continues to be the gold standard of AUVs on the market. HUGIN is tightly integrated with KONGSBERG acoustic sensors, autonomy, navigation, and battery technology resulting in a finely tuned system that produces the highest quality data.

NorthStandard, CORE POWER and Lloyd’s Register Call for UK Action

25 February 2025 at 12:55

[By: NorthStandard]

New paper proposes framework to support UK development of advanced, safe, small nuclear reactors as a reliable and scalable zero-emission maritime power source.

The UK is well positioned to lead the safe development and deployment of new nuclear power systems for commercial ships and Floating Nuclear Power Plants (FNPPs), according to a new report from CORE POWER, NorthStandard and Lloyd’s Register (LR).

Technology company CORE POWER, global marine insurer NorthStandard and maritime professional services provider LR have jointly published Advanced Maritime Nuclear: A unique opportunity for the UK. The new paper sets out a policy framework for the UK Government to support the deployment of advanced small nuclear reactors on commercial ships and FNPPs.

The Department for Transport should include nuclear-powered shipping and FNPPs in an updated Clean Maritime Plan (CMP) and long-term nuclear strategy, the report argues.

Global shipping currently depends on fossil fuels for close to 99% of its energy consumption, but the International Maritime Organization (IMO) is aiming for its greenhouse gas (GHG) emissions to reach net zero by around 2050. However, alternative fuels options (including biodiesel, methanol, hydrogen and ammonia) face major cost, production, transportation and use challenges.

In the foreword to the paper, Lord Mountevans comments: “The UK has the skills, expertise, and history of innovation to lead the development of nuclear-powered shipping. By leveraging our decades of experience with small reactors for the Royal Navy, we can decarbonise maritime transport, create jobs, and strengthen Britain’s position as a clean energy world power.”
 
The UK pledged to triple nuclear energy generation capacity at COP 28. The Civil Nuclear Roadmap to 2050, published by the last government, envisaged nuclear technologies, from Advanced Small Modular Reactors (A-SMRs) to large-scale nuclear plants as part of the UK’s energy mix. These new, safe and advanced nuclear technologies in modular designs, which allow for straightforward manufacturing and regulatory approval processes that enable dramatic energy efficiency gains for global shipping. NorthStandard’s participation in the new paper reflects the role commercial insurability will play in future nuclear operations in the civil maritime space, particularly to cover shipowners’ liability.

Paul Jennings, Managing Director, NorthStandard, commented: “The ability to commercially insure nuclear propelled ships will be vital to the success of bringing nuclear to maritime.  It is important that governments understand the need for a civil marine nuclear liability convention within the framework of IMO and work towards creating an appropriate liability regime.”

With the right investments and policies, the UK can develop a multi-billion-pound industry according to the report. In addition to zero pollution, nuclear powered ships would not rely on shore power in port and could even feed electricity into the grid.

FNPPs could also be used to alleviate the issues surrounding shore power and expensive connections to the UK national grid.

CORE POWER’s founder and CEO, Mikal Bøe, said: "History has shown that there has never been a great naval power that wasn't also a great maritime power. Maritime nuclear is the catalyst that can reverse the trajectory of the British shipping sector, creating unique competition to Chinese shipbuilding and ocean transport. The UK has been at the centre of global shipping for centuries, and this report reinforces that maritime nuclear power is not only necessary to improve the energy effectiveness of shipping dramatically but also a £2.5 trillion economic opportunity. Over time, the cost of inaction will far outweigh the cost of being the champion in this rapidly emerging market.”

Commenting on the launch of the research paper, Andy McKeran, LR’s Chief Commercial Officer, said: "As nuclear technology advances toward maritime applications including Floating Nuclear Power Plants, global regulatory alignment is crucial. Existing frameworks must be updated to reflect modern reactor designs and operational needs. The UK has the expertise to lead these efforts at the International Maritime Organization (IMO) and with the International Atomic Energy Agency (IAEA), setting the foundation for safe, insurable, and scalable nuclear-powered shipping."

Together, CORE POWER, NorthStandard and LR aim to expand on the potential role for safe and sustainable nuclear technology within the maritime industry at the next London International Shipping Week (LISW) in September 2025.

Advanced Maritime Nuclear: A unique opportunity for the UK can be downloaded here.

Ship Managers Make Changes to IMO Net-Zero Framework to Avoid Legal Action

25 February 2025 at 12:45

[By: InterManager]

Ship managers have expressed concerns in connection with the International Maritime Organization’s future net-zero framework and have suggested concrete changes which they believe would make the proposals more effective.

Acting on behalf of the global shipmanagement sector, InterManager, the international association for ship managers, has submitted a proposal to the next meeting of the IMO’s Marine Environment Protection Committee (MEPC83) to suggest important changes.

The submission warns that, in its current form, the greenhouse gas (GHG) proposal doesn’t properly account for the involvement of a third-party International Safety Management (ISM) Manager.

Highlighting that roughly 20% of the global fleet is operated by a third-party technical ship manager as the ISM Manager, the submission asserts the need for further refining to make it applicable in practice and to avoid future national implementing acts being open to inevitable and avoidable litigation by ship managers. 

In comparison to the charterer and shipowner, the ship manager has no material influence over the GHG intensity of a ship. Ship managers have no say regarding the type of engine powering the managed ship, nor whether sails, solar, fuel cells or other installations are installed on board. Such choices are decided exclusively by the shipowner. 

“Ship managers are not consulted and, in addition, have no influence as to which fuels are procured and supplied to any of the managed ships, neither contractually nor in practice. The matter is negotiated between the shipowner and the charterer and agreed in the charter party agreement for the ship, together with speed and consumption, the remaining significant parameters impacting on its GHG intensity,” the submission states. 

However, the current proposed draft amendments to MARPOL Annex VI on the IMO net-zero framework suggest making ship managers the sole responsible entity for penalties related to GHG emissions. InterManager says this clearly misidentifies the ship manager as the polluter to be held responsible and penalised which, as well as being factually wrong, could lead to legal challenges. 

Further, by assigning liability for compliance fees to the ship manager, they in turn, are forced to ask shipowners to provide upfront financial security to cover potential risks of insolvency or defaults. This forces significant amounts of equity to be tied up in security, limiting cash flow available for growth or investment in new ships.

InterManager President Sebastian von Hardenberg commented: “We Ship managers are fully committed to playing our part in shipping’s journey to net zero. However, when it comes to the GHG intensity of a ship, ship managers have no say whatsoever in any of the decisions that result in material impact; they are not even consulted. In shore terms, we are the Facility Managers, not the Factory Owners.

“In taking our points into consideration, the IMO can develop a more practical and equitable framework for decarbonisation that is supported by all stakeholders within the shipping industry,” he said.

Yesterday — 25 February 2025The Maritime Executive

Bound4Blue Installs Three Sails on an EPS Product Tanker

25 February 2025 at 04:26

 

[By bound4blue]

bound4blue has completed the installation of its breakthrough eSAIL® suction sails on tanker vessel Pacific Sentinel with a streamlined single-stop process for Eastern Pacific Shipping (EPS) at Besiktas Shipyard in Turkey during a planned drydocking.  

Three 22-metre, DNV Type Approved eSAILs® were installed on the 50,000dwt Pacific Sentinel in under a day per unit, as planned. The installation took place during a scheduled vessel drydock, with preparatory work completed in advance. The fully autonomous wind-assisted propulsion system (WAPS) will help the vessel reduce overall energy consumption with forecasted energy consumption savings of around 10% depending on vessel routing, slashing OPEX and emissions to air, while also enhancing regulatory compliance. 

Fast-track, single-stop benefits 

The installation heralds a landmark in numerous regards, signifying EPS’ first step into wind-assisted propulsion – as a continuation of its ambitious decarbonisation programme - while also marking bound4blue’s first tanker installation. The Spanish-based wind pioneer has undertaken a fast-track “single-stop” process, ensuring minimal vessel downtime with all work undertaken during planned vessel maintenance at the shipyard.  

The fast-track, single-stop installation combined vessel groundwork, such as fitting pedestals for the eSAILs® and welding, with the simultaneous preparation and programming of the sails. This efficient approach helped minimize installation time. 

David Ferrer, Co-founder and CTO, bound4blue explains: 

“We’re committed to helping shipping companies, such as EPS, embrace clean, proven, wind power in the simplest, most cost efficient and effective manner. Thanks to our collaboration with shipowners, operators, shipyards, and other key partners in all installations carried out by bound4blue, we have achieved a quick, robust, and high-quality deployment procedure. In this case the vessel and sails were fully prepared in advance, ensuring they could be lifted and bolted into place without extending the planned time at the yard.” 

Easy advantages 

Ferrer adds that the nature of the eSAIL® unlocks further advantages for cost, weight savings and efficiency on what could otherwise have been a demanding task: 

“The fact that this is an MR Tanker creates unique challenges in terms of ATEX zones and air draft limitations, but the eSAILs® simplicity is the ideal solution.  

“It allows for non-EX-proof units, which streamlines the process, and reduces CAPEX, while their high performance achieves substantial savings without requiring excessively large sails, eliminating the need for tilting mechanisms and allowing for compatibility with the vessel's existing air draft. It is, we believe, an ‘easy’ way for such vessels, and many other demanding shipping segments, to access the compelling commercial, regulatory and environmental advantages of wind power.” 

Ensuring regulatory compliance  

The installation was also completed in collaboration with the American Bureau of Shipping (ABS), ensuring compliance with the highest classification and safety standards. Achieving a ‘wind-assisted’ notation played a key role in verifying the structural integration of the eSAILs® with the vessel while aligning with regulatory frameworks such as the EU ETS, CII, and FuelEU Maritime. 

Sustainable partnerships 

bound4blue has installed its solution on five vessels, with many more in its growing order book. EPS, which signed the agreement for the Pacific Sentinel in February 2024 and has now successfully completed this installation, further extended its collaboration with bound4blue in December 2024 through a new agreement for the installation of three eSAILs® on an MR tanker under construction at New Times Shipbuilding in Jiangsu Province, China. This installation is scheduled for late 2025. 

Speaking of the collaboration with bound4blue, Mirtcho Spassov, Decarbonisation Manager at?EPS, comments: “We are committed to reducing emissions across our fleet by embracing cutting-edge green technologies, including wind-assisted propulsion. We need the right partners to achieve meaningful impact, and we’ve found bound4blue, with their proven technology and solutions-driven approach, to be an excellent match. This successful installation is testament to our partnership, and we look forward to harnessing the benefits of wind propulsion in support of our drive to decarbonise. We look forward to completing our second installation later this year.” 

Delivering progress 

The eSAIL® units work by dragging air across an aerodynamic surface to generate exceptional propulsive efficiency. The technology is suitable for both newbuilds and retrofitting across the huge majority of vessel segments, including, but not limited to, Tankers, Bulkers, Ro-Ros, Cruises, Ferries, Gas Carriers, and General Cargo vessels.  

eSAILs® help shipping companies simplify compliance, and achieve advantage, with regulations including EU ETS, CII and FuelEU Maritime, while offering a typical payback of less than five years. 

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