The worst fears of Chile's cherry growers have come to pass: Chinese customs authorities have rejected a huge shipment that got stranded at sea when the Maersk Saltoro broke down in the Pacific. About $60-130 million worth of cherries were stuck on board the vessel, and some or all of them will have to be thrown away. 

Maersk Saltoro, a sister ship of the Dali, was chartered to Maersk and was deployed on the seasonal "Cherry Express" run from Chile to China. Cherries sell well during China's Lunar New Year celebrations, and the special-purpose boxship rotation handled about 17,000 containers of Chilean fruit this year. 

Unfortunately, about 1,300 of those containers were aboard Maersk Saltoro. The boxship broke down in the Pacific in January, about 500 nautical miles off Pohnpei.

Maersk Saltoro drifted for three weeks, and only resumed her transit after a team of technicians came out by tugboat to join her and make repairs. The breakdown delayed the arrival of the cherry cargo until after the lucrative Lunar New Year sales window: She arrived in port 28 days late, long after peak seasonal pricing had subsided. 

The shipment's value now appears to be much reduced: Although the cargo stayed refrigerated throughout the voyage, a substantial share was in spoiled condition on arrival. Chinese customs initially rejected the entire shipment and ordered it destroyed or re-exported, but the Chilean Cherry Committee has been in talks with customs officials in order to optimize the quantity slated for disposal.  

Chinese customs officials will inspect every container, and all those marked as inedible will be taken to a designated disposal site, according to FreshPlaza.

Maersk Saltoro previously drew attention last year when U.S. officials boarded it in Baltimore to conduct an inspection. The vessel is a sister ship to the Dali, the boxship that lost power and destroyed Baltimore's Francis Scott Key Bridge. 

 

The Scottish government may be closing in on a deal to lease the brand new ferry Spirit of Tasmania IV from the Tasmanian government for the purpose of housing refugees, according to Australian media. The controversial arrangement would provide an interim commercial charter for the ferry, which cannot be put to its intended use until a new terminal is built at Devonport.

Local outlet Pulse Tasmania reports that lease negotiations are now "advanced" and the details may be released soon. Tasmanian Premier Jeremy Rockliff has refused to disclose the status of the talks or any of the terms, and declined to rule out the signing of a lease. "When there is an outcome, we will release the details of that outcome," he told ABC Australia, adding that any negotiations are up to state ferry operator TT-Line. 

"We have been clear that we are seeking to secure a lease agreement that provides the best value for Tasmanian taxpayers. If this does not eventuate, the ship will be relocated to Tasmania," a spokesperson for the Tasmanian government told Pulse. 

Spirit of Tasmania IV is already in Scotland at the Port of Leith, awaiting next steps. If the deal is concluded, she would be used to house Ukrainian refugees at the same seaport. She has about 300 cabins, fewer than the Scottish government's previous berthing vessel, the ferry Victoria.  

Tasmania's political opposition has called for suspending the Scottish lease talks and bringing Spirit of Tasmania IV to her home port right away, along with sister ship Spirit of Tasmania V. The shoreside improvements at Devonport will not be ready until 2027, but in the interim the ferries could be used for homeless housing in Tasmania, suggested opposition politician Andrew Jenner. "There are more than 2,000 Tasmanians who are without a home. Spirit IV could house most of them," he told ABC. "Why is that not the priority for the government?"

 

Costamare which calls itself one of the leading owners and providers of containerships and dry bulk vessels for charter announced a plan to split its operations into two publicly-traded companies. The move reverses a strategy launched just four years ago to take the long-time containership owner into the dry bulk segment.

The company has been in business for 51 years and focused recently on containerships. It currently has a fleet of 68 owned containerships with a total capacity of approximately 513,000 TEU. The ships sail for well-known carriers ranging from COSCO, Evergreen, and Yang Ming to Maersk, MSC, Hapag-Lloyd, and Zim. In its year-end 2024 financial report, the company highlighted contracts had been fixed for 96 percent of its containership capacity in 2025 and 69 percent in 2026.

Costamare surprised the industry in June 2021 reporting it had decided to enter the dry bulk sector. At the time they called it a liquid sector with strong fundamentals that would provide enhanced return opportunities for shareholders. Management pointed to a low orderbook and demand that was being driven by increased infrastructure spending and commodity consumption.

The position in dry bulk was launched with the acquisition of 16 vessels in 2021. They ranged between 33,000 and 85,000 dwt, with an average age of 10 years.  Today, Costamare owns 38 dry bulk carriers with a total capacity of approximately three million dwt and has a total of 51 bulkers on its operating platform.

The company reported income of more than $290 million for 2024, but the markets for containerships and dry bulk have moved divergently. Last year, demand for containerships was very strong while analysts have questioned the prospects for segments of dry bulk. Bulkers operate on short-term charters with the company reporting in late 2024 and early 2025 that it executed over 50 charters.

The new strategy calls for a spin-off of the dry bulk business into a standalone company that will include the vessels and the operating platform. It will also trade on the New York Stock Exchange. The original company will retain the containerships and its Neptune Maritime Leasing operation.

“The board believes the proposed separation will unlock the inherent value within the two companies, which have unique growth prospects and investment opportunities,” according to the announcement. In addition to creating two pure-play investment opportunities, the transaction they said would provide a simplified structure. Management they said would have an enhanced focus on the individual business and the companies would have improved financial flexibility.

 Terms of the spin-off have not yet been set and the transaction requires final approval from the board of directors. Costamare said the spin-off is expected to be completed as soon as practical within this calendar year.

A Bulgarian bulker has rescued 34 fishermen from a burning vessel off the coast of Sri Lanka, according to the shipowner. 

Eleen Armonia, a 2008-built bulker owned by Eleen Marine, was under way from Singapore to the Cape of Good Hope when the crew spotted smoke from a burning vessel at a position about 500 nautical miles to the south of Sri Lanka. The small vessel had no AIS identification, and did not have a strong radar return. 

The captain of Eleen Armonia diverted to assist. In a long series of evolutions, the crew of the bulker rescued all 34 Indonesian nationals aboard the fishing vessel, identified as the Hasil Abadi 28. The fire was extinguished, though the vessel is likely a total loss; no injuries were reported. 

Eleen Marine contacted the owner of the fishing vessel and learned that the firm had several other vessels in its fleet operating nearby. The crew were provided with food and medical care, then transferred to one of these sister ships, and the Armonia proceeded on her way. 

"This incident serves as a powerful reminder of the unbreakable bond among seafarers worldwide," Eleen Marine said in a statement. 

 

Twelve days after the containership MSC Baltic III (33,767 dwt) lost power and was driven ashore in Canada during a winter storm, the Canadian Coast Guard reports the vessel cannot be safely refloated. Weather continues to hamper the efforts of the Coast Guard and a private salvage team with the latest update reporting they are focusing on the fuel and other possible contaminants aboard.

The vessel was abandoned on February 15 after it was driven onto the rocky shoreline of western Newfoundland. A helicopter rescued the crew.

Since the 679-foot (203-meter) vessel went ashore, winter storms have continued to impact the area. The Coast Guard says teams are frequently unable to get aboard the ship and the weather is hampering some of the water operations. They are monitoring the ship from shore and the air.

At the beginning of the week, they reported that divers have confirmed that there were significant breaches or holes in the hull below the waterline. The vessel has settled firmly to the seabed and so far, they have not found significant breaks about the waterline. However, pictures have shown some deformations in the hull and the possibility of a crack.

 

A crack appears to be forming to the right in the photo and deformations had previously been seen midship (Canadian Coast Guard February 24 photo)

 

“Given the vessel’s current condition, it cannot be safely refloated,” the Coast Guard writes in its updated issued late on February 27. “The initial focus will be on the removal of the fuel and cargo.”

Based on the urgency of the situation, the Coast Guard says it is looking at alternatives including repairing an old road and all-terrain vehicle trail that could be used to reach the remote location. They told The Telegram newspaper that the road would need upgrades to handle heavy equipment and tractor trailers. The Coast Guard is also looking at building an access point from shore to the bow of the vessel the newspaper reports.

The surveys have confirmed that there are approximately 1.7 million liters of heavy fuel oil and marine gas on board. While no pollution has been observed, there are concerns over a potential breach. One of the steps being explored is pumping the fuel to shore because it may not be possible to get a salvage vessel alongside.

MSC initially advised the Coast Guard that the vessel had approximately 470 containers aboard, over half of which were empty. The others are carrying items such as food, lumber, and paper supplies. In the latest updates, the Coast Guard said however eight containers with polymer beads (nurdles) have been marked as a priority for removal.  

The Coast Guard says that there are materials aboard considered dangerous goods in shipping terms, such as the nurdles as well as flour and whiskey. Nothing aboard however is hazardous under normal conditions.

The biggest issue is the race against time to reduce the risks as the winter storms are likely to persist in the region and further batter the vessel.

 

The U.S. Coast Guard has ordered a container terminal in San Juan, Puerto Rico to stop handling ammonium nitrate - a dangerous cargo that can explode under the wrong conditions - until it installs proper firefighting equipment. 

The Coast Guard has long had concerns about the Puerto Nuevo Terminal (PNT) facility's alleged lack of firefighting capability for handling dangerous goods, specifically including a requirement to have fire hydrants every 300 feet and a sufficient water supply to run them. Sector San Juan worked with the terminal's management to encourage them to bring their operations into compliance with Coast Guard regulations, and eventually handed PNT a hard deadline of October 8, 2024 to comply or lose its permit to handle dangerous cargoes. PNT did not, according to Sector San Juan, and its permit was revoked. 

After the revocation, PNT brought in temporary firefighting equipment as an interim solution, and Sector San Juan renewed the permit to allow cargo operations to resume - with restrictions. However, during a routine visit, Coast Guard inspectors found that PNT was violating the terms of those restrictions, resulting in a full suspension of the permit "to ensure the safety and security of the port and surrounding waterways." 

If PNT still doesn't comply, according to Sector San Juan, it now faces a fine of nearly $120,000 per day for violations - and the possibility of prosecution for a Class D felony, with fines of up to $500,000 for a company (and possible prison time for individuals). 

Puerto Nuevo Terminals (PNT) is a 50/50 joint venture between Luis Ayala Colon and Saltchuk-owned Puerto Rico Terminals. It is now one of only two container terminals in San Juan. The JV was approved by the Federal Maritime Commission in 2019; at the time, the FMC had serious concerns that the combination of the two terminals would reduce competition in Puerto Rico and increase prices for consumers, and though a majority voted for approval, the commission said that it would continue to monitor PNT closely. 

Yet another major U.S. offshore wind farm is being delayed with the executives citing the uncertainties created in the market since the election of Donald Trump. Portugal’s EDP Renewables reported as part of its earnings that it will be taking an impairment charge despite the fact its project off Massachusetts is fully permitted and while saying the company still believes in the project.

The lease for Southcoast Wind (originally known as Mayflower Wind) was awarded in December 2018 and the project is under development in a joint venture between EDP Renewables and Engie. The wind farm was selected in the tri-state solicitation in 2024 with Massachusetts and Rhode Island agreeing to split power from the 2.4 GW project. In one of its final acts, the Biden administration approved the construction plan for the wind farm on January 18, 2025.

As part of its year-end financial reports, EDPR said today, February 27, took an approximately $139 million impairment charge in the fourth quarter of 2024 as it postponed the project. Final negotiations were underway with Massachusetts, while financing and the interconnects were in place, and the company said it had an “attractive” power purchase agreement.

Construction on the U.S. wind farm was expected to begin in 2025. The company had previously projected the wind farm which would be located 30 miles south of Martha’s Vineyard and 20 miles south of Nantucket would be completed by 2030. The new timetable does not anticipate starting construction until 2029.

“That’s a slightly worst case scenario,” Miguel Stilwell d’Andrade, chief executive of EDPR told analysts during the investment community conference call. He said the company was still working on the project getting it “ready to go,” but that it has “taken the more prudent approach,” anticipating a delay.

The company told the analysts that it does not intend to abandon the project but it is the “prudent approach given recent executive orders and permit reviews.” Further, it cited the slow pace of approvals in Europe noting that it would be reducing its pace of investments in renewable capacity in 2025 and 2026. 

The joint venture company, Ocean Winds, also holds earlier stage leases in the United States for Bluepoint Wind in the New York Bight and Golden State Wind off California. The company is active in a total of eight countries and highlights that it continues to make progress on its projects in Europe and Asia. It was also granted a feasibility license by the Australian Government in 2024.

EDP Renewables follows moves by several other developers adjusting their U.S. projects. France’s EDF reported last week that it was writing down its investment in the Atlantic Shores project planned for New Jersey. Shell had earlier said that it was exiting the project joint venture. 

BP also withdrew its application for the transmission system connections for its Beacon Wind project. Vineyard Offshore, which is a U.S.-based affiliate of Copenhagen Infrastructure Partners, also reported it would be reworking its plans for Vineyard Wind 2 after Connecticut failed to move forward with power agreements.

Other U.S. projects currently under construction, including Vineyard Wind 1, Coastal Virginia, and Revolution Wind are proceeding. The uncertainties center around projects with permits and those currently under review by the U.S. Department of the Interior. Trump ordered that the projects be reviewed and imposed a moratorium on leases and reviews on his first day in office.
 

 

Two of the UK’s labor unions are striking against tug operator Serco Marine which provides vital services to the Royal Navy at five bases across England and Scotland. The job actions and strikes began earlier this month and now a second union, Unite, reports that its members have also voted to start a series of actions in early March.

The strikes are unusual because Unite and the other union, Prospect, are not disputing their contracts or striking for higher wages. Both unions, however, are demanding that Serco consult with them as part of ongoing negotiations with the Royal Navy for a new service contract for Serco. The company is currently in talks with the UK’s Ministry of Defence about the renewal of its 10-year contract. 

Serco took over as the service provider for the Royal Navy at its bases at Devonport, Portsmouth, Faslane, Great Harbour Greenock, and Kyle of Lochalsh after the Royal Maritime Auxiliary Service was privatized in 2008. Serco provides towage activities, bunkering and watering, tank cleaning, passenger services, trial work, munitions, and nuclear safety activities for the Royal Navy.

Both unions report that in the past their members were consulted during the contract negotiations. Unite highlights that it represents approximately 300 tugboat and marine services crews, which is about half of Serco Marine’s workforce. Many of the individuals transferred to Serco during the privatization with Unite reporting these people have between 20 and 45 years of experience.

Unite contends the new contract is valued at £1.2 billion, but it believes the Royal Navy is seeking to reduce the contract by £250 million, which Unite says is putting 100 jobs at risk. The unions believe their members can provide critical insights into the operations. Unite, however, alleges the cuts could include reducing the number of tugs handling nuclear submarines from six to four, which it says would be a violation of nuclear safety legislation.

Promise, which mainly provides services at Faslane, Portsmouth, and Devonport, began the strikes with a 24-hour stoppage on February 3. Since then, it has been taking actions short of a strike, which include adherence to work rules and a ban on overtime.

Unite plans to join the strike with tug masters, boatmasters, and bargemasters stopping work for 24 hours on March 6. The following day, March 7, technical managers, workshop managers, senior engineers, junior engineers, tank cleaners, and technicians will strike for 24 hours. Then on March 10, all shore grades, office, workshop and shore staff, mates, able seaman, fuel supervisors, barge operatives, and pilot boat crews will stop work for 24 hours. Unite is also banning overtime and will adhere to work rules starting on March 6. Unite also said further actions would be scheduled if the dispute is not resolved.

Seco told UK media that it has regular engagement with both of the unions and that it was disappointed by the decision to strike. They emphasized that this is currently no change in the services provided under the Royal Navy contract.

The Royal Navy and the Ministry of Defence told the media that it is an internal dispute between an employer and its unions. They contend that Royal Navy operations would not be impacted.

 

 

On Thursday, the Senate Armed Services Committee held the first confirmation hearing for President Donald Trump's nominee for the next Secretary of the Navy, the financier, political donor and art collector John Phelan. Phelan testified on his views of the Navy's most urgent problems and fielded questions from committee members, providing detailed answers to questions about specific programs and describing the need to reform contracting processes. 

If confirmed, Phelan would be the first Navy Secretary in recent memory without any professional experience in or with the military. It would also be the largest management role of his career: at the Navy, he would oversee a sprawling global enterprise with 340,000 active-duty servicemembers, 100,000 reservists, 220,000 civilian employees, over 50 base installations, and a supply chain of overstretched and over-budget contractors. (Forecast layoffs and cost-cutting at the Pentagon level may reduce the service's head count in the near term.)

In the hearing, Phelan pitched his outsider status as an asset. "The Navy and the Marine Corps already possess extraordinary operational expertise within their ranks," he said. "My role is to utilize that expertise and strengthen it, step outside the status quo and take decisive action with a results-oriented approach."

Phelan acknowledged the serious challenges facing the Navy, including the hard fact that it risks losing dominance on the high seas. China's overwhelming advantage in shipbuilding and heavy investment in fleet modernization have made the PLA Navy the largest naval force by tonnage in the world. Its surface combatants are backed up by the world's largest merchant fleet and a growing inventory of antiship ballistic missiles. 

"Every shipbuilding delay, every maintenance backlog and every inefficiency is an opening for our adversaries to challenge our dominance. We cannot allow that to happen," said Phelan. "I would push for a more agile, accountable and flexible shipbuilding strategy by streamlining procurement, enhancing budget flexibility, strengthening partnerships with the defense industrial base, and holding contractors accountable for cost and schedule overruns."

The Senate Armed Services Committee is expected to approve Phelan's nomination in early March, followed by approval from the Republican-controlled Senate.  

 

The European Commission presented its new Clean Industry Deal as the next ambitious step in a decarbonization strategy. The plan follows on from the FuelEU initiative that aims to reduce carbon emissions saying it will accelerate decarbonization while providing support to secure the future of European industry.

The Commission said it is launching the ambitious new program to make the regulatory environment more efficient. Its goal is to reduce bureaucratic hurdles. The plan focuses mainly on two sectors which they said are closely linked and critical to success for the decarbonization efforts. One focus is on energy-intensive industries which the Commission recognizes face high energy costs, unfair global competition, and complex regulations that are harming competitiveness. The other focus is on advancing clean tech.

“The demand for clean products has slowed down, and some investments have moved to other regions,” said Ursula von der Leyen, President of the European Commission. “We know that too many obstacles still stand in the way of our European companies from high energy prices to excessive regulatory burden. The Clean Industrial Deal is to cut the ties that still hold our companies back and make a clear business case for Europe.”

One of the key debates that shaped the FuelEI Maritime regulations and continue in Europe is the investment and availability of alternative, low-carbon fuels. Production lags and companies have remained slow to make costly investments. Experts have said the supply of the fuel and the competition among industries could be one of the key hurdles to reaching the goals to lower carbon emissions.

“Affordable energy is the foundation of competitiveness,” the Commission said in rolling out its plan. It adopted an Action Plan on Affordable Energy to lower energy bills for industry, businesses, and households. According to the Commission, the new act will speed up the roll-out of clean energy as well as accelerate electrification. It will support the efforts to complete physical interconnects across the internal energy markets while encouraging more efficient use of energy and cutting the dependence on fossil fuels.

The Clean Industrial Deal the European Commission estimates will mobilize over €100 billion to support EU-made clean manufacturing and adopt a new framework for simpler and quicker state aid measures for the roll-out of renewable energy, industrial decarbonization, and manufacturing capacity of clean tech. It is aiming for €100 billion in funding for its Innovation Fund and a proposed Industrial Decarbonization Bank. Amended regulations they also estimate will attract up to €50 billion in private-public investment.

The maritime sector immediately came out in strong support of the plan. The European Sea Ports Organisation (ESPO) welcomed the plan saying it would provide critical support to ports that are vital to the efforts. The ports of Rotterdam and Antwerp-Bruges issued statements in strong support and calling for the immediate implementation of the proposals.

The European Shipowners (ECSA) also announced support saying timing was critical. It welcomed the inclusion of shipping in the focus sectors while emphasizing the need to de-risk investments in fuels for shipping. Danish Shipping also applauded the plans highlighting the focus on increasing and lowering the cost of renewable energy. It said the European Commission is “focusing on exactly the right areas.”

The presentation said the Clean Industrial Deal is a critical framework and provides the basis for tailoring action plans for specific sectors. The Commission reports it will present an Action Plan for the automotive industry in March and an Action Plan on steel and metals in spring. Other tailored actions are also planned.
 

Panama’s Attorney General weighed in during the ongoing debate over Chinese control of the Panama Canal telling the country’s Supreme Court he has determined the contract with China’s Hutchison Port Holdings is unconstitutional. He is asking the Supreme Court to confirm the unconstitutionality of the contract as a step toward terminating the agreements.

It is the latest step by the government of Panama to address concerns raised by Donald Trump who has repeatedly asserted China is running the canal and that the United States would take it back. Panamanian President Jose Raul Mulino has alternately taken steps to appease Trump while also telling the U.S. to stop spreading “lies and falsehoods.” Mulino had been scheduled to have a telephone call with Trump on February 7, but it was canceled by the U.S. due to “last-minute scheduling conflicts.”

The Panamanian news agency reported yesterday, February 26, that Attorney General Luis Carlos Gómez had reviewed the concession contract between the Panamanian State and Panama Ports Company, a subsidiary of Hutchison. The Chinese company has been active in Panama since 1997, two years before the final U.S. handover of the canal, and has a contract for the development, construction, administration, and management of port terminals. In 2021, Hutchison received a no-bid 25-year extension of its contract. The company operates terminals in Balboa and Cristobal, two of the country’s five ports. 

Gómez concluded that the contract improperly agreed to transfer the rights of the Panamanian state. He said the contract affects public welfare and interest, thereby affecting free competition and demand.

The opinion was submitted to the court on February 19 in support of two suits filed challenging the 2021 contract which was awarded during the administration by a previous president of Panama. The suit says the company is also benefitting from tax breaks and other agreements. 

Mulino took office in July 2024 promising to clean up the problems of the prior administrations. In January, Panamanian Comptroller General Anel Bolo Flores announced that they would be auditing the 2021 contract with Hutchison.

The government of Panama and the Panama Canal Commission which operates the canal met with U.S. Secretary of State Marco Rubio early in February during his first trip since assuming the role. Rubio, accompanied by a delegation of representatives from the United States government, was received at the Miraflores locks by the Canal Administrator, Ricaurte Vásquez Morales, to observe operations. Vásquez said he expressed the ongoing commitment to ensure a safe, uninterrupted, and efficient operation. 

The Panama Canal Authority said after the meeting it had conveyed to Secretary Rubio its intention to work with the U.S. Navy to optimize the transit priority of U.S. Navy vessels through the Panama Canal. The U.S. State Department issued an announcement saying Panama had agreed to free transit for the U.S. Navy but later was forced to walk back its statement.

Panama took other steps after Trump’s repeated acquisitions. It filed a formal notice with China that it was withdrawing from the Belt and Road initiative. China responded saying the Trump administration is applying "pressure and coercion" on Panama.
 

[By: Damen Naval]

Damen Naval has signed a contract with Saab to deliver the combat management system for the Colombian Navy's Plataforma Stratégica de Superficie (PES) programme. This partnership combines Damen Naval's design and engineering expertise with Saab's advanced defence systems to deliver a naval solution tailored to Colombia's operational requirements.

The PES frigate is based on Damen Naval's SIGMA 10514 series. Damen Naval will provide design, engineering, technical support, and materials to enable Colombia's leading shipyard, COTECMAR, to construct a frigate locally.

Saab will equip the frigate with its advanced 9LV Combat Management System and 9LV Fire Control System, alongside sensors and radar systems, including the Ceros 200 radar, EOS 500 electro-optical fire control director, Sea Giraffe 4A radars, among other systems.

This is the first SIGMA frigate to feature Saab technology. Damen Naval designs combat-neutral platforms that can be tailored to diverse operational requirements.

“This collaboration with Saab is a prime example of how North European cooperation can drive naval innovation and meet the evolving needs of international clients,” says Roland Briene, Damen Naval Managing Director.

Carl-Johan Bergholm, Saab Senior Vice President and Head of Business Area Surveillance, adds: “The PES programme is state-of-the-art, and we are honoured that the Colombian Navy selected us to supply their combat system. Our partnership with Damen Naval marks an important collaboration for the naval domain.”

This partnership between Saab and Damen Naval shows the shared commitment of Sweden and the Netherlands to advancing defence innovation and global security. The PES frigate is scheduled for delivery to the Colombian Navy in 2030.

 

Colonial Oil Industries, Inc. (COI) is making a bold investment in the future of marine fuel transportation with the christening of its newest assets—the tug Soaring Eagle and its 30,000 bbl capacity bunker barge. This strategic expansion reinforces COI’s role as a leader in marine fuel logistics, enhancing efficiency, and service reliability along the U.S. East Coast.

The christening ceremony, held at Colonial Terminals on January 31, 2025, brought together key industry leaders, stakeholders, and company executives. More than a celebration, the event marked a significant milestone in COI’s ongoing mission to strengthen its marine operations in response to evolving market demands.

Meeting Growing Market Demand for Marine Fuel Transport

The marine fuel logistics sector is evolving rapidly, driven by increased fuel demand, shifting energy policies, and heightened efficiency expectations.

The U.S. East Coast stands as the nation's largest consumer of transportation fuels, yet its limited refinery capacity meets only about 20% of regional demand. This significant shortfall necessitates substantial imports and underscores the critical need for efficient marine fuel transportation solutions. eia.gov

By enhancing its fleet with the tug Soaring Eagle and CTOW 320, Colonial Oil Industries is strategically positioned to address this supply-demand imbalance, ensuring reliable fuel distribution across the Eastern Seaboard.

With an operational range spanning Norfolk, VA, to Tampa, FL, COI’s marine division plays a vital role in ensuring the seamless distribution of fuel to commercial and industrial sectors. The tug Soaring Eagle / CTOW 320 significantly enhances COI’s ability to address this growing market demand, reinforcing its commitment to operational excellence.

State-of-the-Art Engineering for Enhanced Efficiency and Performance

Designed for efficiency and maneuverability in the Atlantic Intracoastal Waterway (ICW), tug Soaring Eagle was designed by Entech and constructed by Eymard Marine Construction & Repair.

The vessel features:

• 67.5-foot-long, twin-screw towboat
• 1,600 horsepower for powerful performance in demanding marine environments
• 28-foot beam and 8-foot loaded draft, optimized for stability and versatility
• Open-wheel design, ensuring superior maneuverability in congested waterways
• Integration with a high-capacity barge, featuring 12 compartments and four segregations, capable of transporting Grade A and below and subchapter O cargos

"The addition of this new vessel symbolizes our vision for the future—where technology, efficiency, and sustainability go hand in hand," said Bob Kenyon, President of Colonial Oil Industries and COO of Colonial Group. "As we continue to grow, this towboat and barge will play a critical role in expanding our marine capabilities and delivering exceptional service to our customers."

Strategic Expansion for a Competitive Future

By investing in advanced maritime assets, Colonial Oil Industries is strengthening its competitive edge in the rapidly evolving fuel transport market. The mv. Soaring Eagle is not just a fleet addition—it is a strategic asset designed to support COI’s long-term growth and service excellence.

With over a century of experience in the oil and fuel distribution industry, COI continues to adapt to shifting market conditions, leveraging cutting-edge marine technology to enhance service efficiency, sustainability, and reliability.

This article is sponsored by Colonial Oil Industries. For more information, please visit colonialoilindustries.com.

[By: ClassNK]

ClassNK has issued an Approval in Principle (AiP) for ammonia-fuelled ammonia bunkering vessel. This vessel is jointly developed by Nippon Yusen Kabushiki Kaisha (NYK Line) and LMG Marin AS (a member of the Seatrium Group).

As ammonia fuel utilization is expected in shipping for decarbonization, bunkering vessels that supply fuel to ships and related equipment will play an essential role in the supply chain. This vessel is being developed jointly by NYK Line, advancing the development of ammonia-fueled vessels, and Seatrium, the largest shipyard in Singapore, with the goal of introducing it to Singapore, one of the world’s leading bunkering ports.

This vessel is mainly designed by LMG Marin AS. It features ammonia fuel dual-fuel engines from IHI Power Systems and a bunkering boom from TB Global Technology, allowing for safe and reliable ammonia bunkering operations. Additionally, a safety verification was conducted through HAZID involving relevant stakeholders.

ClassNK carried out a review of the conceptual design of the ship based on its ‘Part N; Ships carrying liquefied gases in bulk ‘ of the Class Rules and ‘Part C-2; Guidelines for the Safety of Liquefied Gas Carriers Using Ammonia as Fuel (Edition 3.0.2) which is part of ‘Guidelines for Ship Using Alternative Fuels (Edition 3.0) and examined the result of required assessment. Upon confirming they comply with the prescribed requirements, ClassNK issued the AiP. Moreover, the latest ‘INTERIUM GUIDELINES FOR THE SAFETY OF SHIPS USING AMMONIA AS FUEL’ approved at MSC 109 last December are referred to in this AiP.

ClassNK will continue to contribute to new technology development and social implementation, including safety assessments.

[By: Port of Thessaloniki]

In a key milestone for maritime decarbonization, the Port of Thessaloniki (ThPA S.A.) has become the first port in the EU and the Mediterranean to integrate RightShip’s Maritime Emissions Portal (MEP) under the HELMEPA-led METAVASEA project, with the support of Lloyd’s Register Foundation.

Through this one-year pilot, Thessaloniki sets a new regional benchmark for sustainability, providing critical insights into value chain (Scope 3) emissions and enabling targeted, data-driven action. This pioneering initiative significantly advances emissions monitoring, empowering ports and shipping stakeholders to track and reduce their environmental impact.

“At ThPA S.A., sustainability is at the core of our strategy. Piloting the MEP reinforces our role in setting new standards in the port industry. By tracking and measuring value chain emissions from incoming vessels, we gain vital insights into the environmental impact of this activity, enabling targeted actions that support “greener” practices in the maritime industry. Beyond our role as a port, we actively engage with the community, ensuring our business practices align with environmental, social, and governance principles. This initiative supports our continuous progress in safeguarding the environment in the local geography we serve, creating social added value” said Athanasios Liagkos, Executive Chairman of the BoD of ThPA S.A.

'HELMEPA leads METAVASEA, a collective initiative of maritime stakeholders to advance decarbonization in the Eastern Mediterranean. The initiative strengthens industry participation, assesses preparedness for new fuels and identifies key challenges towards improving operational efficiency in ports and shipping." said Olga Stavropoulou, Director General, HELMEPA.

Andrew Roberts, Rightship’s Executive Director for EMEA and Americas, commented, “RightShip is delighted to see the adoption of the MEP as part of this innovative pilot program. Partnerships like these highlight the transformative power of technology in driving a cleaner, greener maritime future. This milestone underscores how ports can leverage cutting-edge technology to measure and aid in reducing their environmental impact.” He continued, “The MEP has already become an integral part of the sustainability toolkit for an increasing number of ports worldwide, equipping them with the data and insights necessary to meet environmental targets, drive reduction in emissions, and improve the health of local communities.”

The Director of Skills and Education of Lloyd’s Register Foundation, Dr. Tim Slingsby, commented: “In order to drive a just and equitable transition to a decarbonised shipping industry, it’s crucial that we become accountable and install robust measurement frameworks that track performance against sustainability goals and our other targets. Lloyd’s Register Foundation’s long term strategic investment in METAVASEA is helping convene responsible leaders throughout the maritime system, including The Port of Thessaloniki, and we hope this significant milestone inspires other ports in the Eastern Mediterranean and throughout Europe to join HELMEPA and help deliver safer and more sustainable outcomes both in industry and for our coastal communities.”

The METAVASEA project focusing on People-Centered Transition for Maritime Decarbonisation in the East Mediterranean is coordinated by HELMEPA in collaboration with Lloyd’s Register, World Maritime University (WMU), CYMEPA, CMMI, Premium Consulting, MIO-ECSDE, 12 associate partners, and valuable contributions of more than 70 other stakeholders. Supported strategically and financially by Lloyd’s Register Foundation, the five-year project aims to map the existing infrastructure for maritime decarbonization in Greece, Cyprus and the Eastern Mediterranean, as well as to empower seafarers, port workers, and maritime executives through the development of flexible training tools for retraining.

It is noted that the program provides for the training and re-skilling/up-skilling of 1,500 employees on issues related to new fuels, enhanced safety culture onboard ships and in ports, digital transition, soft skills, environmental leadership and marine environmental awareness-. Moreover, it seeks to enhance the participation of shipping companies and port organizations in decarbonization initiatives, to measure the level of preparedness of shipping and coastal communities in the use of new fuels, to identify related opportunities, gaps and challenges in the Eastern Mediterranean, to prevent maritime accidents by improving operational efficiency in ship and port operations, and to raise awareness among 10,000 students, 750 teachers and about 2 million inhabitants of the Eastern Mediterranean.

The Maritime Emissions Portal (MEP) is a tool developed by RightShip to monitor, measure, and manage maritime emissions with accuracy and efficiency. ThPA S.A.’s adoption of the MEP reflects its unwavering commitment to sustainability as a cornerstone of its operations. As a multi-gateway intermodal network and logistics solutions provider for the Balkans and the broader Southeast, Central, and Eastern European region, ThPA S.A. has a strong market position and deep ties to the communities it serves. This pilot program enhances its efforts to align operations with global decarbonisation goals and stakeholder expectations.

 

[By Joe Keary]

Australia can take three lessons from Chinese military behavior in the past two weeks.

China will keep conducting dangerous military maneuvers against us and other countries in the South China Sea; its actions will continue to differ from its words; and it is likely to send advanced Chinese warships to our region more often and for longer.

It has been an eventful fortnight in the China-Australia military relationship. First, on 11 February the Department of Defence reported the fifth known incident of unsafe behavior by China’s military towards the Australian Defence Force. On the same day the department reported that a powerful Chinese naval task group was operating in Australia’s northeastern maritime approaches.

On 17 February, Defence reported that it had restarted senior military talks with China. Talks were held at the level of vice chief of defence, and this marked the first time that senior-level dialogue had been held between militaries since 2019. Previous talks had occurred at the level of chief of defence, and working level talks have been held twice since 2019.

Finally, on 21 February and the following two days, the Chinese task group conducted not one but two live-fire exercises in the Tasman Sea, between Australia’s most populous region and New Zealand. These unprecedented exercises, while consistent with international law, came with limited notice, meaning commercial aircraft had to quickly change flight paths to avoid potential danger. Foreign Minister Wong challenged her Chinese counterpart over the incident on the margins of a G20 meeting in South Africa.

Expect China’s military to keep targeting Australia, as well as other US allies and partners that uphold freedom of navigation and overflight in the South China Sea. In the coming month, ASPI will release a live tracker of military incidents to outline frightening trends of unsafe behavior by China’s military towards Australia, the US, Canada, the Netherlands, the Philippines and any other country that challenges Beijing’s excessive maritime claims.

Second, this fortnight reminds us of the vast gulf between China’s words and actions. China’s readout of the 17 February defence talks noted that both sides had ‘agreed to continue strengthening strategic communication … properly handle disputes and differences, and carry out exchanges and cooperation.’ Its South China Sea challenges are the cause of dispute, while its far seas deployments lack transparency and communication.

This lesson also reminds us that while China’s tactics may change, its strategy does not. We may have ups and downs in our diplomatic, economic and military relations with China, but long-term trends reflect a deteriorating relationship with a global power set on expanding its influence. The past fortnight has provided a snapshot of China’s ability to deploy a variety of tactics, which in this case were designed to signal its military reach and test Australia’s military and diplomatic responses.

The third lesson is that we should expect more Chinese naval deployments in and around Australia’s exclusive economic zone. This trend has been evident since 2022, but there are broader developments underway in China’s military that indicate Beijing’s ambition to develop a global navy that will be able to project power into our region more frequently and for longer periods at a time.

China’s naval strategy for most of the 20th century was focused on coastal defence. However, since 2008, it has deployed naval task groups to the Gulf of Aden for counter-piracy operations. These have typically been made up of two combatant ships and an oiler for logistical support. Each task group can stay in the gulf for about four months.

Due to a lack of support ships or a network of overseas support bases, we haven’t seen regular and sustained deployments by China’s navy to other areas of the globe. But this trend is changing.

In December 2024, the US Department of Defense reported that ‘China is expected to build additional fleet replenishment oilers soon to support its expanding long-duration combatant ship deployments.’ China has 12 replenishment oilers that support long-distance, long-duration deployments. (The US Navy operates 15 replenishment oilers and and can also use the allies’ ports.) Construction of new oilers has become a priority for China, especially given its lack of overseas logistics facilities.

China had initial success in establishing an overseas base at Djibouti, which now provides some logistical support to China’s naval deployments. China also maintains a regular military presence at the Ream naval base in Cambodia. However, despite efforts to persuade other countries, including Pacific Islands countries, China has yet to establish military bases or logistical facilities elsewhere.

As China’s navy improves its logistics and defensive capabilities, a lack of overseas bases will only slow, not stop, China’s ambition to project naval forces into global environs (including Australia’s) more often and for longer durations. This will have implications for Australia’s own limited naval capabilities, which will come under pressure to monitor more Chinese ships in our region, while continuing operations that support freedom of navigation and overflight in the South China Sea.

Joe Keary is a senior analyst at ASPI. This article appears courtesy of ASPI's The Strategist and may be found in its original form here. 

 

British oil major BP has joined its peers in scaling back renewable-energy initiatives in favor of a return to its historical focus on oil and gas. On Wednesday, BP Chief Executive Officer Murray Auchincloss told investors that the company's controversial  plan to pivot fast and early towards green energy is now over. "This is a reset bp, with an unwavering focus on growing long-term shareholder value," Auchincloss said in a statement.

In 2020, under then-CEO Bernard Looney, BP announced a 10-fold increase in low-carbon energy investment by 2030, combined with emissions reductions of 35 percent and a managed 40 percent decline in oil and gas production over the same period. At the time, it was perhaps the most ambitious decarbonization proposal that any oil major had announced. 

However, BP and its peers have been gradually walking back their green investment plans. Under pressure from investors to show better free cash flow and stronger quarterly returns, BP now plans to "fundamentally reset strategy." It will now increase investments in oil and gas to $10 billion a year and cut planned investments in renewables down to $1-2 billion a year, $5 billion less than previously planned. The new approach will increase O&G production to 2.5 million barrels a day by 2030.

Its renewables business will be "disciplined" going forward, with a focus on biogas, biofuels and EV charging - not on costly offshore wind. BP has also announced a strategic review of its Castrol lubricants business. 

"We are reducing and reallocating capital expenditure to our highest-returning businesses to drive growth, and relentlessly pursuing performance improvements and cost efficiency. This is all in service of sustainably growing cash flow and returns," said Auchinloss. "We will be very selective in our investment in the transition, including through innovative capital-light platforms."
 

 

Taking a page from the tactics of former Indonesian fisheries minister Susi Pudjiastuti, the Australian Border Force has seized and burned two illegal foreign fishing vessels off the coast of the Northern Territory. It is the latest in a series of interdictions intended to cut off illegal migration and shut down illegal Indonesian fishing vessels in this far-flung region, where there are few settlements and limited government presence. 

Aboriginal rangers spotted the foreign fishing vessels near Maningrida, a remote village with no connection to the national road network, and reported the presence to the ABF. On Sunday, ABF vessels located and intercepted the two Indonesian boats near Maningrida and Port Essington. They detained the fishermen, confiscated the catch of 1,200 kilos of sea cucumber, and seized the fishing equipment. The vessels were destroyed at sea, as allowed under Australian law. 

“ABF is dedicated to responding to every report of illegal foreign fishing in the Northern Territory," Commander Griffin said. “We are grateful to the Djelk Rangers for their diligent reporting of this sighting. The unique and detailed knowledge that Indigenous ranger groups and Traditional Owners and custodians possess . . . is invaluable in supporting our efforts to protect our borders."

In December, the agency launched a new operation to intercept foreign fishing vessels that operate on the long and empty stretch of roadless coastline. The new push has been bearing fruit: in the first month of operations, 12 vessels were interdicted, resulting in the seizure of six tonnes of illicit catch. 

Illegal fishing has been a problem for local Aboriginal groups for a long time, but the pace has recently increased, along with new evidence of human smuggling. In October, a group of up to 30 unauthorized migrants from four boats were reported in the Northern Territories - igniting a minor political furor in Australia, where maritime migration is rigorously discouraged. 
 

 

Efforts to continue to build out the engine options for shipowners seeking to align with the emerging trends for alternative fuels continued with WinGD highlighting the delivery of the most powerful methanol-fueled engine for ships. It is the largest yet built for methanol and part of the company's diversified future offering including LNG and ammonia-fueled engines.

The Swiss company which has been in the engine business since 1893 highlights that the new methanol engine is ready for delivery after passing factory and type approval tests. It launched the line with a ten-cylinder, 92-bore X-DF-M engine while reporting it is offering engines with bore sizes ranging from 52 to 96, in similar cylinder configurations and engine rating fields as its diesel-fueled engines. The methanol rollout proceeds ammonia-fueled engines which are still in the testing phase but expected as early as mid-year.

“Production of sustainable, renewable fuels of all types continues to advance, but long-term availability and cost remain uncertain,” commented Dominik Schneiter, CEO of WinGD. As interest in methanol and regulatory clarity increases, we anticipate the X-DF-M platform will become a key contributor to reducing greenhouse gas emissions from global shipping.”

The milestone was marked by a delivery ceremony held at engine builder CMD in Shanghai and included a ceremony for the signing of the approval certificate by eight classification societies. According to WinGD, this assures that the engine can be built to WinGD’s design by all engine builders.

The first engine will be shipped to COSCO Heavy Industry’s shipyard and is slated for installation on a 16,000 TEU containership being built for COSCO Shipping. COSCO is expanding its methanol operations after having also recently celebrated the naming of China’s first large methanol-fueled containership earlier this month. WindGD reports the new engine will be installed on the fourth ship of a new class with the other three ships’ engines being converted after the first methanol engine is commissioned.

WinGD reports it has 56 orders for X-DF-M engines on order across bore sizes ranging from 52 to 92, X-Engines. The addition of methanol capability to WinGD’s engine line-up further extends the decarbonization options available to deep-sea ship operators, which include the long-established X-DF LNG-fueled engine platform and a new ammonia-fueled X-DF-A platform which is currently in the testing phase.

The company was acquired in 2016 by China State Shipbuilding Corporation (CSSC). It continues to be one of the world’s leading engine manufacturers.
 

 

The Royal Thai Navy had a collision with a foreign fishing vessel during an enforcement mission earlier this week, the service confirmed Wednesday. 

On Saturday, the Royal Thai Navy tracked and monitored a group of 10 foreign fishing vessels that were conducting illegal fishing operations in Thai waters, reportedly including pair trawling and light-lure squid fishing. Their operating pattern was to loiter along the southeastern edge of the Thai maritime boundary, next to Cambodia. The fishing vessels would cross over during the night before heading back over the line at daybreak to evade enforcement. 

Thai maritime enforcement officials called for support from the Border Defence Command of the Thai military. The naval patrol ship T.264 and the Thai Navy warship HTMS Thepa got under way to assist, supported by aerial surveillance. They encountered the fleet early Tuesday and gave pursuit; the Thai warship managed to capture one foreign fishing vessel, but the others fled over the boundary line, despite orders to stop and warning shots. 

 

Courtesy Royal Thai Navy

During the pursuit, the detained fishing vessel made a hard turn and rammed the side of HTMS Thepa, causing minor damage. The four crewmembers were arrested, and the boat was towed into port at Khlong Yai. 

Rear Admiral Apha Chaphanon, Director of Thailand’s First Maritime Enforcement Command Centre, told local media that encroachment from illegal Vietnamese fishing vessels is a persistent problem along the Gulf of Thailand maritime boundary.