Thai Oil along with multiple government agencies are racing to contain an oil slick that occurred overnight as a supertanker owned by Japan’s Mitsui O.S.K. Lines disconnected from an offshore pipeline connection during a storm. Oil dispersants, booms, and skimmers are being deployed to contain the spill.

The National Maritime Interests Protection Center (ThaiMecc) initially reported that an estimated 10 cubic meters or approximately 10,000 liters of oil had spilled in the Si Racha District southeast of Bangkok on the Gulf of Thailand. Later reports doubled the estimate to 20,000 liters.

The supertanker Phoenix Jamnagar (311,798 dwt – registered in Singapore) was at the offshore terminal connected to the pipeline. The vessel which was built in 2019 is reported to be operating under charter to Thai Oil.

 

Spill was drifting to the south at 1 to 2 knots (ThaiMecc)

 

The spill happened around midnight on June 5 due to unexpected severe weather conditions, including high waves and sudden strong winds. The company initiated a process to stop the oil transfer but during the sudden storm, the breakaway coupling worked as designed to prevent damage to the ship or pipeline. It disengaged causing the spill which officials report took 30 minutes to stop. Safety values permitted what is being called a small amount of oil.

Officials were reporting that booms were strung at 399 and 600 meters but the spill spread to create a slick covering an area estimated at 10 meters by 10 meters (32 feet) and being driven southward at a speed of 1 to 2 knots. 

Boats and helicopters with dispersant were crossing the area and a skimmer had also been deployed. The goal was to complete the skimming operation by Friday afternoon. 

Thai officials said the focus remains on protecting the marine environment. They believe it was an accident caused by the sudden storm. No damage was apparent to the tanker or the pipeline.
 

 

The UK government presented a new set of proposed reforms to align its port sector for future growth. Maritime Minister Mike Kane presented to parliament on Wednesday, June 4, a draft of an amended national policy statement for ports (NPSP), and launched a public consultation which will close on July 29 for the plan document.

The government wants a review current of the NPSP which was adopted in 2012 highlighting that new infrastructure priorities are arising in ports across the UK. The proposed revisions aim to streamline the planning process for ports and expedite the approval processes. This will include clearly outlining the existing needs for port facilities and how to design applications to meet the latest requirements to avoid process delays.

One example offered for the updated proposal will more clearly outline how ports can meet obligations on noise and emissions, increasing the likelihood of achieving planning approvals and saving time and money. Greater clarity, fewer delays, and reduced costs will give ports the confidence they need to expand, emphasized the Department for Transport.

These plans tie in with wider reforms, including the Planning and Infrastructure Bill, and will see ports going further and faster with commercial projects. The reforms are coming at a time when the UK is investing in infrastructure upgrades in its major ports.

Last month, the UK announced a $47 million investment in the Port of Liverpool to develop a new deep-water terminal. Another $1 billion is being invested in the Port of Tyne to develop state-of-the-art infrastructure.

“A refreshed ports policy statement is welcome recognition from the government of the value of port development and expansion to the UK’s future prosperity. We hope it will speed up planning processes, delivering on shared industry and government economic growth ambitions,” said Richard Ballantyne, Chief Executive of the British Ports Association (BPA).

Last year, BPA warned that delays in approving port infrastructure upgrades put billions of pounds of investment at risk. The association, whose members own and operate ports in the UK, complained of the slow process of getting project approvals. In some cases, ports had to wait for almost four years for approvals. 

Alongside the proposals, the government also published the UK’s port freight demand forecasts, revealing the need for long-term planning for the shipping sector. The forecast covers the years 2024 to 2050. It projects that UK port traffic will grow by 1.2 percent by 2035 and 7.8 percent by 2050. That represents an increase from 420.6 million tons in 2023 to 425.8 million tons in 2035 and to 453.5 million tons in 2050.

The growth will mostly be driven by ro-ro cargo, containers, and dry bulk freight. However, liquid bulk traffic is forecast to significantly decrease, by 63.3 percent, from 169.3 million tons in 2023 to 62.1 million tons in 2050. The decrease is likely to come from the net zero transition affecting crude oil and oil products. 
 

Maryland’s Department of the Environment, Air, and Radiation Administration issued the final necessary approval to permit the start of construction of US Wind’s proposed offshore wind farm. The large project has received all the necessary state and local permits, but it still faces local opposition and the potential that the Trump administration could object to the approvals issued at the end of the Biden administration.

US Wind highlights it has been in review and permitting for the past four years with an arduous and thorough process of reviews. It gained approvals in 2024 from Maryland, the National Marine Fisheries Service, and in December 2024 the Bureau of Ocean Energy Management signed off on the Construction and Operation Plan for the full site. Today’s approval from Maryland is for air quality permits for the construction and operation of Maryland Offshore Wind.

US Wind, which is a partnership between investors of funds managed by Apollo Global Management and Italy’s Renexia, acquired its lease for 80,000 acres from the federal government in 2014. It proposes to build in two phases a total project with up to a total of 114 wind turbines generating between 1.8 and 2 GW of power. The project also includes four offshore substation platforms, one meteorological tower, and up to four offshore export cable corridors. 

It would be located between Maryland and Delaware approximately 10 miles offshore from Ocean City, Maryland a popular tourist and vacation destination. Ocean City has opposed the project on the grounds that it would be a negative for the tourist industry as well as potentially ocean fishing. Residents in Delaware have opposed the plan to bring a cable ashore in that state.

While Trump has adamantly opposes offshore wind, the Maryland project has not drawn the same attention as New Jersey where the administration withdrew a federal air quality permit. In New York,  Interior Secretary Doug Burgum withdrew federal permits for over a month on the already under construction Empire Wind project. 

Burgum alleged that the permit for Empire Wind had been rushed by the Biden administration despite the approvals having been issued in February 2024. US Wind’s approval came from BOEM in December 2024 after the presidential election. At the time, the Biden administration highlighted it was the nation’s tenth commercial-scale offshore wind project to be approved.

US Wind has all the approvals required to begin construction of its project although there continue to be pending legal cases objecting to the approvals. Maryland law also provides for an appeal of today’s approval which could trigger a judicial review. A potential appeal, which is likely from the opponents of the project and offshore wind in general, must be filed in Maryland by July 14.

Jeff Grybowski, CEO of US Wind said in a statement issued to Maryland media that the company was pleased to have secured the final permit from Maryland. He emphasized the benefits of the project and said they look forward to continued engagement with the state as they work to bring the project online.
 

Maritime investigators in New Zealand are calling for the banning of substandard ships from the country’s water to avoid potential disasters. In the wake of the release of the final report on the near catastrophic incidents involving container ship Shiling, which twice had to be rescued and towed back to port in 2023, the investigators as saying that New Zealand can take a cue from Australia and ban substandard ships.

The Transport Accident Investigation Commission (TAIC) contends that the Singapore-registered Shiling, which had a notorious history of mechanical problems, should never have been allowed in New Zealand waters. TAIC is calling on the Ministry of Transport to pass a law giving Maritime NZ the authority to ban certain ships from the country. The Australian Maritime Safety Authority has the powers, which it has repeatedly utilized in banning ships deemed unsafe.

In the case of Shiling, the telltale signs were already evident even before the boxship twice experienced engine failures in New Zealand waters in a span of less than a month in 2023. Evidence pointed to the fact that the ship was a disaster in waiting from as early as 2018 when she was classified as a “high risk” vessel under the Tokyo Port State Control (PSC) statutes.

In 2020, a year after Shiling Navigation purchased the vessel and tapped Asian-Alliance Ship Management as the operator providing liner services between New Zealand and ports in Asia, inspections in Russia, China, and Chile detected a total of 19 deficiencies in five PSC inspections.

The same happened in New Zealand where Maritime NZ had issued 16 deficiencies against the ship during three PSC inspections between March 2022 and March 2023, with the last one coming just a month before the first major incident. It is also emerging that twice, in February 2022 and July 2022, the Shiling suffered engine failures while arriving and departing the Port of Wellington.

“The Commission found that the Shiling had a history of deficiencies and that it’s virtually certain the ship wasn’t seaworthy while in New Zealand,” said Naveen Kozhuppakalam, TAIC’s Chief Investigator of Accidents.

Owing to its troubled history, it was just a matter of time before a serious incident could occur. It did not take long for the 294-meter (965-foot) long ship built at HD Hyundai Heavy Industries in 2005 with a capacity of 5,117 TEU to experience its first major incident.

On April 15, 2023, the Shiling was under pilotage at Wellington. Just after initiating a turn into the Wellington Harbour entrance channel, the vessel suffered a blackout that caused the main engine to stop. The momentum of the turn carried the ship into the shallow waters of Falcon Shoal, where the bridge team succeeded in using both the ship’s anchors to stop the ship from grounding. She was subsequently towed dead-ship by tugs back to its berth.

Maritime NZ issued a detention order against the Shiling and carried out detailed inspections that identified numerous deficiencies. For the next 25 days, the boxship remained at Wellington undergoing repairs to its generators and rectification of the deficiencies identified.

On May 10, the Shiling departed Wellington bound for Singapore. Normal operational standards entail that while a vessel is in port, any accumulation of oily water must be stored in tanks for later controlled discharge away from any coastline. Due to the length of the Shiling’s stay at Wellington, the various tanks used to store oily water were at capacity.

The engine room bilges were confirmed as dry before the ship departed with the chief engineer intending to begin pumping out the tanks through the approved oily water separator once the ship was outside New Zealand’s territorial waters.

Owing to adverse weather forecasts for the Tasman Sea, the master decided to take shelter near the New Zealand coast and wait for about 36 hours for the weather to abate. At about 2300 on May 11, the Shiling departed the sheltered waters bound for Singapore. Because the engineers had been unable to begin pumping out the oily water holding tanks, additional oily water that had been produced while the ship remained in sheltered waters had filled the engine room bilges and begun accumulating on the engine room tank top.

When the ship entered the Tasman Sea, it began to roll, and the free water on the tank top entered the void under the main engine sump, where three rubber diaphragms were located. The fact that all three rubber diaphragms deteriorated with age allowed the bilge water to enter the lube-oil tank, causing the lube-oil pumps to lose pressure and the main engine to stop. New Zealand’s inspectors later concluded the diaphragms had gone uninspected for years.

Given the contamination of the lube oil tank, the engineers were unable to restart the main engine. Without propulsion, the Shiling settled beam-on to the waves and began rolling heavily. At 0828, the master radioed the New Zealand Marine Operations Center to request towing assistance. At 1056, due to continued heavy rolling, the master made a mayday call and a tow vessel responded, managing to rescue the container ship to the sheltered waters of Golden Bay and eventually back to Wellington.

For the next 45 days, the Shiling remained at Wellington undergoing surveys and repairs to the main engine, further repairs to the generators in connection with the first incident, and repairs to several other systems identified as substandard. On July 7, the ship was finally allowed to depart New Zealand for Singapore.

In both incidents, there were no injuries reported for the ship’s 24 crewmembers or environmental pollution. Following the release of the final report, TAIC has gone ahead to issue several recommendations, key of which is banning substandard vessels from New Zealand’s waters.

 

A team of scientists is preparing to take to the sea to carry out a critical mission of mapping and studying a nuclear waste disposal site that is littered with thousands of drums that were dumped by European countries in the North Atlantic Ocean.

Starting mid-June, the team intends to sail to the Abyssal Plains in the Northeast Atlantic Ocean where they plan to map out over 200,000 barrels containing radioactive waste which were dumped over a four-decade period spanning from 1946 to 1990. The drums are believed to be at depths of between 3,000 and 5,000 meters (1.8 to over 3 miles) and were sealed in bitumen or cement before being dumped into the ocean.

The Nuclear Ocean Dump Site Survey Monitoring (NODSSUM) project aims to map the main immersion area, understand the behavior of radionuclides in the deep ocean, and interactions with the ecosystem. The drums are said to contain mainly radioactive waste from the development of nuclear power produced by several European countries between 1949 and 1982.

According to declarations to the International Atomic Energy Agency made by the dumping states, the barrels contain low or intermediate-level radioactive residues like process sludge, contaminated metal parts, ion exchange resins, and laboratory and office equipment among others. Though the radioactive activity of the waste is believed to have decreased significantly since its immersion due to the natural decay of the isotopes, there are concerns that some long-lived elements may remain.

From June 15, scientists will be in the North Atlantic waters for a month-long mission to locate and detect possible leaks. The team is led by the French National Center for Scientific Research (CNRS) and includes scientists from the French Research Institute for Exploitation of the Sea (Ifremer), and the Nuclear Safety and Radiation Protection Authority (ASNR) among other organizations.

During the period, the team intends to crisscross the dumping sites by deploying the French Oceanographic Fleet underwater vehicle UlyX. Using its high-resolution sonar, the Ifremer-operated robot will navigate at approximately 70 meters above the seafloor to map and identify the barrels and will approach a distance of 10 meters to photograph them and identify areas for water, sediment, and fauna sampling.

Ultimately, the scientists will be able to analyze the presence of radionuclides in the water and their impact on the marine environment. The research ship they are using is equipped with radioactivity measurement instruments.

Based on the results of the first mission, a second expedition that is still in the planning stages will involve the deployment of a remotely operated robot or a manned submarine to carry out studies and samples in the direct vicinity of the barrels. The team is putting a strong emphasis on safety and has no intention of bringing the drums to the surface. 

“Beyond the minimization of risks, the logistics would be too complex and without scientific interest. The objective of the project is to assess their state in situ, using underwater vehicles, and to study the environmental conditions around them,” states NODSSUM on its website.

The NODSSUM expedition is part of the Prime Radiocean project that is involved in missions that seek to better understand radioactive waste risks in marine environments, thus contributing to the development of safer and more sustainable nuclear waste management policies.
 

 

In the vast expanses of the world's oceans, a silent yet pervasive threat is taking shape: nurdles. These tiny, pre-production plastic pellets, measuring between 2 to 5 millimeters in diameter, are fundamental to the plastics industry, serving as the building blocks for a myriad of plastic products. However, their small size belies the significant environmental and potential health hazards they pose.

The start of 2024 highlighted the ongoing problem of plastic nurdle pollution. In January, the news reported a significant incident involving a spillage of nurdles from a shipping container caused by a storm the vessel encountered in December 2023. Over 1000 sacks of plastic nurdles were lost from a Danish ship, and 25 tonnes of plastic pellets fell from a Liberian vessel. These spills had a considerable impact on Spain, where vast quantities of nurdles washed up on the coastline and are notoriously hard to collect.

Nurdles pose a significant threat to marine ecosystems because they are often spilled during transportation, resulting in millions of nurdles entering the marine environment annually. Due to their minuscule size, they are not always readily visible except when they wash up in unusually huge quantities. Often mistaken for food by a wide range of marine species, they are ingested once they enter the ocean. This misidentification is particularly dangerous for smaller marine organisms, as it can lead to internal injuries, blockages, and starvation. Furthermore, as nurdles break down over time, they can release harmful chemicals, especially if they have absorbed toxic substances. These chemicals may contaminate the food chain and disrupt the delicate balance of marine ecosystems.

One of the most concerning aspects of nurdle pollution is its ability to accumulate in remote and pristine areas. Ocean currents and wind can transport nurdles across vast distances, carrying them to even the most isolated islands and coastlines. This widespread distribution makes it challenging to contain and clean up nurdle pollution, further exacerbating its negative impact on marine life.

Plastic nurdles leaking into the environment can be argued to be potentially worse than an oil spill. In the rare occurrence of an oil spill, most of it can be cleared away by specialized equipment, dispersants, biological agents, or via nature alone. However, when these plastic pellets enter the marine environment, they could end up anywhere depending on currents, making recovery at sea very difficult. Most of the recovery can only be done when it hits land, and over time they get buried in beaches, which makes recovering every nurdle impossible.

This was the case with the X-Press Pearl disaster in 2021. Following the fire and subsequent sinking of the ship, plastic pellets were found in the bellies and gills of local fish and washed up on Sri Lankan beaches as far as the eye could see. This is not the only case of nurdles spilled from containers. In 2017, approximately 2.25 billion nurdles spilled from a moored ship in Durban, South Africa. It was reported in various news outlets that these nurdles traveled as far as the southwest coast of Western Australia.

Global Efforts to Mitigate Nurdle Pollution

At MEPC 82 in October 2024, some progress was made towards tackling the plastic pollution problem, however, there was a lack of concrete decisions and enforceable legislation. Delegates approved the guidelines on good practice relating to clean-up of plastic pellets from ship-source releases. These provide practical guidance for government authorities on issues such as contingency planning, response, post-spill monitoring and analysis, and intervention and cost recovery.

In addition, the committee continued discussions on the development of mandatory regulations to address plastic pellets released from ships. These would build on the non-mandatory recommendations for the carriage of plastic pellets by sea in freight containers approved by MEPC 81, and the aforementioned best practice guidelines. While it is a positive step to see IMO discussions held and guidelines developed, given the significance of the plastic pollution challenge, the implementation of mandatory regulations as soon as possible is essential. 

 In January 2025, the Sub-Committee on Pollution Prevention and Response (PPR 12) agreed to a draft action plan to address Marine Plastic Litter from ships. The plan dictates the need to develop mandatory measures to reduce environmental risks when plastic pellets are transported by sea in freight containers. This was to be reviewed in the MEPC 83 that occurred in April 2025.

While significant progress has been made in recent years, the challenge of mitigating nurdle pollution remains substantial. The widespread distribution of nurdles and the ongoing production of plastic products make it difficult to eliminate this environmental threat, especially while the industry continues to wait for mandatory regulations. However, by continuing to implement effective prevention and cleanup measures, and by promoting sustainable practices, it is possible to significantly reduce the impact of nurdles on marine ecosystems and human health.

 

Emma Forbes-Gearey is the Loss Prevention Officer for West P&I

 

The U.S. Coast Guard, which has been struggling with its new ship efforts, has reportedly placed a temporary stop work order on two cutters under construction in its Heritage-class Offshore Patrol Class. Reports of the pause come a day after the Department of Homeland Security announced it had canceled a contract for another cutter in its Legend-class national security cutter and the Department has promised to overhaul the operations of the USCG under its Force Design 2028 project.

News of the pause was reported by Defense Daily which wrote that work on the third and fourth vessels underway at Eastern Shipbuilding is being delayed as issues regarding funding and delays in the timing of the program are underway. Work on the third cutter, to be named, Ingham, has been underway since mid-2022 when the keel was laid, and steel cutting is underway for number four, USCG Rush.

“We share a common goal with the U.S. Coast Guard—to deliver the Offshore Patrol Cutters as quickly and efficiently as possible,” Joey D’Isernia, CEO of Eastern Shipbuilding Group told The Maritime Executive. “We are actively working to reach an agreement that ensures the program is properly funded and can move forward without further delay. System light-offs on Hull 1 are currently underway, and despite the unprecedented challenges we’ve faced, we remain confident that our incredible workforce represents the most capable and reliable team to complete these vital national security assets.”

The Heritage-class has been highlighted as a key component of the future USCG operations. Planning for the vessels began more than a decade ago with the USCG calling the vessels “one of its highest investment priorities.” The vessels which are to be 360 feet in length with a top speed of 22.5 knots are designed to bridge the capabilities of the 418-foot national security cutters, which patrol the open ocean, and the 154-foot fast response cutters, which serve closer to shore. The Heritage-class is needed to replace the 270-foot and 210-foot medium endurance cutters that are approximately 30 and 50 years old.

The Coast Guard awarded the first preliminary design contract to three yards in 2014 and in 2016 selected the design from Eastern Shipbuilding saying it anticipated the first cutter would be delivered in 2021. However, the first steel was not cut till early 2019 and the keel was approved in 2020 followed by work starting on the second and third cutters and steel cutting for the fourth. Eastern launched the first cutter, USCG Argus, on October 27, 2023.

The second phase of the program was awarded in July 2022 with Austal contracted for one cutter and options for up to 10 more. Production on the first of the Austal-built cutters was started in August 2024 with the Coast Guard saying it would be delivered in 2027. The Coast Guard has said its goal is to build 25 Heritage-class cutters.

Congress and the Government Accountability Office have been highly critical of USCG and its management of the shipbuilding programs, and in particular the OPC and the Polar Security Cutter. Anxious to get the programs into production, GAO highlighted efforts to push the programs into construction before designs were completed, multiple design changes, and change orders to the contracts. It has resulted in delays to both programs and cost increases. Eastern was also challenged by extensive damage in the Panama City area of Florida by a Category 5 hurricane that hit the area as the program was getting started. The COVID-19 pandemic also impacted the program and contributed to coast increases.

Hours after Donald Trump took office in January, the Commandant of the U.S. Coast Guard Admiral Linda Fagan, was dismissed. Reports cited a failure of leadership on a range of issues including the problems in the shipbuilding programs. Recently, Secretary of Homeland Security Kristi Noem outlined the Force Design 28 program that calls for fundamentally overhauling the U.S. Coast Guard.

Homeland Security is moving forward with its efforts announcing yesterday that it has agreed with HII to cancel construction for the eleventh Legend-class cutter which was under construction at Ingalls in Mississippi. Parts from the program will be used instead for maintenance of the existing 10 vessels of the class.

USCG is in critical need of the new vessels to replace and upgrade its aging fleet. Congress has promised to address the under-funding issues in the shipbuilding programs while it has also demanded improvement to the programs and addressing issues such as the design problems that have plagued and delayed construction.

The Canadian Coast Guard reports the salvage teams working at the site of the grounded containership MSC Baltic III are continuing to make progress. They highlight that it remains an ongoing operation that is expected to take time.

Weather which had been a factor during the winter and early spring has improved giving the teams easier access to the vessel. In addition, one of the local mayors reported a light vehicle road was expected to be completed this week to give access for personnel into the remote area on the western shore of Newfoundland. The road is not for the removal of material from the ship.

Container removal has also begun in part to give the teams more access including to fuel tanks that they have so far not been able to reach. The Canadian Coast Guard reports approximately half of the heavy fuel has been removed in a process of heating it and pumping it to storage tanks placed on the deck of the vessel. It is then pumped into tanks on a barge and moved to Corner Brook where it is being loaded onto other MSC vessels. The Coast Guard estimates the vessel had approximately 1,600 metric tons of heavy fuel and marine gas oil onboard.

The ship grounded on the shore in a remote cove on February 15 after losing power in a winter storm. The crew was airlifted by helicopter to safety. The salvage operation has been ongoing for three months.

The salvage team placed a cargo ship, EEMS Dublin, alongside. The 6,000 dwt open hatch vessel can come alongside. It has provided a walk-to-work platform to reach the MSC Baltic III. Also, images show a crane vehicle has been put on the vessel that is being used to hoist containers from the MSC Baltic III to the deck of EEMS Dublin. The Canadian Coast Guard reports as of this week 115 containers have been removed, which is about a quarter of the boxes that were on the vessel when it grounded. 

 

 

Initially, a few boxes with plastics and potential pollutants were removed. Now they are removing more boxes for access. The ship had a total of 470 containers with reports that half were empties.

The Coast Guard said the focus remains on fuel removal and mitigating pollution. Previously it reported the discovery of a few tar balls on the shoreline thought to be coming from the ship. A Coast Guard spokesperson says that the team continues to monitor the shoreline and that there have recently been some minor observations of oil including a small number of tar balls of various sizes.

The ship has sustained significant hull damage with earlier reports that the engine room and cargo holds were flooded. The Canadian Coast Guard expects to continue to see small amounts of residual oil escape from the vessel over time.

To date, there have been no public comments on how the vessel might be removed from the shoreline. The Coast Guard has previously said with the damage it was not possible to remove the vessel at this time.
 

 

The Mexican sail training ship Cuauhtémoc, which struck New York City’s Brooklyn Bridge on May 17, was moved this morning, June 6, to a shipyard to undergo further surveys and to begin repairs. The Mexican Navy announced it was the next part of a technical evaluation and the process to ensure the vessel once against sails as a symbol of Mexico.

The ship has remained docked at Manhattan’s Pier 36 not far from where it struck the bridge killing two sailors and injuring 19 others. There were 277 people aboard at the time. Mexico arranged to fly approximately 200 of the cadets and instructors home while keeping a crew of 77 aboard the vessel.

The NYC Emergency Management department coordinated the move which began around 0630 local time. City officials said relocating the vessel by tow through an active waterway required detailed planning. Working with the U.S. Coast Guard which established a safety zone, all vessel traffic on New York’s East River was ordered suspended for 90 minutes, including commuter ferries. 

 

 

Officials said the transfer time was selected and coordinated with the tide schedule. The East River has strong currents and the early morning was reported during the slack tide period so the vessel would encounter minimal resistance. The move was executed by several tugs and images show a platform alongside the vessel. Media reports said the majority of the crew aboard was going to leave the vessel and be bussed to Brooklyn. NYC reported the vessel arrived at 0735 at the GMD Shipyard at the Brooklyn Navy Yard.

The strong currents on the river are suspected to have contributed to the accident in which the Cuauhtémoc lost control resulting in it moving north on the river and striking the underside of the bridge. It had been in New York City since May 13 and it was a ceremonial departure on Saturday evening with the cadets manning the sails and spaced in the rigging and a large Mexican flag on the stern. The tops of all three masts were broken with cadets visible hanging from the safety harnesses. Initial reports later denied said some of the cadets had fallen into the river.

After being flow to Mexico, the cadets were given psychological evaluations and counseling and time off to visit with their families. They returned to the training program after a week’s leave. Media reports said they were returning to sea for the remainder of the training program aboard a Mexican Navy vessel. Their departure had been scheduled to coincide with Mexico’s Navy Day celebrations on June 1.

Cuauhtémoc had been scheduled to fuel in the Lower Manhattan Bay after its departure and then to sail for Iceland. The vessel was to make a tour of European ports. It was to return to Mexico in November with a stop in Barbados on the return leg of its journey. Built in 1982 as a modern replica of the traditional sailing ships, the vessel is 297 feet in length and is used for training cadets and goodwill missions.  
 

[By: Wärtsilä]

Technology group Wärtsilä will supply a conversion package featuring the company’s Fit4Power radical derating solution for the containership ‘ONE Maestro’. The Fit4Power solution optimises the power output from the ship’s engine, thereby reducing fuel consumption by on average, approximately 13 percent. This will, in turn, reduce emissions. The conversion is also expected to extend the operational life of the vessel. The ship is owned by Ocean Network Express (ONE) and managed by ONESEA Solutions Pte Ltd. The order was booked by Wärtsilä in Q1 2025.

MV ONE Maestro is a 6700 TEU containership designed and powered for speeds up to 27 knots. The vessel is currently operating at more fuel-efficient, reduced speeds in alignment with regulatory requirements, such as the IMO’s Carbon Intensity Indicator (CII). Its optimal performance will be further enhanced by Wärtsilä’s Fit4Power solution which will equip the vessel with a leaner, healthier engine through technical adjustments, such as reduced bore size.  Engine efficiency is expected to improve, and the ship’s CII compliance can be extended by approximately four years. Annual CO2 savings are estimated at approximately 4,000 tons. Furthermore, cylinder lubrication oil consumption is reduced.

“Wärtsilä's Fit4Power derating solution aligns with ONE’s operational needs. By optimising engine power output while reducing fuel consumption, Wärtsilä is supporting ONE to achieve our sustainability goals without compromising performance. This technology represents a practical approach to extending our vessel's CII compliance as we continue to enhance our fleet operations. ONE will continue to invest in innovative technologies and our fleet, as we work towards our long-term sustainability goals.” says Hiroki Tsujii, Global Chief Officer, Head of Product and Network Division, Ocean Network Express Pte Ltd.

The conversion scope will include the supply of two new turbochargers as well as Wärtsilä’s Intelligent Combustion Control (ICC) system. The integrated technologies will be supported via Wärtsilä’s Data Collection Unit (WDCU), enabling cloud-based services and remote monitoring to optimise operability, fuel economy, and periodic maintenance. The package will also feature both Wärtsilä’s unique Expert Insight, a digital predictive maintenance service, and remote operational support. The Wärtsilä equipment is scheduled for delivery in June of this year.

“In just 25 years, shipping has a goal of reaching net zero emissions by 2050. Therefore, operators need to use all the tools in the toolbox to ensure that this transformation happens as quickly as possible. Improving engine efficiency – with solutions such as our Fit4Power solution – provides a valuable way for the industry to accelerate the decarbonisation journey of the existing fleet today," says Stefan Wiik, Vice President, Parts & Field Service – Wärtsilä Marine.

Wärtsilä’s Fit4Power solution is a key element in the company’s committed strategy to support decarbonised shipping. Since its launch to the commercial market in Spring 2023, Wärtsilä has already retrofitted 17 vessels with the solution, with several more planned for delivery.  With decarbonisation high on the maritime agenda, Wärtsilä continues to see great interest in the market for more conversions with Fit4Power.

[By: Med Marine]

A bold new chapter is unfolding in the maritime industry as MED MARINE embarks on the construction of VoltRA—the first fully electric tugboat powered by Caterpillar’s advanced Lithium Iron Phosphate (LFP) battery system. This groundbreaking collaboration was further solidified with the signing of a Letter of Intent (LOI) between MED MARINE and Borusan Cat on June 3rd, during the Nor-Shipping 2025 exhibition in Oslo, marking a shared commitment to shaping the future of sustainable maritime solutions.

VoltRA marks the beginning of a new age that seamlessly blends cutting-edge technology with environmental responsibility and redefines the future of sustainable tugboat operations. Developed in collaboration with Borusan Cat and Caterpillar, the integrated battery system is the heart of the VoltRA series, offering a high-performance and future-focused alternative
to conventional propulsion methods. Designed with dual power sources, the tug combines the trusted reliability of diesel generators with the innovative advantages of LFP battery technology. This hybrid configuration allows for seamless transition between electric and hybrid modes, providing unmatched operational flexibility.

Beyond its environmental credentials, VoltRA is built for durability and performance. Caterpillar’s LFP battery packs are equipped with an intelligent Battery Management System (BMS) that ensures optimal temperature, voltage, and current control, minimizing maintenance while maximizing safety and efficiency throughout the vessel’s lifecycle. Set to be launched next year, the first VoltRA tugboat will pave the way for a family of five distinct models, offering bollard pulls ranging from 40 to 90 tons. From compact harbor operations to large-scale terminal support, the VoltRA series is designed to meet the wide-ranging demands of modern maritime operations, with each vessel carrying escort notation.

“VoltRA represents more than a technical achievement—it’s a clear statement about the direction our industry must take,” said Y?ld?z Bozkurt Ozcan, General Manager of MED MARINE. “As ports around the world prepare for a carbon-neutral future, MED MARINE is proud to lead this transformation by investing in smart, efficient, and environmentally responsible solutions.”

Speaking at the ceremony, Borusan Cat Marine Director Ilker Ozgur Dogruoz expressed the company’s satisfaction with its long-standing and successful partnership with Med Marine, saying: “Our primary goal is to provide our customers with the solutions they need, under any circumstances. Collaborating with Med Marine on this important project, now also featuring our new Cat Battery Systems, will mark a new milestone in our partnership. We are fully confident that this project will serve as a model for many others around the world.”

Shaped by MED MARINE’s deep-rooted expertise and forward-looking vision, VoltRA is not merely a tugboat, but a bold step toward cleaner, quieter, and more conscious maritime operations.

[By: ABS]

At the 60^th anniversary of the Nor-Shipping maritime trade fair, ABS issued approval in principle (AIP) to Knutsen NYK Carbon Carriers (KNCC) for its novel design for a 40,000 cbm liquefied carbon dioxide (LCO2) carrier.

A first in the industry, the LCO2-EP carrier concept from KNCC aims to transport and store LCO2 at near ambient temperatures and under elevated pressure using a modular approach, allowing less cooling and potentially larger carriers for transport. ABS completed design reviews based on class and statutory requirements.

“Carbon capture and transport are essential pillars of the carbon value chain, playing an important role in the industry’s efforts to reduce emissions. ABS recognizes that collaboration is key to these advancements, and we are delighted to work with forward-thinking innovators like KNCC to drive the development of cutting-edge containment technologies for LCO2,” said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer.

“We are proud to receive this approval in principle from ABS, which marks a significant milestone in our commitment to advancing safe and scalable carbon transport solutions. KNCC’s commitment to excellence is evident in its rigorous approach to novel vessel design and collaboration with leading classification societies such as ABS,” said Oliver Hagen-Smith, CEO at KNCC.

ABS is a leading classification society for gas carriers with more than 50 years of experience.

[By: ABS]

ABS issued approval in principle (AIP) to HD Hyundai Heavy Industries (HD HHI) and HD Korea Shipbuilding & Offshore Engineering (HD KSOE) for an innovative new design of a cargo handling system and fuel gas supply system.

Named Hi-ecoGAS and Hi-neoGAS, the systems are designed to handle boil-off gas in dual-fuel engines on gas carriers. The innovative approach has an optimized fuel gas supply system for feeding the fuel gas to the dual-fuel engine, or an LNG subcooling system for handling boil-off gas.

Presented at the 60^th anniversary of the Nor-Shipping maritime trade fair, the AIP signifies the Hi-ecoGAS and Hi-neoGAS systems are technically feasible and ready to take the next step to commercialization. ABS completed design reviews based on class and statutory requirements.

“Boil-off gas can present significant challenges to storage and transportation, which can lead to safety hazards. ABS is proud to use our expertise as the world’s leading classification society for gas carriers to support HD HHI and HD KSOE with these new designs,” said Patrick Ryan, ABS Senior Vice President and Chief Technology Officer.

“Hyundai Heavy Industries (HHI) has recognized that developing a fuel gas supply system (FGSS) that minimizes methane slip is a critical step in the era of decarbonization. HHI expects that its newly designed cargo handling and fuel gas supply system will make a significant contribution toward achieving the International Maritime Organization’s (IMO) 2050 Net Zero target,” said Hong-Ryeul Ryu, Executive Vice President, CTO of HD HHI’s Shipbuilding Business division.

“The development of Hi-ecoGAS and Hi-neoGAS strengthens HD KSOE’s and HHI’s ability to meet the evolving needs of global shipowners. As a leading provider of advanced shipbuilding solutions, HD KSOE remains committed to driving innovation and leading the global shipbuilding industry,” said Kwang-Pil Chang, Senior Vice President and Chief Technology Officer of HD KSOE.

ABS is the world’s premier classification society for gas carriers with more than 50 years of experience building and classing gas carriers of every type and size, from the transport of liquefied natural and petroleum gas to the next generation of gas carriers. Learn more here.

[By: Survitec]

Inert Gas specialists Maritime Protection, a brand of global Survival Technology solutions provider Survitec, has been awarded a contract valued at €22.7 million to supply dry inert gas systems for 24 LNG carriers being constructed at a major shipyard in China as part of Qatar’s second LNG fleet expansion program.

The contract represents the most significant single order in Maritime Protection’s history and includes the delivery of high-capacity dry inert gas generators, each rated at 21,000 Nm³/h. The systems will be delivered in phases from 2026 through to 2030, aligning with vessel completion schedules.

The 24 vessels form part of an LNG carrier initiative aimed at meeting the increasing international demand for liquefied natural gas amid ongoing shifts in global energy supply. The series is being built for a consortium of five different shipowners.

“This is a defining contract for Maritime Protection,” said Bernt Øhrn, Managing Director at Maritime Protection “It’s the largest single order in our history and reflects the growing demand for engineered safety systems in the LNG sector.”

The contract was awarded following a competitive, multi-party evaluation process and underscores Maritime Protection’s ability to deliver complex safety solutions for some of the most advanced vessels in commercial shipbuilding. It also reinforces the strategic value of the company’s integrated delivery model combining engineering, manufacturing, and service to support customers throughout the vessel lifecycle.

The contract was awarded following an extended negotiation period, during which system design maturity and long-term operational reliability were key factors in the decision-making process.

Knut Kaupang, Director of Sales, Maritime Protection, added, “Throughout the quotation process, it became clear that the shipowners were focused on securing a technically mature solution from a supplier with a long-standing track record in the LNG sector. The vessels involved are among the largest and most advanced of their type, and the equipment requirements reflect that scale.

“Our system design has been proven across a wide range of vessel types and operating conditions, which has helped build confidence among all stakeholders involved. When equipment is this integral to a ship’s infrastructure, owners need to have certainty in the design, the delivery capability, and the long-term support behind it.”

Inert gas systems are essential and complex safety systems onboard a tanker. Vessels carrying liquefied gas need an inerting solution to ensure it is safe to take on board cargo; primarily, it is used before and after dry docking. Maintaining an oxygen level of approximately 1% in the cargo tanks is essential to prevent explosions and fires.

Each system features a combustion chamber, chiller unit, cooler and dryer. The design follows a horizontal layout, which eliminates the risk of hydrocarbons in the SW drain. Additionally, the systems are built to meet the approval standards of all major classification societies, including DNV, BV, ABS and Lloyd’s Register, as required by the vessel operators.

This contract represents a significant addition to the company’s overall order book, bringing the total number of gas tankers equipped by Maritime Protection Dry IGG (Inert Gas Generators) to over 400 since 2005, with more than half of those commissioned in the past five years.

[By: DNV]

DNV has awarded an Approval in Principle (AiP) to HD Hyundai Mipo for its 20,000 cbm liquefied carbon dioxide (LCO?) carrier. This AiP is another milestone in the development of next-generation CO? transport solutions in this rapidly developing vessel segment.

As the first major projects in the global carbon capture, utilization and storage (CCUS) sector start to come on-line, shipping is stepping up to support this emerging industry. An innovative new 20K-class LCO? carrier design has been developed in close cooperation between HD Hyundai Mipo and DNV and is now recognized through the award of an Approval in Principle (AiP) at the Nor-Shipping trade fair.

The optimized design has been tailored to meet the increasing demand for efficient and secure transport of CO? for decarbonization projects worldwide. It addresses the specific challenges to CO? transport, including the high internal pressure, low-temperature conditions, and long-distance transport requirements. The AiP covers HD Hyundai Mipo’s optimized medium-pressure, type C cargo tank design, with structural safety verification for the complete vessel now finalized.

Dongjin Lee, EVP/Head of the Initial Design Div. & Detailed Design Div. at HD Hyundai Mipo, said: “We are proud to receive this Approval in Principle from DNV. The successful development of this vessel further strengthens HD Hyundai Mipo’s position as a front runner in eco-friendly shipping. This 20K LCO? carrier design offers a safe, practical solution for the expanding carbon transport market, and we are confident it will play a key role in global decarbonization efforts.”

Vidar Dolonen, Regional Manager of DNV Korea & Japan added: “This project is a successful example of global collaboration, drawing the deep technical competence and commitment to innovation between two leaders in their fields. By bringing together HD Hyundai Mipo’s technological excellence and DNV’s regulatory expertise, we are working to offer this exciting new industry a solution that can support the deployment and scaling of CCUS infrastructure and the global energy transition.”

An Approval in Principle (AiP) is an independent evaluation of a concept based on a predefined framework of requirements. It confirms the feasibility of the design and ensures there are no significant technical obstacles hindering its implementation.

[By: International Registries, Inc.]

The Republic of the Marshall Islands (RMI) Registry wraps up a dynamic week at Nor-Shipping 2025. With 16 team members at the conference and adjacent events, the global team from International Registries, Inc. and its affiliates (IRI), which provide administrative and technical support to the RMI Registry, prioritized collaboration, innovation, and client engagement during the conference. 

Highlights from the week included active engagement at DNV’s VIP reception and BBQ, the announcement from Bar Technologies regarding the delivery of RMI-flagged BRANDS HATCH, the first new build Long Range 2 tanker, featuring WindWings® technology. WindWings® is a rigid sail technology that uses wind propulsion to deliver average daily savings for the BRANDS HATCH of 4.5 tons of fuel and 14 tons of CO2 on typical global routes. The week also included the signing of a joint development project between Lloyd’s Register, HD Hyundai Mipo, PanOcean, and the RMI Maritime Administrator on a new ultramax bulk carrier design.

IRI senior leadership, including President Bill Gallagher (Reston); Managing Partner Clay Maitland (New York); Chief Commercial Officer and Managing Director, Piraeus Office Theo Xenakoudis (Piraeus); Chief Maritime Officer Simon Bonnett (London); General Counsel Meredith Kirby (Reston); Senior International Counsel, Head of Office Alison Wilson (Long Beach); and Director, Marketing and Communications and Operations Technology Officer Laura Sherman (Reston), attended events throughout the week. As part of IRI’s commitment to developing talent and leadership readiness for long-term resilience, team members Em Gallagher, Vice President, Commercial Operations (Reston); Marius Molver, Maritime Advisor (Oslo); Rafael Riva, Vice President, Client Relations (Houston); and Dr. Athina Syntychaki, Business and Market Research Executive (Piraeus) were particularly visible throughout the week alongside senior leadership. Other team members included Sophia Brown, General Manager (New York); Jason Clifton-Samuel, Safety & Technical Manager (London); Hans Molver, Client Relations Technical Lead – Cruise; Mohammad Sabir, Vice President, Maritime Services (London); and Mike Worch, Vice President, Marketing (Reston).

“Norway has always been an important market for the RMI Registry,” said Bill Gallagher. “This year’s Nor-Shipping saw more attendance overall than any other years in the past, bringing together stakeholders from all over the world,” he continued. As of 31 March 2025, Norwegian owners and operators represented more than 10% of the RMI fleet in terms of gross tonnage.

IRI’s long-term and consistent commitment to high quality shipping continues to be recognized by the international community. At the Advokatfirmaet Simonsen Vogt Wiig and Marshall Islands Registry reception, President Bill Gallagher recognized owners and operators of RMI-flagged vessels for their continued commitment to quality, noting that the RMI achieved 21 consecutive years as a United States Coast Guard (USCG) QUALSHIP 21 qualifying jurisdiction. “We are proud to be the first and only registry to achieve this distinction and thank all of our owners, operators, and team members for their consistent dedication to safe vessel operation,” Bill commented to guests at the reception.

The RMI is the only of the world’s three largest registries to achieve QUALSHIP 21 for this year, and the only registry in the world to achieve 21 consecutive years. The RMI remains whitelisted with both the Paris and Tokyo Memorandums of Understanding and has a favorable rating with the Australian Maritime Safety Authority. As of 31 May 2025, there were 5,816 vessels and nearly 202 million quality gross tons registered in the RMI. As of 12 May 2025, 26.0% of all vessels enrolled in QUALSHIP 21 were RMI-flagged and 37.3% of those vessels enrolled in QUALSHIP 21 achieving E-ZERO status were RMI-flagged vessels. 

 

The Korean Central News Agency (KCNA) reported the destroyed that was damaged in a failed launch just over two weeks ago has been successfully launched and moved to a berth. While saying the 5,000-ton destroyer requires re-examination, they are predicting the vessel will be fully repaired by the end of the month when the Central Committee of the Party convenes for its 12th plenary session.

“The next stage of detailed restoration work will be carried out at the dry dock of the Rajin Ship Repair Plant, and the work period is expected to be 7 to 10 days,” reports KCNA. They said the next phase would begin after the experts complete a re-examination of the overall condition of the destroyer’s hull. They reported the balance had been restored at the beginning of June and the vessel moved to a dock by the afternoon of June 5.

KCNA has repeatedly asserted that the damage was less than originally reported and that the vessel would be quickly repaired. The official report was that the detailed underwater and internal inspection found no “crater,” but that the starboard side of the hull was “scratched and a certain amount of seawater had flooded into the structural passage in the stern.”

Experts had estimated that it would take two to three days to pump out the seawater from the flooded compartment and then 10 days to restore balance to the ship. Independent analysts reported the vessel was being pulled upright with tethers and floating balloons.

The vessel tipped over on May 21 during the launch ceremony at the Cheongjin Shipyard. North Korean leader Kim Jong Un was on hand and angrily announced “This accident has brought down the dignity and pride of our country in an instant,” reported KCNA.  The accident was called “an unacceptable criminal act,” with KCNA announcing that “those responsible can never cover up their crimes.”

The official account said it was due to “immature command and carelessness in the operation,” that caused the parallel movement not to be regulated. The stern was released first, which they said stranded the ship and caused it to lose balance.

KCNA announced on May 26 the arrest of Ri Hyong-son, deputy director of the Munitions Industry Department, saying he was largely responsible for the serious accident. The previous day it had reported the arrest of the chief engineer of Cheongjin Shipyard, Kang Jeong-cheol, the head of the shipbuilding assembly shop, Han Gyeong-hak, and the administrative manager, Kim Yong-hak. Hong Gil-ho, manager of Cheongjin Shipyard, had also been summoned to the judicial authorities.

[By: RINA]

RINA, the inspection, certification, ship classification and consulting engineering company, has announced at Nor-Shipping the Approval in Principle (AiP) of a new Ultramax bulker design developed by SDARI (Shanghai Merchant Ship Design & Research Institute) in collaboration with Almi Marine Management S.A.. This milestone was achieved through a Joint Development Project (JDP) between RINA, Almi Marine, and SDARI.

The vessel, based on SDARI’s latest-generation Green Dolphin 64 platform, is a dual-fuel LNG/hydrogen-powered Ultramax bulker, featuring hybrid propulsion and advanced energy efficiency technologies. The AiP recognizes the design’s pioneering integration of battery-assisted electric propulsion, wind-assisted systems, and a novel hydrogen-reforming solution that eliminates the challenges of liquid hydrogen storage and supply. To award the AiP RINA verified that the innovative design meets the applicable safety and environmental protection standards.

The new concept redefines propulsion in merchant shipping. Its ultra-modern hull design increases cargo capacity while reducing fuel consumption. Hybrid-electric propulsion enhances adaptability to future innovations, and wind-assisted propulsion contributes further to energy efficiency.

Onboard hydrogen production provides a path to decarbonization without the technical challenges of supply and storage, thereby improving the ship’s Carbon Intensity Indicator (CII) and optimizing its pathway to GHG Fuel Intensity (GFI) compliance. It also provides a fuel pathway toward net-zero GHG emissions by 2050 through the progressive transformation of LNG into hydrogen onboard.

This design delivers the energy savings and reduced emissions needed to meet current regulatory requirements, while also offering flexibility to easily integrate future solutions.

[By: Torqeedo]

The "Perle Noire" is the first of a new generation of electrically powered tourist ferries to be launched in Paris. Torqeedo, the leading company for electric propulsion systems on water, has equipped the luxurious vessel with a fully integrated electric-hydraulic propulsion system in cooperation with the Breton specialist for hydraulic propulsion technology, Hydro-Armor. The “Perle Noire” offers elegant, electric-powered river cruises on the Seine, designed to accommodate up to 60 people in a modern ambience.

“The Perle Noire represents a new generation of sustainable vessels in Paris. It demonstrates that luxury and sustainability can seamlessly coexist - not only through its refined design, but also through its innovative drive,” says Matthias Vogel, SVP Global Market, Customer & Service from Torqeedo. “Our aim was to enable our guests to enjoy up to two hours of cruising on the Seine without the need to recharge. To achieve this, we equipped the ‘Perle Noire’ with six batteries with a total capacity of 480kWh. Paired with the Hydro-Armor hydraulic system, this setup provides an efficient and practical pathway towards low-emission propulsion for ships of this size.”

Maximum ride comfort with electric hydraulic drive
The vessel, which weighs 70 tons and is 22.5 meters long, is powered by three high-performance outboard motors developed by Hydro-Armor using Torqeedo’s Deep Blue 100i motors and six Deep Blue Battery 80s. The electrical energy generated by the Torqeedo motors is used to build up hydraulic pressure to drive the propeller. In addition, a bow thruster powered by another Deep Blue 50 motor ensures maximum maneuverability in the narrow passages of the Seine. All power for both propulsion and on-board systems is supplied by the six Deep Blue Battery 80s with a capacity of 80kWh each. The system is complemented by a 40m2 solar roof, which provides additional energy during sunny hours to further increase the range.

Innovation for sustainable tourism in Paris
The "Perle Noire" is a prototype of the French company SEINE ALLIANCE, which specializes in the development of innovative projects in the field of river and maritime transport, with a particular focus on sustainable tourism and environmental technologies. The "Perle Noire" was christened on April 8, 2025, in the Paris marina.

The SEINE ALLIANCE is committed to the ecological transformation of urban waterways, including pioneering propulsion concepts and solutions.

You can find more information about the “Perle Noire” here.

 

The global maritime industry is advancing toward its decarbonization goals, and one message is becoming increasingly clear: there will be no single solution or silver bullet. While future fuels will be a key driver, the sector is preparing for a multi-fuel future, where a variety of low- and zero-carbon options will coexist, each suited to different vessel types, trading patterns, and regulatory environments. Whichever fuel ship owners opt for, they need to be safe, fit for purpose and underpinned by reliable fuel supply systems.

With over 50 years of experience in developing next-generation fuel supply systems, Auramarine is playing a critical role in supporting this transition by building technologies that are fuel-agnostic and capable of adapting to fast-changing requirements. However, in a landscape still marked by uncertainties, ranging from fuel pricing to flexibility and global availability, ensuring confidence and risk mitigation in day-to-day fuel handling remains a pressing priority.

Methanol and ammonia: Growing roles and challenges

Looking toward 2050, many analysts expect a significant share of marine fuel demand to be met by methanol and ammonia. For instance, the International Energy Agency estimates ammonia could make up 44% of marine fuel use, while Lloyd’s Register forecasts 20%.

Both fuels offer promising Greenhouse Gas (GHG) emissions reductions but price, availability, a robust regulatory framework to ensure safety and the development of the right bunkering and supply infrastructure will be key factors in driving their widespread uptake.

Ammonia, for example, carries more complex safety requirements. From gas and leak detection to crew training, ammonia’s adoption will rely on robust safeguards and regulatory clarity. Safety measures include gas and leak detection, ammonia capture, reliquefying and ammonia release mitigation (ARMS) functions.

Adopting alternative fuels, therefore, isn’t a straightforward ‘plug-and-play’ exercise; it requires holistic consideration of the vessel design, supply chain readiness, safety measures, crew training and more.

Innovation in focus: Auramarine Water Content Analyser

At Auramarine, our focus has been on enabling the industry to use alternative fuels safely, efficiently, and reliably at sea through robust research, development, experience, and partnerships. As methanol gains traction as a marine fuel, one critical challenge is emerging: water contamination. The presence of water in methanol can increase fuel consumption, an issue exacerbated by the limited availability and relatively high cost of methanol. Ensuring the quality of methanol is therefore essential, not only for operational efficiency but also for managing fuel costs effectively.

In response to this need, we have developed the Auramarine Water Content Analyser (AM Water Content Analyser). Launched at Nor-Shipping 2025, the technology is designed to measure and report the concentration of water in methanol, helping ship operators proactively monitor fuel quality. By doing so, they can maintain optimal engine performance and achieve cost efficiencies through consistent fuel quality.

Put into the context of the energy transition, consider a ro/ro vessel using 27,000 tonnes of green methanol annually. With green methanol priced around €1,196 per tonne, a 5% water contamination could lead to losses exceeding €1.6 million over the course of a year. Detecting and responding to such issues early can prevent both cost overruns and operational delays.

Auramarine’s technology is installed directly to the methanol process piping and uses a sensor to provide continuous data on water concentration. This allows operators to verify the quality of their fuel before and during use, which is especially valuable in remote or tight-schedule operations.

The AM Water Content Analyser is a strong example of the incremental, highly practical technology that will support the broader adoption of cleaner fuels. It also illustrates the importance of closing smaller, operational gaps that could otherwise slow the pace of fuel transition.

Looking ahead: Integration, collaboration, and confidence

As vessels built today will likely still be operating in 2050, the imperative for flexibility and future-proofing operations is clear. Fuel supply systems must be adaptable to different fuel types, offer safety by design, and be backed by comprehensive research, training and lifecycle support to ensure their ongoing integrity and operational efficiency

Operators must be able to rely on consistent quality and performance, both from the fuels and the systems that support them. Whether it’s real-time quality monitoring for methanol or integrated safety systems for ammonia, the marine sector will depend on technologies that address specific, real-world operational challenges.

The broader takeaway is that while the path to decarbonization may be complex, progress is being made step by step. By focusing not only on the fuels themselves, but on the supporting technologies that enable their safe and efficient use, the industry is laying the groundwork for a resilient, multi-fuel future.

To learn more about the Auramarine Water Content Analyser, visit: https://www.auramarine.com/am-water-content-analyser/