Collection of Maritime Press Clippings

DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2024– 291
Number 291 *** COLLECTION OF MARITIME PRESS CLIPPINGS *** Thursday 17-01-2024
News reports received from readers and Internet News articles copied from various news sites & Social Media
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EVENTS, INCIDENTS & OPERATIONS
The 2012 built crude tanker ATHENS SPIRIT (ex PRINCIMAR INTEGRITY) with carrying capacity of 158,529 tonnes
anchored off Singapore Photo : Piet Sinke www.maasmondmaritime.com (c)
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Port of Oakland container volume continues to grow

anticipating strong 4th quarter
The Port of Oakland’s loaded container volume recorded a 7% increase in September 2024, compared to the same time
last year. For the second month, loaded imports experienced double digit growth. Port operators recorded 10.4% growth,
handling 82,180 TEUs (twenty-foot containers) in September 2024, compared to 74,428 TEUs in September 2023.
Loaded exports rose 2.9% year over year. Port operators processed 61,466 TEUs in September 2024, versus 59,757
TEUs in September 2023. “Oakland has benefited from a final push by importers wanting to ensure supplies for the
holiday season,” said Port of Oakland Maritime Director Bryan Brandes. “We expect to have a strong fourth quarter for
container volume because it’s also harvest time. We are seeing more agricultural exports going to overseas markets.”
The Port of Oakland is the preferred export gateway for much of California’s agricultural products, due in part to its
proximity to the Central Valley farming region. The Port ranks number one by TEU volume in refrigerated export trade
among United States ports.
Empty imports rose 13.2%, with 12,692 TEUs passing through Port facilities in September 2024, compared to 11,208
TEUs in September 2023. Empty exports increased 33.7%, with 35,337 TEUs transiting Port facilities in September 2024,
compared to 26,429 TEUs in September 2023. Source : American Journal of Transporation
Spliethoff’s PIJLGRACHT inbound for Amsterdam Photo : Ruud Coster ©
Carriers look to incoming government to act on

Mexican port challenges
By Ian Putzger Americas correspondent
Frustrated with infrastructure limitations that hamper the ability of Mexican ports to absorb the rise in traffic, ocean
carriers are looking to the new government for fresh impetus, particularly at the nation’s premier Pacific gateway.
Frustration has been building among the carriers over problems at Mexican ports, claiming they undermine the nation’s
ability to absorb the influx of new business from the near-shoring trend, of which Mexico is one of the chief
beneficiaries.At the recent annual congress of AMANAC, the association of Mexican shipping agents, speakers described
the situation as disastrous, and called for action to increase capacity, especially at the port of Manzanillo, the largest
gateway for international freight moved by ocean carriers. According to one source, ships may wait up to five days to get
unloaded at major Mexican ports. Javier Moreira, country manager for CMA CGM, said the system was “inefficient” and
he was surprised how much his company is paid for delays in a year. Torsten Nolting, VP Mexico at Hapag-Lloyd,

described the logistical inefficiencies as “a disaster”. Rapid growth in traffic has overwhelmed port infrastructure. In the
first eight months of this year, the nation’s ports handled 6,221,334 teu, an increase of 14.8%
Lazaro Cardenas saw the biggest surge, with throughput up 34.9%, to 1,586,838 teu, followed by Veracruz, the nation’s
top east coast gateway, with a 16.5% rise, to 884,682 teu. At Manzanillo, throughput rose 8.5%, to 2,602,946 teu, with
imports up 15.4%.
Manuel Fernandez Perez, director general of SSA Marine Mexico, said this was an opportunity for sustainable growth for
the ports, noting that 35% of Mexico’s imports arrive by ocean carrier.However, the ports are now choke points, with
marine infrastructure overwhelmed by the rise in traffic, so urgent upgrades are needed, carrier executives stressed.This
requires more collaboration between stakeholders, but first of all, it needs more investment. “Mexico is falling behind,”
warned Patricia Perez, director general Mexico of Maersk. International organisations have recommended nations spend
about 4% of GDP on infrastructure, but Mexico is only investing 3%, she noted. Not surprisingly, much of the attention is
on Manzanillo. Delegates at the conference called on the incoming administration in Mexico City to make the
development of capacity one of its principal projects.
Back in 2019, the Office of Communication and Transport (which has since been restructured) released a paper outlining
considerations in the government to expand capacity at Manzanillo. This included the construction of five new terminals
in the Bay of Cuyutlan, including a container facility capable of handling 1.75m teu a year.
There have been no updates or further details since then. According to one observer, it has been an open secret that
there has not been much interest in logistics development in the current government. Now, some hope president-elect
Sheinbaum will show more interest.
Some have also suggested the government make personnel changes in ASIPONA, the administration of the national port
system. At AMANAC, Julieta Juarez, administrative director of ASIPONA Manzanillo, said the imminent opening of new
road access to the northern area of the port would boost capacity to serve trucks from the current 1,000 a day to 6,000,
and that new x-ray equipment would cut down inspection times from five minutes to 1-1/2 minutes. She added that the
implementation of the Safe Smart Platform as a single window had streamlined information exchange between users and
ASIPONA.Elsewhere ASIPONA Manzanillo recently argued that the presence of 15 vessels at anchor at the port (including
two containerships, which had arrived behind schedule) was not a reflection of saturation of the port, but that Manzanillo
“is and always will be one of the principal destinations of the world”. Source : The Loadstar
LNG Carriers, Oil Tankers and Container Ships Race

to Beat the Winter Ice on the Northern Sea Route
By ; Malte Humpert
Nuclear icebreaker SIBIR working around Wrangel Island in the Chukchi Sea to keep a shipping lane open. (Source:
Atomflot)
With an unusually early return of winter sea ice shipping for low ice-class vessels will come to a halt on Russia’s Northern
Sea Route in the coming days, at least officially. Some cargo, including strategically important modules for Arctic LNG 2
will continue to flow in violation of Russia’s own safety rules.
With winter fast approaching Arctic sea ice has returned unusually early in the eastern reaches of Russia’s Northern Sea
Route. Vessel tracking sites and satellite images show the efforts of nuclear icebreaker Sibir working in the ice and
keeping a shipping lane open for commercial ships on the route.Over the past week more than a dozen vessels, including
multiple liquefied natural gas carriers, bulk carriers, oil tankers and a container ship passed through the narrowing gap in
the ice to the north of Wrangel Island in the Chukchi Sea.

Sea ice had persisted along that eastern section of the shipping route throughout summer giving winter ice a head start
and allowing it to form quicker than it otherwise would.
Traffic restrictions after October 15
Russia’s Northern Sea Route Administration announced that the route would shut down several weeks earlier than during
past years due to the early formation of ice. Vessels without ice-class have to vacate the East Siberian and Chukchi Sea
by October 15, with lower ice-class vessels following five days later. However, the enforcement of the navigation deadline
will be a different matter. Since being placed under the authority of Russia’s operator of nuclear icebreakers, Atomflot,
the route’s administration has increasingly turned a blind eye to violations of its own rules and regulations.This summer a
number of shadow fleet LNG and oil tanker vessels transited the route without permit and without being registered in the
daily logs. Others did not possess sufficient ice classes as stipulated in the NSR’s official rules.
The October 15 and October 20 deadline for non and low ice-class vessels will almost certainly be breached by three
heavy lift vessels carrying power plant modules from China’s Wison New Energies to the sanctioned Arctic LNG 2 project.
The vessels, one without ice-class and two with a low Ice1 ice-class are assembling to form a convoy south of the Bering
Strait.
They will likely receive an icebreaker escort to continue their voyage along the NSR. Unlike traditional cargo vessels,
which can maintain speeds around 16 knots or above, heavy lift vessels’ particular hull shape and low position in the
water requires much slower speeds for safe navigation. For much of their trip from China across the North Pacific the
three vessels have been traveling at just 7-8 knots. At those speeds the convoy has at least 3-4 weeks to go to reach its
destination taking it deeper into November, let alone leaving the Arctic after delivering the sanctioned cargo. Apart from
violating Russia’s own NSR rules, an increasing number of vessels are also suspected of not abiding by the specific
requirements set forth by the Polar Code, including specific equipment and crew training. Source: high north news
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The CLAMOR SCHULTE at Dunkirk 14.10.24 Photo : Gordon Priestley (c)
Bulker Struggles to Stay Off the Rocks Near Dutch Harbor

The U.S. Coast Guard has begun evacuating personnel from the distressed bulker PAN VIVA, which is fully functional
but still at risk of potential grounding near Dutch Harbor.
On Saturday, a large winter storm (mid-latitude cyclone) swept over the Aleutians, bringing winds of 60 knots and waves
of up to 30 feet. Severe weather is a regular occurrence in the Gulf of Alaska and the Bering Sea in the colder months.

Late last month, the Korean-owned bulker PAN VIVA got under way on a voyage from from Dandong to the U.S. West
Coast. The vessel was in ballast and drawing just 7.5 meters, with more hull area above the waterline and more windage.
On October 11, as PAN VIVA was nearing Unimak Pass in severe wind and seas, the vessel began to deviate from her
eastward course. She reduced speed to 2-4 knots on an irregular heading, then reversed course and made an erratic
track towards the north side of Unalaska, ending up in Unalaska Bay on Saturday morning (top, courtesy Pole Star).
The vessel dropped anchor at a position about one to two miles offshore, and the crew informed the Coast Guard that
they were having difficulty maintaining position - even though the anchor was deployed and engine fully functional.
Conditions on scene included winds of up to 58 knots and waves of 26-29 feet.
By the afternoon, the developing situation was serious enough that the Coast Guard decided to evacuate four
crewmembers - two cadets and two galley staff - as a precautionary step. Additionally, a harbor tug and a Coast Guard
cutter were assigned to wait on standby in case Pan Viva needed assistance.Beyond the safety of the crew, PAN VIVA is
carrying an estimated 300,000 gallons of fuel oil, and a grounding would create a serious pollution risk. Severe northerly
winds from the storm will continue through Monday, according to the National Weather Service. Until then, Unalaska's
mayor suggested to local KUCB, the best thing to do is to "hope the anchor holds." According to the Coast Guard, PAN
VIVA was still maintaining position as of Sunday. Source : MAREX
The Norwegian registered and LNG powered chemical/oil tanker "MOSTRAUM" outbound from Rotterdam with
destination Brunsbüttel in Germany photo : Cees van der Kooij (c)
Mediterranean ECA to impact tanker trades

Paul Bartlett, Correspondent
The BLUE BIRD receiving bunkers off Gibraltar Photo : Daniel Ferro (c)

Fuel strategies in the Med will change as some scrubbers may be unable to comply with ECA limits and gasoil is over
$200 per tonne more expensive than than VLSFO.From the beginning of May next year, the whole of the Mediterranean
Sea will become an emissions control area (ECA), with important implications for bunkering strategies and tanker trades,
says Gibson.
The London-based shipbroker points out that the maximum sulphur content of bunkers from that time will fall from 0.5%
to 0.1% unless ships are equipped with scrubbers capable of limiting stack emissions to this level. And, although
refineries and bunker suppliers have already demonstrated that they can adapt to such changes following introduction of
similar limits in ECAs in the US, Baltic Sea, and northern Europe, there are implications for both price and commodity
flows across the region.Owners without 0.1% capable scrubbers installed on their ships will face significantly higher
costs. So far this year, there has been an average price differential of 35% between the two fuels. Very low sulphur fuel
oil (VLSFO), with a sulphur content of 0.5%, has been available across the region at an average price of $590 per tonne.
Marine gasoil, however, with 0.1% sulphur, has been available at an average $798 per tonne. This will translate into
higher freight rates for vessels trading in the Mediterranean, and adjusted Worldscale flat rates for tankers in the future.
Tanker CIELO ROSSO taking on bunkers in Gibraltar. Photo : Daniel Ferro (c)
According to estimates, current bunker demand in the Mediterranean is around 21.5 million tonnes, with VLSFO
accounting for less than half of this, according to the shipbroker. Demand for this fuel is expected to fall from next May,
however, as ships that stem this grade will be preparing to burn it outside the Mediterranean. VLSFO demand could fall
by more than 70% to around six million tonnes, Gibson says, citing figures from Marine and Energy Consulting Ltd.
Many ships are expected to move over to ultra low sulphur fuel oil or marine gasoil to comply with the new 0.1% limit.
Heavy fuel oil is likely to remain steady, as the fuel of choice for operators with scrubber-fitted ships. However, there is a
question mark over this issue, Gibson points out, as some scrubber systems may not be able to ‘scrub down’ to the
necessary 0.1% level. In this instance, owners will be forced to switch to more expensive fuel grades.
The new ECA will also have implications for refined product movements within the region and cargoes moving in and out.
VLSFO is likely to be exported out of the region, most likely bound for east of Suez, the broker suggests. Demand for
gasoil and other compliant grades will rise, with extra volumes likely to be imported from the US and Middle East.
Although larger tankers may benefit from higher volumes of heavy fuel oil bound for Asia, there is likely to be a shift from
dirty to clean tankers in regional trades. And all of this will come on top of FuelEU Maritime which, from January, will
require a 2% reduction in the greenhouse gas intensity of marine fuels. This will have a small impact initially, Gibson
predicts, but will boost demand for greener fuels to replace conventional bunker grades in the future.
Dongfang Unveils Record-Smashing 26 MW Offshore

Wind Turbine
China Rolls Out World’s First 26MW Offshore Wind Turbine
China has taken production of super-sized wind turbines a giant step further with a new 26-megawatt turbine. In a
statement over the weekend, China’s Dongfang Electric Corporation (DEC) announced the rollout of the mega-turbine
from the production line in Fuzhou. This giant turbine sets a new record for the world’s largest wind turbine by capacity

and size, surpassing Dongfang’s previous world record of 18 MW by 31 percent. Just four months ago, Dongfang installed
the 18 MW turbine at a coastal test base in Shantou, Guangdong province.
The new 26 MW model is suitable for medium to high wind speed areas, with speeds above eight meters per second
(m/s). The turbine boasts a blade wheel diameter of more than 310 meters, with a swept area equivalent to 10.5
standard football fields. The turbine’s hub center is 185 meters high, which is almost the height of a 63-story residential
building.
At an average wind speed of 10 meters per second, the turbine can produce 100 GWh of clean electricity annually. This is
sufficient to meet the annual electricity needs of 55,000 households, reducing more than 80,000 tons of CO2 emissions,
according to Dongfang. The energy research firm Rystad has termed the shift in sizes of wind turbines as a “growth
spurt”, with the average size rising from 3MW in 2010 to the current 26 MW. This shift is likely to be sustained as future
wind farms are likely to install larger turbines. Rystad estimates that turbines larger than eight megawatts accounted for
just three percent of global installations between 2010 and 2021. However, this percentage is forecast to surge to 53
percent by 2030. Source : MAREX
Mass Maritime Academy Welcomes New Training

Vessel ‘Patriot State’ to Buzzards Bay
By: Mike Schuler
The Massachusetts Maritime Academy celebrated the arrival of its new training ship, the Patriot State, in Buzzards Bay on
Friday.
This delivery marks a significant milestone in the U.S. Maritime Administration’s National Security Multi-Mission Vessel
(NSMV) program, designed to bolster maritime training and disaster relief capabilities.
“[Friday] was a day years in the making, as the campus community gathered and the Regiment formed along the canal
to welcome the Patriot State to its home port in Buzzards Bay,” the academy said on X.
The Patriot State, delivered by Philly Shipyard in September, is the second of five purpose-built, state-of-the-art training
vessels commissioned for America’s five state maritime academies. This innovative program, spearheaded by the U.S.
Department of Transportation’s Maritime Administration (MARAD), aims to provide world-class training for future
mariners while also supporting humanitarian assistance and disaster relief missions in times of need.
The PATRIOT STATE replaces Mass Maritime’s previous training ship, KENNEDY, built in 1967 as the SS VELMA
LYKES at Avondale Shipyards in New Orleans. The TS Kennedy was transferred to Texas A&M Maritime Academy in 2023
and currently serves as its training ship.
The NSMV program represents a significant investment in America’s shipbuilding industry and maritime workforce,
supporting nearly 400,000 U.S. jobs. Each vessel is equipped with numerous instructional spaces, a full training bridge,
and can accommodate up to 600 cadets, providing a first-rate maritime academic environment at sea.Beyond its primary
role in education, the Patriot State is designed with impressive humanitarian capabilities. The ship features modern
hospital facilities, a helicopter pad, and can accommodate up to 1,000 people during humanitarian crises. Its roll-on/roll-
off and container storage capacity further enhances its utility in disaster relief missions.Each NSMV measures 159.85
meters in length, has a breadth of 27.00 meters, and can reach speeds of 18 knots. The shipbuilding program also marks
a significant advancement in U.S. shipbuilding, utilizing an innovative public-private partnership that blends private sector
expertise with government requirements. TOTE Services, as the vessel construction manager, oversees the timely and
cost-effective delivery of all five next-generation ships.With the first two NSMVs have already been delivered to SUNY
Maritime College (EMPIRE STATE VII, delivered September 2023) and Massachusetts Maritime Academy, construction
is currently underway for the vessels destined for Maine Maritime Academy, Texas A&M Maritime Academy, and California
Maritime Academy, in that order. Source : gCaptain
The ALIAI inbound for Amsterdam Photo : Marcel Coster (c)
Castor Maritime Adds 2020-built Bulk Carrier

Castor Maritime announced that on October 9, 2024, it took delivery of the M/V MAGIC ARIEL, the 2020-built
Kamsarmax bulk carrier vessel it had agreed to acquire as previously announced on September 30, 2024. The vessel

acquisition was financed in its entirety with cash on hand.The MAGIC ARIEL will be employed under a time charter
contract with a minimum duration of about seven months at a gross daily rate equal to 108% of the Baltic Panamax
Index 5TC (BPI5TC).
The MISJE ROSE inbound for Amsterdam Photo : Ruud Coster (c)
Five technologically advanced SANMAR tugs at

dedication ceremony
At a special dedication ceremony at the Port of Leith this week, five Sanmar-built tugs were given a traditional marine
blessing with their godmothers present. They form part of the large fleet of tugs and work boats operated by Targe
Towing Limited, a wholly owned subsidiary of Forth Ports Limited, which provide towage, emergency response and other
services 24 hours a day principally on the Forth and Tay, two of the UK’s busiest waterways, the North East ports of

Scotland and offshore. The ceremony also marked, by the merged entities, 40 years of continuous towage operations at
Braefoot Bay and 30 years of operations at Hound Point Marine Terminal both located on the River Forth.
Bishop of Brechin, the Rt Rev Andrew Swift, led the blessing of the tugs, which are named the Balmerino, Camperdown,
Kittiwake*, Peterel and Queensferry and, to follow the tradition of assigning a female godmother to a marine vessel, each
tug had its godmother at the ceremony.
• MT BALMERINO - Godmother Carole Cran – Chief Financial Officer at Forth Ports
• MT CAMPERDOWN - Godmother Lesley Dorman – Lesley is married to Captain Nick Dorman, MD of Targe Towing
• MT KITTIWAKE* - Godmother Pamela Smyth – Chief Legal and Property Officer at Forth Ports
• MT PETEREL - Godmother Karen Wallace – Karen is married to Stuart Wallace, CEO of Forth Ports
• MT QUEENSFERRY - Godmother Angela Gardner – Angela is married to Andrew Gardner, CEO of INEOS Forties
Pipeline Services, owner of the tug.
[*The Kittiwake was operating elsewhere and not present at the ceremony.]
All five tugs have been built to exclusive-to-Sanmar designs from Canadian naval architects Robert Allan Ltd.
Sanmar was represented at the ceremony by Chairman Ali Gürün, Director of Corporate Strategy İpek Gürün, and
Commercial Director Rüçhan Çıvgın. Robert Allan Ltd was also respresentedby Robert Allan himself.
Ali Gürün said: “We delivered our first tugboat to Targe Towing in 2017. The most recent, CAMPERDOWN, delivered
earlier this year, is a representative of Sanmar Shipyards’ advanced engineering capabilities and technological superiority
in the maritime industry.”
The tugs, crewed by expert mariners, are established work horses of the Target Towing and INEOS FPS marine fleets
and have a long life span which can last decades. These state-of-the-art vessels demonstrate the latest technology and
significantly enhance the overall towage capability and emergency response for the region.
MSC deploys direct connection strategy after

dissolution of 2M Alliance
MEDITERRANEAN Shipping Company's (MSC) CEO Soren Toft says the carrier's strategy will be to offer direct services
between ports after dissolution of the 2M Alliance.
Speaking at the recent International Association of Ports and Harbour (IAPH) World Port Conference in Hamburg,
Germany, Mr Toft said: "We want to be stand-alone. We will be in charge of our own destiny, so that we can provide the
speed, agility and decision-making to our clients that we want." The company's aggressive newbuilding acquisition
strategy is well-positioned to support its ambitious goals, reports Greece's Container News. Currently, MSC boasts over
6.1 million TEU in total container capacity, commanding 20 per cent of the global market share. Additionally, it holds the
largest orderbook among its competitors, further solidifying its leadership in the industry. The new network will "offer
clients a lot of direct port pairs" and "a lot of choices", Mr Toft added, "We believe that this will offer ourselves and our

clients the best flexibility that we possibly can." Specifically, the Swiss/Italian ocean carrier aims to provide more direct
services with a claimed 1,900 direct port combinations. "Whilst not explicitly naming it, this approach will be in stark
contrast to the Gemini Cooperation's hub/spoke/transshipment heavy network," noted DynaLiners in its weekly report.
Meanwhile, Gemini Cooperation, formed by Hapag-Lloyd and Maersk, confirmed that it will start operations with the Cape
of Good Hope service network in February. In early September, the new alliance presented two alternative options:
Trans-Suez Network and Cape of Good Hope Network. With the Red Sea crisis still ongoing, the two partners have
decided to proceed with the Cape of Good Hope network in the first weeks of their cooperation MSC will also provide
options for both Suez Canal and Cape of Good Hope routes, depending on the evolving situation in the Red Sea. Mr Toft,
however, believes "there will not be any short-term solution on the horizon" to guarantee safe passage through the Suez
Canal.
OSVs Gain New Life

By : Eric Haun, Editor
(Photo: Alabama Shipyard)

Faced with an aging fleet, the Woods Hole, Martha’s Vineyard and Nantucket Steamship Authority has turned to
converted offshore support vessels (OSV) to breathe new life into its ferry operations.The operator announced its
purchase of the OSVs HOS Shooting Star and HOS Lode Star from Hornbeck Offshore Services in 2022, to replace its
open-deck freight vessels Gay Head and Katama, and several months later, the operator exercised an option to acquire a
third OSV, HOS North Star, to replace its vessel Sankaty.
A study commissioned by the Steamship Authority identified the existing freight vessels as having an expected useful life
of less than five years, while the newly purchased OSVs have an estimated remaining useful life of at least 25 years.
Initial cost estimates for the acquisition, conversion and re-activation of the first two OSVs is approximately $30 million,
the Steamship Authority said when it announced the deal. The third OSV purchase was made possible through an
agreement with the Cape Cod Regional Transit Authority (CCRTA) yielding $28.1 million in additional federal funding
becoming available to the Authority. “The purchase and conversion of available OSVs is the most efficient, rapid and cost-
effective path to upgrade our fleet and best serve the vehicle and freight transport needs of island residents and visitors,”

Steamship Authority general manager Robert B. Davis said in a statement back in 2022. “The similar design of the
vessels also promotes economies of scale through interchangability of vessels for service needs, inventory of spare parts
and crew training.”
The Steamship Authority is already familiar with the OSV conversion model. Gay Head, Katama and Sankaty, like the
three sister vessels that are being converted to replace them, came to the U.S. Northeast following previous lives as
OSVs supporting the offshore oil and gas industry in the U.S. Gulf of Mexico.
The first two of the current conversions are nearing the finish line at Alabama Shipyard and will soon be delivered to their
new owner under the names
Aquinnah and Monomoy. The
third OSV, to be renamed
Barnstable, entered the yard in
August to officially commence its
planned 11-month conversion
journey. Built by Atlantic Marine,
Inc. in Jacksonville, Fla. in 2008,
the vessel is 240 feet long and 54
feet wide in its current state,
offering a substantial platform for
its new role as a passenger and
freight ferry, said Ryan Schnoor,
senior project manager at
Alabama Shipyard.“Its original
design and ample deck space are
ideal for its conversion into a
ferry,” Schnoor said. “The
existing infrastructure provides a
solid foundation for modification
and the vessel's flat aft deck
makes it suitable to
accommodate a range of vehicles
and passengers.”Alabama
Shipyard, in Mobile, is a full-
service ship repair facility serving
both commercial and government
customers. The yard features a
787- by 164-foot floating dry-
dock, DD Alabama—one of the
largest in the U.S.—and five pier
locations to accommodate vessels up to 1,000 feet in length. (Photo: Alabama Shipyard) Upon arrival to Alabama
Shipyard in August, the OSV was transferred to land, enabling initial work to begin. “The vessel will undergo significant
modifications, starting with the removal of a 24-foot midbody section to shorten its length,” Schnoor said. “It will then be
lengthened with the addition of a stern deck extension to align with existing ferry landings.”
The result will be a vessel that is about 14 feet longer and 10 feet wider; its final dimensions will be 245 feet in length
and 64 feet in breadth. The vessel will also be fitted with deck sponsons on both port and starboard sides for the
accommodation of seven lanes of vehicles, and its public lounge area will be redesigned to include restrooms and seating
for passengers.
Schnoor added that the propulsion and steering systems will be thoroughly overhauled, and the controls, navigation and
emergency equipment will be upgraded to meet current regulations. The Woods Hole, Martha’s Vineyard and Nantucket
Steamship Authority has served as the transportation lifeline to the islands of Nantucket and Martha’s Vineyard year-
round since 1960, and today is the largest ferry service to the islands. It transported more than 2.9 million passengers
and more than 690,000 vehicles to and from the islands in 2023. (Photo: Alabama Shipyard) After all structural
modifications are complete, the vessel will be relaunched and final outfitting and through testing will begin ahead of final
delivery in the second half of 2025. “The challenges of this project are primarily related to the complex coordination that
is required for the various modifications. Sequencing the structural, electrical, piping and outfitting changes in a precise
order to ensure the vessel meets the customer’s requirements is a key challenge,” Schnoor said.

“Another challenge is the confined working environments within the vessel,” he added. “Much of the work takes place in
tight spaces, where only a limited number of personnel can operate simultaneously.”
To overcome these challenges, Alabama Shipyard is employing detailed planning and coordination strategies, Schnoor
explained. “This includes developing a comprehensive project schedule that sequences each project phase and ensure
that resources are allocated properly.” “Alabama Shipyard’s ongoing conversion projects underscore how traditional
maritime practices can be adapted to meet contemporary needs,” Schnoor said. “By successfully transforming OSVs into
ferries, the shipyard has demonstrated its expertise, adaptability and proficiency at repurposing vessels for new roles.”
Source : Marinelink
Viking takes delivery of newest Egypt ship
The New Viking Sobek Joins Award-Winning Sister Ships on the Nile River
Viking announced it has taken delivery of the company’s newest ship for the Nile River, the VIKING SOBEK. The
delivery ceremony took place when the new ship was presented at Massara shipyard in Cairo, Egypt. The 82-guest
VIKING SOBEK. joins the company’s growing fleet of state-of-the-art ships for the Nile River and will sail Viking’s
popular 12-day Pharaohs & Pyramids itinerary.
“We are proud to welcome the VIKING SOBEK.to our award-winning fleet. In our view, these identical sister ships are
by far the most elegant vessels on the Nile,” said Torstein Hagen, Chairman and CEO of Viking. “Egypt has always been a
destination of great interest among our guests, and demand for these voyages continues to be strong. With the arrival of
the Viking Sobek, we look forward to introducing even more curious travelers to the country’s rich history and fascinating
cultural treasures.”
The Viking Sobek & Viking’s Growing Egypt Fleet
Hosting 82 guests in 41 staterooms, the new VIKING SOBEK.is inspired by Viking’s award-winning river and ocean
ships with the elegant Scandinavian design for which Viking is known. An identical sister ship to the Viking Osiris, the
Viking Aton and the Viking Hathor, the Viking Sobek features several aspects familiar to Viking guests, such as a
distinctive square bow and an indoor/outdoor Aquavit Terrace. Other ships in the Egypt fleet include the Viking Ra and

the MS Antares. Viking plans to welcome four additional ships in the next two years—the Viking Amun and the Viking
Thoth in 2025 and the VIKING SEKHMET and the VIKING PTAH in 2026—which would bring Viking’s fleet to 10
vessels on the Nile River.
Viking’s Pharaohs & Pyramids Itinerary
During the 12-day Pharaohs & Pyramids itinerary, guests begin with a three-night stay at a first-class hotel in Cairo,
where they can visit iconic sites such as the Great Pyramids of Giza, the necropolis of Sakkara, the Mosque of
Muhammad Ali, or the Grand Egyptian Museum. Guests then fly to Luxor, where they visit the Temples of Luxor and
Karnak before boarding a Viking river ship for an eight-day roundtrip cruise on the Nile River, featuring visits to the tomb
of Nefertari in the Valley of the Queens and the tomb of Tutankhamen in the Valley of the Kings, and excursions to the
Temple of Khnum in Esna, the Dendera Temple complex in Qena, the temples at Abu Simbel and the High Dam in
Aswan, and a visit to a colorful Nubian village, where guests can experience a traditional elementary school. Finally, the
journey concludes with a flight back to Cairo for a final night in the ancient city.
Highclere Castle, Egypt & Viking
For years Viking has offered a variety of ways for its guests to experience life at Highclere Castle, which is the home of
the Earl and Countess of Carnarvon and the historic estate best known as the filming location of Downton Abbey. George
Herbert, the 8th Earl of Carnarvon, is also the godfather of the Viking Osiris. His great-grandfather, the 5th Earl of
Carnarvon, was the benefactor and co-explorer of Howard Carter, the world’s most famous Egyptologist; together they
discovered the tomb of Tutankhamen on November 4, 1922. Among many talents, the 5th Earl was an avid amateur
photographer with an artistic eye for composition. His photographs are at Highclere Castle currently, stored in photo
albums in The Library, and show the process of discovering and excavating the tomb of Tutankhamen, as well as scenes
of daily life in Egypt of the period. With kind permission, the Carnarvons have allowed Viking to share this private
collection for guests sailing on board the Viking Osiris and her sister ships.For guests looking to extend their journey in
Egypt, Viking also offers Pre and Post Extensions that provide Privileged Access to archives and exhibits. Guests on the
five-day British Collections of Ancient Egypt extension will begin the journey in London, where they will meet their Viking
Tour Director, an expert Egyptologist, and experience Privileged Access to two museums: first a private, early morning
visit to the Egyptian Collection at the British Museum before it opens to the general public – and then a visit to the home
and personal museum of world-renowned architect, Sir John Soane, where the tour will be illuminated by candlelight, a
re-enactment of how Soane entertained guests and showcased his exquisite collection of Egyptian antiquities, including a
3,000-year-old Egyptian sarcophagus. Guests will also visit London’s Petrie Museum, which houses more than 80,000
artifacts from ancient Egypt and Sudan. In Oxford, guests will visit the Ashmolean Museum, one of the oldest in the
world, and home to a varied collection of Egyptian mummies and art—and go behind the scenes at Oxford University’s
Griffith Institute, where they will enjoy a Privileged Access visit to see Howard Carter’s archives, which detail the
discovery of Tutankhamen’s tomb. Lastly, guests will have further Privileged Access with an exclusive visit to Highclere
Castle to view the Earl of Carnarvon’s magnificent private collection of Egyptian artifacts, as well as archives and exhibits
not normally accessible to the public.Viking was rated #1 for Rivers, as well as #1 for Oceans and #1 for Expeditions, by
Condé Nast Traveler in the 2024 Readers’ Choice Awards for the second consecutive year. This achievement marked the
first time a travel company won these three categories in back-to-back years. Viking’s Egypt ships have also been
included in Condé Nast Traveler’s “Hot List” the last two years. Viking was also named a “Best Luxury River Cruise of
2024” in Forbes’ “Best Luxury Cruises” list. Additionally, TIME magazine featured both Giza and Saqqara on its “World’s
Greatest Places” 2023 list, mentioning sailing the Nile River with Viking. TIME notes that Viking is among the very few
who stop in both Giza and the village of Sakkara, where excavation sites, like the megatombs of animal and human
mummies, are active.
Source: BUSINESS WIRE
VLCCs softened last week

Clean
LR2
LR’s in the MEG held steadfast this week. TC1 plateaued at WS115 where it has been for several days, and for a run west
on TC20 the index dipped $80,000 to just below $4.1m.
West of Suez, Mediterranean/East LR2’s on TC15 shed 5% of its value dropping to $2.85m.
LR1
In the MEG, LR1’s had yet another week of downward pressure. The TC5 index 55kt CPP AG/Japan was marked another
10.94 points down to WS125. By comparison, the index on a voyage west on TC8 remained flat around the $3.58m level.
On the UK-Continent, the TC16 market continued along its WS110 path without much sign of changing.
MR

MEG MR’s managed to resurge optimistically this week. The TC17 index as a result was assessed 53.57 points firmer than
last week and currently sits at WS231.43.
UK-Continent MR’s bottomed out this week. TC2 currently sits at WS90 after a couple of days in the high WS80’s mid-
week, and TC19 followed as usual, reaching WS112.81 in the middle of the week to tick back up to WS114.88 at time of
writing.
USG MR’s continued their upward trend this week despite recent bad weather in the region. TC14 jumped another 25.35
points to WS222.14 with the Baltic TCE for the trip going up over the $30,000/ day. TC18 has done the same although to
a slightly lesser extent, the index is marked at WS270 (+21.43) from last week. For a run down to the Caribbean on
TC21, a 10% climb on freight levels has the index pegged at $1.15m.
The MR Atlantic Triangulation Basket TCE gained $4,760 to $33,473.
Handymax
In the Mediterranean, Handymax’s had a welcome upturn, and as a result we saw TC6 jump 30 points to WS125.56. The
Baltic TCE for TC6 is now back up out of the negative and up to $6,038 $/day round trip.
Up on the UK-Continent, the TC23 also shot up 26.67 points to WS136.67.
VLCC
The VLCC market took a turn downwards this week. The 270,000 mt Middle East Gulf to China trip eased 1.5 points to
WS58 which gives a daily round-trip TCE of $36,206 basis the Baltic Exchange’s vessel description.
In the Atlantic market, the rate for 260,000 mt West Africa/China dipped 2 points to WS61.22 (corresponding to a round
voyage TCE of $39,940 per day), and the rate for 270,000 mt US Gulf/China dropped $50,000 to $8,495,000 (a daily
round trip TCE of $42,463).
Suezmax
Suezmax rates eased this week. In West Africa, the 130,000 mt Nigeria/UK Continent voyage fell 16 points to WS89 (a
daily round-trip TCE of $32,151). The TD27 route (Guyana to UK Continent basis 130,000mt) was assessed at WS90,
down 18 points week-on-week, which translates into a daily round trip TCE of $32,500 basis discharge in Rotterdam. In
the Mediterranean and Black Sea region, the rate for 135,000 mt CPC/Med had a 3-point reduction to WS97.25 (showing
a daily TCE of $31,578 round-trip). In the Middle East, the rate for 140,000 mt Middle East Gulf to the Mediterranean (via
the Suez Canal) gained another 2 points to WS104.
Aframax
In the North Sea, the rate for the 80,000 mt Cross-UK Continent fell 7 points to WS123.75 (translating to a daily round-
trip TCE of almost $27,220 basis Hound Point to Wilhelmshaven).
In the Mediterranean market, the rate for 80,000 mt Cross-Mediterranean rocketed 36 points to WS185.28 (basis Ceyhan
to Lavera, that shows a daily round trip TCE of about $57,759).
Across the Atlantic, the market fell back down. Rates for the 70,000 mt East Coast Mexico/US Gulf (TD26) route and the
70,000 mt Covenas/US Gulf (TD9) route fell 45 points each showing a daily round-trip TCE of $47,575 and $42,791,
respectively. The rate for the trans-Atlantic route of 70,000 mt US Gulf/UK Continent (TD25) fell 43 points to WS175.28
(a round trip TCE basis Houston/Rotterdam of $42,008 per day).Source: Baltic Exchange
Oil prices may climb higher amid risk of Middle East

supply disruptions
Oil prices jumped last week after Iran struck Israel in a missile attack, raising the prospect of possible disruptions to
supplies of crude from the Middle East.While there’s been persistent geopolitical turmoil, with wars in Ukraine and the
Middle East, the physical supply of oil hasn’t been impeded, says Goldman Sachs Research’s Daan Struyven in an episode
of Goldman Sachs Exchanges.
The big question for investors is whether further escalation in the conflict in the Middle East is going to lead to a
reduction in supply from Iran, says Struyven, co-head of commodities research in Goldman Sachs Research. Big oil
producers have a lot of spare capacity available, but much will depend on the severity of any disruption to oil supply from
Iran and whether, and how quickly, other major producers ramp up production.
How much could oil prices rise in a supply disruption?
Goldman Sachs Research forecasts Brent crude oil will trade in a range of $70-85 per barrel, with an average price of $77
in the fourth quarter and $76 next year, assuming there’s not a major supply disruption. Struyven’s team estimated the
potential impact of two hypothetical scenarios of curtailed oil supply:
Assuming a 2 million barrel-per-day disruption to Iran supply for six months, Brent could temporarily rise to a peak of
$90 if OPEC producers rapidly offset the shortfall. Prices could peak in the mid $90s next year without an OPEC offset.

Assuming a 1 million barrel-per-day persistent disruption to Iran supply, reflecting for instance a tightening in sanctions
enforcement, Brent could reach a peak in the mid $80s if OPEC gradually offsets the shortfall, and a 2025 peak in the
mid $90s without an OPEC offset.
Historically when there’s been an oil supply disruption in the Middle East, Saudi Arabia and the United Arab Emirates,
which have combined spare capacity of more than 4 million barrels, have offset about 80% of lost supply within two
quarters. “So that will be a key thing to watch if we were to see actual disruptions,” Struyven says.
Typically the core OPEC countries, such as the UAE and Saudi Arabia, step in when there’s a dislocation in oil production
— but with a lag. The rising production from OPEC+ tends to be slower than the drop in supply due to the disruption. “So
it probably mean a tighter market and higher prices until the market rebalances eventually,” Struyven says.
And while the US is now the largest oil producer, accounting for roughly 20% of global supply, much of the spare
capacity, or insurance against supply disruptions, “is very much concentrated in the Middle East,” he says. The UAE,
Saudi Arabia, and Kuwait together account for about 80% of spare capacity.
“So the key question is, if we see escalation, will they be able to get the barrels to the market? And second, will they be
willing to bring the barrels back to the market?” Struyven adds.
Will demand from China increase oil prices?
When it comes to oil demand, is there scope for China’s recent economic stimulus to change the balance relative to
supply?
“Not so much,” Struyven says. Even as China was the main driver of oil demand growth in the five or 10 years before
the pandemic, the US remains the largest consumer of oil. The upside demand from China’s recent stimulus measures,
meanwhile, appears relatively limited. High frequency data on Chinese demand are soft, and our economists forecast that
the package discussed so far would boost GDP growth by only about 40 basis points.
If Chinese policymakers were to implement other measures to support the economy, they could be designed to
accelerate the country’s shift away from oil, for example, by increasing the build out of charging infrastructure for electric
vehicles.
Oil demand from other countries, however, could be stronger. “Over the last couple of years, oil demand has surprised to
the upside, especially in the US but also in places like India,” Struyven says. Interest rate cuts by the US Federal Reserve
may support demand in the US and abroad, especially if those cuts lead to a cheaper US dollar, which could help lower
the cost of oil products outside the US.
“The trend for oil demand growth in developed markets is now negative, because of energy efficiency gains and the
rollout of EVs,” Struyven says. “But we forecast positive oil demand growth, both in the US and the OECD more broadly,
precisely because we have above consensus, above trend US GDP forecasts.”Source: Goldman Sachs
Turkey, Brazil are main buyers of Russian seaborne

diesel after EU embargo
Turkey and Brazil have been the main importers of Russian seaborne diesel and gasoil since the European Union banned
the import of Russian oil products, data from market sources and finance company LSEG showed.
Before the full EU embargo went into effect in February 2023, Europe was the biggest buyer of Russian diesel. According
to the LSEG data, Russia shipped about 1.07 million metric tons of low-sulphur diesel and gasoil to Turkey in September
after shipping 1.04 million tons the previous month.
Diesel exports from the Russian ports to Brazil increased last month to 0.78 million tons versus 0.58 million tons in
August, shipping data shows. Traders note increasing volumes of Russian diesel heading towards ship-to-ship (STS)
transfers near the Italian port of Augusta and Greek islands, which totalled around 370,000 tons in September after
230,000 tons the previous month. Most of those cargoes are still underway, and their final destinations are as yet
unknown.Meanwhile, diesel exports from Russian ports to African countries fell last month to 0.44 million tons from 0.73
million tons in August. Libya, Tunisia, Senegal and Egypt were among top importers, according to the shipping data.
In total, Russian seaborne diesel and gasoil export supplies rose in September by about 7% from August to around 2.8
million tons, Reuters calculations based on LSEG and market sources data showed.
Source: Reuters edited by Emelia Sithole-Matarise
Asian spot LNG slips on tepid demand, ample supply

Asian spot liquefied natural gas (LNG) slightly slipped this week as demand remains tepid amid ample
supplies.
The average LNG price for November delivery into north-east Asia LNG-AS was at $13.00 per million British thermal units
(mmBtu), industry sources estimated, down from $13.10/mmBtu last week. The price for December delivery was
estimated at $13.30/mmBtu.

“Asia spot prices have held steady week-on-week (though) decreasing slightly,” said Go Katayama, LNG and natural gas
analyst at Kpler.“The slight decline was driven by receding geopolitical tensions and ample LNG supply to Asia.”Oil prices
had eased on Tuesday on news of a possible ceasefire between Israel and Iran-backed Hezbollah, though Israeli strikes
killed 22 people and injured over 100 in Beirut on Thursday.
The conflict between Israel and Hezbollah erupted one year ago when Hezbollah opened fire in support of Palestinian
militant group Hamas at the start of the Gaza war.
On LNG supply, train 2 at Australia’s Ichthys LNG restarted operations this week. It was previously taken offline in August
for inspection and repairs. However, two trade sources said two production trains at Petronas’ Bintulu LNG Complex in
east Malaysia are offline, with one of them adding that trains 7 and 8 at the MLNG Tiga production facility are the
affected ones. Petronas did not immediately respond to a request for comment.
In Japan, Kansai Electric Power 9503.T will shut the No.3 reactor at its Mihama nuclear power station after discovering
two small holes in a pipeline, and Shikoku Electric Power 9507.T shut the Ikata No. 3 reactor due to a malfunction in the
equipment used to monitor fuel combustion.Nuclear reactor shutdowns could lead to an increase in LNG demand to fulfill
power requirements in Japan.
In Europe, S&P Global Commodity Insights assessed its daily North West Europe LNG Marker (NWM) price benchmark for
cargoes delivered in November on an ex-ship (DES) basis at $12.635/mmBtu on Oct. 10, a $0.21/mmBtu discount to the
November gas price at the Dutch TTF hub.
Argus assessed the price for November delivery at $12.610/mmBtu, while Spark Commodities assessed it at
$12.649/mmBtu.
“Prices in both key demand markets had been sliding… But a sharp rise in European DES markets on Thursday wiped
losses on the week,” said Samuel Good, head of LNG pricing at commodity pricing agency Argus.
“Europe’s gains on Thursday came from multiple drivers, not least further extensions to Norwegian gas maintenance on
the day which is set to slow the ramping up of pipeline gas deliveries to the region as it steps further into winter and
towards the peak heating demand period.”
In LNG freight, Atlantic prices fell for a third straight week to $45,000/day on Friday, while Pacific rates also declined to
$52,250/day, said Spark Commodities analyst Qasim Afghan. Source: Reuters reported by Emily Chow and edited
by Vijay Kishore
Former Panama Canal administrator reflects on

sovereignty milestone, national growth
Jorge Luis Quijano, former Panama Canal administrator from 2012 to 2019, vividly recalled the historic moment in
December 1999 when the United States handed over control of the canal to Panama. For Panamanians, it marked a new
chapter of independence and national growth. “For the world, it was just another day, but for Panamanians, it was
monumental,” Quijano told Xinhua, reflecting on the country’s long fight for sovereignty over the canal as a vital

waterway. “I was there, witnessing the official handover — it was a deeply emotional moment.” He said General Omar
Torrijos, former president of Panama, played a crucial role in advocating for the nation’s right to control the canal at the
United Nations in the 1970s, condemning the U.S. presence as unjust and bringing international attention to Panama’s
cause. It was a rainy day. On Dec. 30, 1999, the U.S. flag was lowered for the last time, replaced by Panama’s flag — a
powerful symbol of national sovereignty. The transfer, made official on Dec. 31 under the Torrijos-Carter Treaties,
marked the start of a new era for Panama. “And then, after the transition, only the Panamanian flag, and a huge flag,
went up,” Quijano said.
Beyond the canal itself, Panamanian control allowed the country to develop other key infrastructure, including ports and
railways. These projects gradually gained momentum, particularly after 1993. By the late 1990s, Panama was “taking off”
with major port developments on both the Atlantic and Pacific coasts, Quijano said. Under Panama’s administration,
significant efforts were made to expand the canal to accommodate modern shipping needs, especially as older locks
struggled to handle larger vessels. The canal’s expansion, completed in 2016, was pivotal in positioning Panama as a key
player in global trade.
Quijano highlighted the impact of China joining the World Trade Organization in 2001, which brought a boom in
international container shipping. “By 2002, container shipping, especially from China, became our primary revenue
stream,” he explained. “The expansion of the Canal was vital to keeping up with this demand.” The Panama Canal plays
a critical role in the national economy, accounting for 4 percent of the gross domestic product (GDP) and supporting
surrounding industries, such as ports and logistics, which contribute up to 31 percent of the economy. The handover also
spurred significant infrastructure development, boosting Panama’s economic potential.
However, challenges remain, particularly the ability to store water, as the canal relies on sufficient water levels to operate
efficiently. In 2023, a drought led to long delays, with around 160 to 170 ships waiting up to 20 days to transit the Canal
due to low water levels. Despite these hurdles, Quijano expressed optimism about the canal’s future.Today, the canal
contributes nearly 9 billion U.S. dollars annually to Panama’s economy, almost double the cost of the canal’s expansion.
Surrounding industries like ports and logistics have become integral to the country’s growth.“The Panama Canal is
committed to serving the world and responding to global needs. We are always open to feedback and ready to address
concerns,” he said.Source: Xinhua
Four tankers still at sea with unsold cargoes with

Russia's Arctic LNG 2, Kpler says
Four tankers loaded with Russian Arctic LNG 2 cargo are still out at sea, according to data from ship-tracking agency
Kpler, highlighting the struggles of the U.S.-sanctioned project to sell the sea-borne gas. The agency said on Monday the
tankers were seen traversing the sea without signalling a destination as the market continues to anticipate a potential
delivery to a buyer. According to Kpler data, the tankers laden with liquefied natural gas (LNG) constitute 40% of a so-
called "dark fleet" of 10 Russian LNG-ferrying vessels identified by the agency and which have been sanctioned by the
West.The dark fleet, which Kpler and other ship-tracking agencies also refer to as a shadow fleet, consists of tankers
which knowingly operate to circumvent Western sanctions to ship goods. They include the Pioneer with a capacity of
138,000 cubic metres, the Asya Energy (137,200 cubic metres), the Nova Energy (150,000 cubic metres) and the Everest
Energy (138,028 cubic metres), according to Kpler. The Arctic LNG 2 project, 60% owned by Russia's Novatek, is subject
to Western sanctions over Russia's conflict with Ukraine. Novatek has denied involvement in establishing and managing a
"shadow fleet" for the Arctic LNG 2 project.
It is not clear where the four loaded tankers are headed. "Pioneer is going full speed ahead while Asya Energy is in a
holding pattern. It's a wait-and-see situation if these cargoes are discharged to end-users," said Ana Subasic, Kpler
Insight market analyst for LNG and natural gas."We believe certain players, like China, will be looking to make use of the
heavily discounted spot volumes on offer."
The project had been set to become one of Russia's largest LNG plants with eventual output of 19.8 million metric tons
per year, but its prospects have been clouded by the sanctions. It started to export in August, but there is still no
information about the end user.Nevertheless, ship-tracking data has recently shown several cargoes being picked up
from the project. Some of the vessels have discharged at two storage facilities, near the Arctic port of Murmansk and in
Russia's Pacific peninsular of Kamchatka.Kpler also said four more tankers were seen congregating offshore the Kolguyev
Island in the Barents Sea. These include the NORTH AIR, the LA PEROUSE NORTH SKY and NORTH WAY which
each has a capacity of 174,000 cubic metres. Source : Reuters Editing by Emelia Sithole-Matarise

Navios Partners takes delivery of Chinese-built 5,300

TEU boxship
ZHOUSHAN Changhong International Shipyard Co LTD (Changhong International) recently delivered the eighth 5,300
TEU container ship "NAVIOS UTMOST" to the Greek shipowner Navios Maritime Partner LP Navios Partners via video
link.There are ten 5,300 TEU container ships in this series, with a total length of about 237.8 metres, a beam of 38.8
metres, and a depth of 21.8 metres, which are classed by DNV, reports China's iMarine. The ship design breaks through
the limitations of the narrow hull of traditional container ships and adopts the innovative wide-hull concept to optimize
the line shape.
It is equipped with an energy-efficient and energy-saving reduced-power main engine, low fuel consumption, and the
EEDI energy consumption index is more than 30 lower than the baseline index, meeting the Phase 3 requirements.
Equipped with a 2.5- layer lashing bridge, the ship can carry 3,845 TEU, which is 145-345 TEU more compared to other
designs of the same ship. It is understood that the shipowner Navios Partners has recently returned to the Korean
shipbuilding market and exercised the option for two alternative container ship orders previously placed with South
Korea's HJ Shipbuilding & Construction (formerly Hanjin Heavy Industries & Construction (HHIC)). The new ships are
expected to be delivered starting March 2027.
French windfall tax will saddle CMA CGM with

'competitive disadvantage'
By Charlie Bartlett
Remarks by CMA CGM’s CFO Ramon Fernandez appear to contradict a statement by CEO Rodolph Saade a month ago
that it was ready to participate in a French windfall tax scheme, claiming it would make the carrier uncompetitive.
The €800m ($875m) windfall tax, which would be levied over two years, is part of a move by the French government to
plug a hole in the budget, which could soon amount to 6% of GDP, according to Reuters. Last week, the government
unveiled its 2025 budget, with €60bn of spending cuts and corresponding tax hikes on the wealthy and big companies.
Mr Fernandez told newspaper Les Echos last week the tax would set his company back around €800m over two years,
representing a “competitive disadvantage” for CMA CGM. His comments suggest €800m was more than the third-largest
liner company was expecting, following remarks last month by its leadership. “We’ll be there,” CEO Rodolph Saade had
said toward the end of last month, adding: “If there is a solidarity contribution for companies that have made profits,
CMA CGM will take its share.”At around the same time, CMA CGM was spending $2bn to buy a controlling share in Santos
Brazil, the country’s largest port.The Loadstar has yet to receive a response from CMA CGM, which saw a 6.8% increase
in cargo in Q2 24, compared with the same period in 2023, but was not able to convert this into higher revenues, which
were down 0.8%. Group earnings increased, but net income was down $670m, which CMA CGM said was thanks to
investment in an AI research fund and a decarbonisation fund for the French shipping industry. Meanwhile, last month,
French Prime Minister Michel Barnier appointed Antoine Armand as minister of the economy, finance and industrial and
digital sovereignty, and Laurent Saint Martin as DG of business France. Source : The Loadstar
At the forefront of green tug delivery

by Martyn Wingrove

Technologies to minimise tugboat emissions are challenging providers of tug delivery services and training
crew
The ship delivery market is evolving, with increasing demand for sailing sustainable and energy-efficient vessels with
more technology and energy storage systems on board from shipyards to ports.
As shipyards build new electric-powered tugs and vessels operating on alternative fuels, there will be more challenging
vessel delivery voyages and services, and a need for extra seafarer training.
Redwise Maritime Services has delivered several tugs powered by batteries, generator sets and engines powered by
LNG and other fuels. It has overcome challenges in delivering these pioneering vessels from shipyards in Asia and Turkey
to their home ports, enabling owners to prepare for their operations.
This has included delivery of the HaiSea Marine fleet, all built by Sanmar Shipyards in Turkey to Robert Allan Ltd designs,
to Vancouver, in British Columbia, Canada, during 2023 and 2024. This involved delivery of three ElectRA 2800 SX
battery powered vessels (HAISEA WAMIS, HAISEA WES’GIT and the HAISEA BRAVE) and two LNG-diesel fuelled
RAstar 4000 escort tugs (HAISEA KERMODE and HAISEA WARRIOR).
Redwise also delivered BB ELECTRA, an ElectRA 2200 SX design battery powered harbour tugboat from Sanmar’s
facilities in Turkey to Oslo, Norway, for owner Buksér og Berging.In another project, Redwise delivered Damen Shipyards’
first battery powered harbour tug, Sparky, from the shipyard in Vietnam to Auckland, New Zealand in 2022. Damen has
since built other reverse stern drive, electric-powered harbour tugs of a similar RSD 2513 design for markets in the
Middle East and northern Europe.
Redwise also assisted CMB.Tech with delivery and crewing of the world’s first hydrogen-powered tugboat, Hydrotug 1,
which was brought into operation in Antwerp, Belgium in December 2023 following lengthy trials in Ostend, Belgium.

“We actively work with and support shipyards and suppliers on other innovations for optimising vessel operations, such
as the use and testing of SyDrive systems that enable tugs to sail on one main engine while the thrusters are
mechanically interconnected,” says Redwise managing director Willem-Jan Hamers.
“On top of this, we worked with lots of other innovative technologies that may seem small for now, but promise to have
a big impact [in the] longer term,” he tells Riviera. “We also foresee a rise in demand for digitalised vessel operations,
requiring further integration of smart technologies in ship deliveries.”
Crew training
Investment in green tugs is mainly a reaction to changing environmental regulations to reduce emissions in ports and
enabling technologies.
“Future challenges may also arise from stricter environmental regulations and the global shift toward decarbonisation,”
says Mr Hamers. He anticipates other challenges will come from the increasing shortage of well-qualified and trained
vessel crew, especially those competent on using advanced technologies, which is why Redwise maintains its seafarer
workforce and invests in their knowledge and expertise.“We are pro-actively working on expanding our team of employed
seafarers, maintaining the crews we have and training them to learn the skills required for new technologies to remain as
flexible as possible, and to keep crews well-prepared for future regulatory changes and technological advancements,”
says Mr Hamers.
Redwise is investing in more eco-friendly ways of delivering tugs, by collecting data, analysing it and improving ways to
operate these vessels to lower emissions and comply with emerging environmental standards. The Netherlands-
headquartered company, which originated in 1906, enables its seafarers to undergo regular and intensive training
programmes, “ranging from online courses to keep their knowledge up to date to sending them to simulator centres to
practice ship handling and various scenarios,” says Mr Hamers.“Challenges may arise from stricter environmental
regulations and the shift toward decarbonisation” “In our opinion, the most important element is most of our crew
members are permanently employed by Redwise, which is the only way to make sure the crews we employ are fully
dedicated to us and the projects,” he continues, “whereby we understand each other mutually and we can continuously
improve our services.”
Redwise provides career growth opportunities, a diverse range of projects and fosters a team-oriented work culture to
maintain crew welfare during often long voyages. “This culture ensures we deliver vessels with a skilled, motivated and
dedicated professional team,” Mr Hamers adds.
Digitalisation and connectivity
Crew welfare is also maintained through satellite communications during ocean voyages using, in particular, Space X’s
Starlink low Earth orbit (LEO) constellation, as well as existing geostationary satellites when transmitting and receiving
antennas are installed. This connectivity is also used for optimising vessel operations and maintenance.
“We leverage modern digital solutions for route optimisation, weather forecasting, vessel tracking, communications and
remote diagnostics,” says Mr Hamers. “These technologies provide real-time data on vessel performance and
environmental conditions, enabling safer deliveries and more efficiency with regard to costs and emissions.”
Advanced communications enable seamless co-ordination between seafarers at sea and shore-based support teams,
ensuring decisions are made safely, swiftly and effectively. “We always try to invest in new communications equipment at
an early stage, like the use of our Starlink units, to have better coverage on board of the vessels,” says Mr Hamers.
“However. we think technology only comes to full benefit when you have the right people who know how to operate the
tools properly.”
One example of this came when an unnamed newbuild tug encountered technical power-management challenges in the
middle of the Atlantic Ocean. “Our engineers started problem solving and found out that it was mostly a software issue,”
Mr Hamers explains.
“With the Starlink set on board, the engineers on board were able to download and install a new software patch, solving
the problem with support from the shipyard, owner and our operations department.” After this, the vessel continued on
its voyage and was safely redelivered to the owner.
Other challenges have been overcome through professional seamanship, flexibility and experience, such as routeing
vessels around extreme weather and complying with new regulations in different regions and nations. For example,
harbour tugs are sailed on routes they are not designed for, in weather and sea conditions not anticipated during their
lifetime. Therefore, fuel management and weather routeing are critical in sailing these vessels, under their own power on
their own keel, safely across the world’s oceans. Redwise has built its organisation to be fully dedicated to, and
equipped for, vessel delivery by maintaining a network of “partners who understand the difficulty and the flexibility
required for the challenges we encounter,” says Mr Hamer. “We have a working relationship with partners for years and
they are willing to work with us on practical solutions.” These include flag states, classification societies, insurance
providers, shipyards, suppliers, surveyors and weather offices. “Taking the lead in working with our partners and fully

utilising our experience, knowledge good seamanship and common sense is making these projects happen,” says Mr
Hamer.
“This already starts on the initial contact by evaluating the enquiry properly and looking at all options, being practical and
honest in the preparation and execution, up until the last invoice we sent closing the books on a project.”
Redwise delivers a wide range of vessels. During 2024, this ranged from the small 16-m survey vessel and launch
Kabalebo through to project carriers, dredgers, platform supply vessels up to 75 m, and more than 25 tugs. It is also
involved in towing voyages, among these completing one from Asia to South America around the Cape of Good Hope and
one from Europe to the Caribbean. Source : Riviera Maritime Media
The JUMBO KINETIC loading 5 Damen Shipyard group built diesel-powered RSD Tugs 2513 fitted with the Damen
Marine NOx Reduction System, and one electric RSD-E Tug 2513 built in China and Vietnam for the port of Antwep
Port of Antwerp-Bruges is following in the footsteps of the Port of Auckland and other leaders in the market in supporting
the development of low and zero emission propulsion systems. It’s new RSD-E Tug 2513 will be the first all-electric tug to
operate in Europe and it will be working in one of the world’s busiest ports. As a result, the towage industry will be
watching it closely to see how its electric propulsion stands up to the high-pressure environment.
IMO Tier-III compliance, reduced noise levels and all-round capability were all contributory factors to this latest order. In
addition to minimising their environmental footprint in and around the port, the six new tugs will be fitted with extensive
fire-fighting capabilities that can be used to support the Antwerp’s land-based fire-fighting teams. With building already
underway, the vessels will be delivered between late 2024 and early 2025, with the RSD-E Tug 2513 being the first.
Damen will also be delivering the charger and onshore electrical infrastructure for the new arrival.
“With the purchase of these new energy-efficient tugs, we have reached another milestone on our way to a green fleet,”
says Rob Smeets, Chief Operations Officer Port of Antwerp-Bruges. “Our ambition is to be carbon-neutral by 2050 by
pursuing various sustainability paths and daring to pioneer innovative technologies. These tugs are a prime example of
what our sustainable future should look like.”
“This is a landmark in the adoption of all-electric tugs as mainstream harbour towage solutions,” says Vincent Maes,”
Damen Area Sales Manager Benelux. “Port of Antwerp-Bruges’s support of our advanced tug solutions plays an important
role in introducing them to the wider market and it is, as always, a pleasure to work with a client who shares Damen’s
vision of a sustainable future.”

Environmental group seeks limits on Alaska trawling

By Theo Greenly,
The international advocacy organization Oceana is pushing for the North Pacific Fishery Management Council to take
action on trawling. The nonprofit released a statement Oct. 7 calling on the council to limit trawling in the Bering Sea and
Alaska fisheries, saying it is a threat to sensitive seafloor habitats.
Trawling involves dragging a large fishing net behind a boat to collect fish. It’s big business: the trawl fishery targeting
Alaska pollock in the Bering Sea is the largest fishery in the nation. Critics say trawl gear used in the Gulf of Alaska and
Bering Sea makes contact with the seafloor, damaging marine ecosystems.
Ben Enticknap, a scientist and campaign director for Oceana, expressed concerns about the practice, saying trawling
“risks damaging sensitive habitats.” He called on the council to impose measures to ensure the gear stays off the bottom.
Another hot-button issue in the trawl fishery is bycatch, which is when non-target species like salmon are unintentionally
caught and often discarded. Pollock trawlers operating in the Gulf of Alaska recently caught more than their annual
bycatch limit of Chinook salmon — over 2,000 fish. Oceana has also taken legal action, filing a lawsuit against federal
fishery managers for “failing to protect Alaska’s seafloor habitats.” The lawsuit argues that fishery management plans in
the region have not fully considered the best available science or implemented adequate conservation measures.
Fishing groups and coastal communities have pushed back against many criticisms of the trawl fishery. Industry
representatives argue that calls for tighter restrictions are unnecessary and could place undue burdens on the fishing
sector. The Groundfish Forum, a trade group representing 17 catcher-processor vessels, says the criticisms are often
based on misperceptions.Stephanie Madsen, executive director of the At-Sea Processors Association, warns that recent

legislative proposals aimed at curbing trawling would introduce “unworkable and burdensome new federal mandates.”The
North Pacific Fishery Management Council will take up the bycatch issue at its February 2025 meeting in Anchorage.
The 2022 delivered Deck cargo vessel FOREST 6 carrying capacity is 9,386 tonnes enroute from Jingjiang (China) to
Mauritius anchored off Singapore as spotted last Sunday
Photo : Piet Sinke www.maasmondmaritime.com (c)
CLICK at the photo to view and/or download the photo
Cargo Ship’s Suspicious Voyage Ends in Massive Cocaine

Bust
Mike Schuler
Spanish and French customs authorities have intercepted a Tanzanian-flagged cargo ship carrying an estimated 4,000
kilos of cocaine, 130 nautical miles off the Canary Islands. The vessel, named RAS was seized after an unusual journey
that caught the attention of law enforcement.The 70-meter-long cargo ship embarked on what officials described as an
“uneconomical voyage,” departing from Turkey and traversing the Mediterranean to the Atlantic. The vessel then sailed
to Sierra Leone and Guinea Bissau without any apparent loading or unloading of cargo, before making erratic maneuvers
en route to the Iberian Peninsula.“The presence of naval and air resources from both countries’ customs services in the
area allowed for swift action, preventing the drugs from being transferred to smaller vessels and reaching Spanish
shores,” a spokesperson for the operation stated.The interception off the island of Lanzarote was carried out by the
Spanish Customs Surveillance Special Operations Vessel Petrel, in coordination with the French customs patrol boat DPF-
3, as part of the joint operation ‘Pascal-Lino 2024’. All ten crew members were arrested, including seven Turkish
nationals (one of whom was the captain), two Azerbaijani nationals, and one Dutch citizen.Authorities initially struggled
to locate the cocaine, as it was cleverly hidden in a difficult-to-access compartment between the ship’s holds. The
operation concluded with the arrival of the Petrel and the seized cargo ship at the port of Arrecife, Lanzarote, where the
drugs were unloaded and the detainees handed over to relevant authorities.The successful bust is part of the broader
‘Pascal-Lino-Iborra’ project, an ongoing cooperation between Spanish and French customs since 2017. The project aims
to combat maritime customs fraud through joint operations in the Mediterranean Sea, Cantabrian Sea, and North
Atlantic.“The ‘Pascal-Lino-Iborra’ project represents a significant platform for cooperation between our customs offices,” a

senior official commented. “It goes beyond joint operations, fostering the exchange of protocols, knowledge, and best
practices to enhance our response to illicit sea trafficking.” Source :gCaptain
ShoreTension® is the green solution for safe mooring

ShoreTension® is a revolutionary sustainable dynamic mooring system that can be flexibly deployed in any port or
terminal where vessels of any type and class are handled. ShoreTension® reduces vessel movements caused by swell,
strong wind, current or passing vessels by up to 90%.
Sustainable goals
Today, we are faced with significant climate goals. Since the inception of ShoreTension®, we have always been
mindful of the environment. By development and design, ShoreTension® became self-sustaining in power. Hence, we
proudly claim it as the only ‘Green solution for safe mooring.’ No external power consumption, no emissions. Zero
emission.
Horizontal ShoreTension® system:
Koole Project:
Special needs
ShoreTension® can design and construct customized support frames to securely install and safely operate its mooring
systems. This requires a completely different approach than a standard horizontal ShoreTension on the regular quay.
ShoreTension® works with the client to develop a plan and design to integrate the dynamic mooring system and
provide a safe mooring to meet the client’s special needs.''Horizontal ShoreTension - Koole'' In May this year, a new
ShoreTension installation on a jetty along the Old River Maas was completed. These units were placed in a specially
designed frame, in order to be able to provide them with minimal modifications to their existing fences. These units were
installed following to the results from various studies related to passing traffic and the vessel movements resulting.
Vertical ShoreTension® system:
ShoreTension dynamic mooring systems maintain constant tension setpoints on its mooring lines and significantly reduce
vessel movements in challenging conditions involving strong winds, currents, swell and passing vessels. Reducing vessel
movements provides safer mooring with reduced danger of mooring line snapback, shortens turnaround time by allowing
for faster uninterrupted loading/unloading operations in challenging conditions and increases berth availability.The
Vertical ShoreTension (“VST”) dynamic mooring system utilizes the same ShoreTension® dampening technology as
the proven Horizontal ShoreTension dynamic mooring system that is currently successfully operational at over 42
locations worldwide with well over 300 systems.

CLICK st the photo to see the Shoretension in action https://shoretension.com/

üGreen solution üEfficient üSustainable operations
STAR RENEE outbound in Vancouver harbour bound for English Bay Anchorage oct 13 2024
photo Robert Etchell (c) CLICK at the photo !
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The WAVERLEY entering Shoreham Harbour to tie up following a localcruise photo : Sandy Revett (c)
Mr. Marine Appoints Charles Laarhuis as New CEO

Mr. Marine is pleased to announce the appointment of Charles Laarhuis as its new Chief
Executive Officer, effective 15 October 2024. Mr. Laarhuis succeeds Karel Peters in leading the
global operations of the fast-growing TIC organization.The Mr. Marine Board mentioned, “We are
delighted to welcome Charles to our team. His proven leadership in diverse roles and deep
understanding of the industry will be invaluable as we continue to expand our global services”.
With a robust background in the Maritime and Oil & Gas sectors, Charles brings a wealth of
experience to Mr. Marine. After several years at sea as a marine engineer, he transitioned to
shore-based leadership roles in the TIC (Testing, Inspection, and Certification) and classification
fields, overseeing operations across North America, Europe, Africa, and Asia. Most recently, he
focused on developing new products and engaging in M&A activities within the TIC sector, successfully expanding into
emerging markets.
“On behalf of the board, we also want to extend our heartfelt thanks to Karel Peters for his invaluable contribution to Mr.
Marine over the past four and a half years. Under Karel’s leadership, Mr. Marine added two new business lines to the
portfolio, expanded its network, and strengthened global operations. His commitment to excellence and care for people
have positioned Mr. Marine for continued success and growth.” The new CEO, Charles Laarhuis shared enthusiastically, “I
am excited to join Mr. Marine in its journey towards innovation and growth in the marine sector. My goal is to build on

the strong foundation laid by Karel Peters and drive forward our mission of ensuring the safety and compliance of vessels
worldwide. I believe in fostering a culture of collaboration and excellence, empowering our team to exceed client
expectations and adapt to the evolving needs of the marine industry.” Mr. Marine is a global market leader in the testing,
inspection, and certification of marine elevators, ballast water treatment systems, and marine fixed and portable
instruments. Established in 2002, Mr. Marine boasts a global network of strategically located service engineers in over
300 ports worldwide. Its expanding client base includes many of the world’s leading ship-owning and management
companies. People are at the heart of the company, working daily towards the same mission: to keep vessels safe and
compliant anywhere in the world.
The BIBBY WAVEMASTER HORIZON outbound passing the IJmuiden breakwaters heading for Den Helder
Photo : Machiel Kraaij www.machielkraaijfotografie.com ©
Russia steps up bombing of merchant shipping in the

Black Sea
A RUSSIAN ballistic missile strike on infrastructure at Ukraine's port of Chornomorsk has killed six people, wounded 11
others and damaged a Panama-flagged containership. This is the fifth merchant ship to have been hit by the Russian
military in the space of a month with the Black Sea region having gone the whole year prior without any attacks, reports
Singapore's Splash 247. The ship strike was the third in Ukrainian waters in just four days. The 24-year-old, 1,679 TEU
Shui Spirit, operated by Nortada Shipmanagement from Portugal, was the vessel attacked. "Vessels operating in the Black
Sea are advised to conduct comprehensive dynamic voyage threat assessments. Crew members should remain within the
vessel's superstructure during any aerial attacks on port infrastructure," advised Ambrey, a British maritime security
specialist. In other news from the Black Sea, Ukraine has revealed it has confiscated a dry bulk vessel accused of
exporting agricultural products from Crimea.The 42-year-old USKO MFU, a Cameroon-flagged general cargo ship, was
detained in July over its repeated trips to Sevastopol to pick up grain exports. The decision has now been taken to
confiscate the Turkish-owned ship, which is valued at US$600,000, while its Azerbaijani captain has also been detained,
potentially facing a jail sentence. Source : Schednet
New tender launched for Estonian battery-powered ferry

Written by Tom Barlow-Brown
Riigilaevastik, the Estonian State Fleet, has issued a tender for the design and construction of a new, battery-powered
electric ferry to serve Estonia's main islands.The ferry, which will primarily rely on shore-charged green electricity, is
expected to offer significant cost and environmental advantages compared to existing vessels. The Estonian Minister of
Infrastructure, Vladimir Svet, highlighted that while the new ferry will be similar in size and capacity to the current fleet,
its reliance on renewable energy will make it a far more sustainable and cost-effective solution. The vessel’s batteries will
be charged using green electricity, with auxiliary biodiesel generators available to provide support during periods of
extreme ice conditions.Bunkerspot reported in February that the Estonian State Fleet was awarded Approval in Principle

(AiP) Lloyd’s Register (LR) for a hydrogen fuel-cell ferry. The zero emissions Ropax vessel was designed by Finnish ship
design and engineering company Deltamarin. With the capacity to carry up to 500 passengers and 130 vehicles, the new
ferry is designed to primarily serve the Virtsu-Kuivastu route, though it will also be adaptable for use on the Rohuküla-
Heltermaa route.The project is funded by the European Modernisation Fund and revenues from CO2 emissions trading.
The deadline for tender submissions is 10 December, 2024. Full details of the tender can be found HERE
The Grand Old Lady, Happy Buccaneer, has retired!
CLICK at the banner above to view the movie !
Photo : Piet Sinke www.maasmondmaritime.com (c)

CLICK at the photo & hyperlink in text to view and/or download the photo(s) !
After 40 years the HAPPY BUCCANEER, has reached the end of her service. Built in 1984, MV HAPPY
BUCCANEER,was a pioneer from the start with her large, spacious deck and heavy lift cranes. Her state-of-the-art
technology and unrivalled versatility revolutionised the heavy lift industry. The HAPPY BUCCANEER, has established
herself as one of the most versatile vessels in the heavy lift world. We will remember her fondly.

MEIN SCHIFF 6 moored in Kotor Photo : Suzanne Neuman (c)
Digital version of IAPH/WPCAP tool for assessing ports’

new fuels readiness released
Written by Ian Taylor
The International Association of Ports and Harbors (IAPH) and the World Port Climate Action Programme (WPCAP) have
released a digital version of their tool for assessing ports’ readiness for bunkering operations involving low- and zero-
carbon fuels.
Established as a pilot project in 2022, following joint work by the IAPH Clean Marine Fuels Working Group, WPCAP and
Mission Innovation’s Zero Emission Shipping Mission, the PRL-MF is a ‘fuel-agnostic’ framework that consists of nine
readiness levels. The first three levels concern the research phase, the next three levels address development and the
last three levels focus on deployment.According to the IAPH: ‘Each readiness level contains a list of strategies and tasks
that, when completed, will help ports assess their current readiness. By examining the tasks required for each readiness
level, ports can create a practical roadmap and timeline of the port ambitions.’The tool was previously only available as a
downloadable PDF. The WPCAP has now worked with U.S. Department of Energy’s National Renewable Energy
Laboratory and Pacific Northwest National Laboratory to develop the new digital version, which was officially launched at
the IAPH’s World Ports Conference in Hamburg last week. Rinske van de Meer, Policy Advisor at the Port of Rotterdam
and Program Manager of WPCAP, said: ‘It is important for ports to be able to say to ship owners: “We will be ready with
this fuel, at this time, and this is what you can expect from us” – and this tool does just that.‘The Port Readiness
Framework allows you to communicate to all stakeholders where your port is in the journey to supply new sustainable
fuels or allow vessels using these fuels to bunker – from the research phase, to development and finally, deployment and
bunkering of a new fuel.’Dr Antonis Michail, Technical Director with IAPH and WPSP, told Bunkerspot this morning (15
October) that registering to use the digital version of the tool is currently available to ports only at
https://fuelreadyports.org/ – but other interested parties can access the the pdf version of the assessment
methodology/checklist at https://sustainableworldports.org/wp-content/uploads/Port-Readiness-Level-for-
Marine-Fuels-assessment-tool-July-2024.pdf.
End of an Era: Historic SS United States Transferred to New

Owners
By : Mike Schuler
The iconic SS UNITED STATES is set to embark on its final journey – not across the Atlantic, but towards a new life as
the world’s largest artificial reef.On Saturday, October 12, 2024, the SS United States Conservancy formally transferred
the title of the historic ocean liner to Okaloosa County, Florida, marking a significant turning point in the ship’s storied
legacy.

This $10.1 million project represents a innovative solution for preserving the vessel, which has been docked in
Philadelphia since 1996.The transfer of ownership comes after a protracted legal dispute with the pier operator and offers
a “more dignified option” compared to the alternative of scrapping. A court-ordered mediation between the SS United
States Conservancy and Penn Warehousing resulted in a settlement agreement, ending over two years of litigation. The
confidential settlement, awaiting final court disposition, led to limited financial liability for the Conservancy. Despite the
judge rejecting Penn Warehousing’s claims for doubled rent, the settlement maintains the court’s original ruling that the
SS United States must promptly vacate its pier.
The SS United States Conservancy evaluated numerous proposals to purchase and relocate the ship, but none met its
due diligence requirements or timing constraints. A promising five-year collaboration with a New York developer for a
mixed-use destination fell through due to difficulties securing a pier location and lack of government support.
With no viable options to preserve the SS United States and facing the binding court order, the Conservancy had to make
a difficult decision: scrap America’s Flagship or transform her into an artificial reef with an accompanying land-based
museum. It chose the latter as the “most dignified path.”
“Converting the world’s fastest ship into the world’s largest artificial reef will write a new chapter for the SS United
States as a world-class destination,” said Susan Gibbs, President of the SS United States Conservancy. The SS United
States, launched in 1951, holds a special place in maritime history. It still holds the transatlantic speed record and has a
rich history of transporting presidents, celebrities, and immigrants. During the Cold War, it was designed as a convertible
troop carrier capable of transporting 14,000 troops 10,000 miles without refueling.
“This accomplishment confirms our commitment to remain good stewards of the environment, while also enhancing our
community’s status as a premier diving and fishing destination,” said Okaloosa County Board Chairman Paul Mixon. The
Florida Fish and Wildlife Conservation Commission projects an impressive 13,800% return on investment for artificial
reefs in the Florida Panhandle, underscoring the project’s economic potential.
The process will involve extensive environmental remediation, expected to take over a year, followed by six months to a
year for deployment. While the exact location off Destin-Fort Walton Beach is yet to be determined, it will be accessible
to divers of various skill levels.As part of the project, a state-of-the-art land-based museum will be constructed to honor
and recognize the history of “America’s Flagship” and ensure that the ship continues to inspire and educate future
generations about its significant role in American maritime history. The next steps involve moving the ship to Norfolk,
Virginia, in the coming weeks for necessary preparations before its final deployment as an artificial reef. Once
submerged, the nearly 1,000-foot-long vessel will become a thriving habitat for marine life and a world-class attraction
for divers and anglers. Source : gCaptain
The ARMADA 78 01 moored at the Nieuwediepkade in Den Helder. Photo: Wim Albers (c)

NAVY NEWS
S-80 Plus-class ISAAC PERAL (S-81) spotted in Cartagena Photo : Ko Rusman (c)
The S-80 Plus class (or Isaac Peral class) is a Spanish class of four submarines being built by the state-owned Spanish
company Navantia at its Cartagena shipyard for the Spanish Navy. In common with other contemporary submarines, they
feature air-independent propulsion.
The class has its roots in the late 1990s, and Spain ordered the submarines into production in 2003. Due to problems
with the design, it had to be extensively redesigned in the 2010s, and a Spanish government budget crisis forced
additional delays. The submarines are as of 2023 slated to begin entering service in the same year. On November 30,
2023, the first submarine of the class entered service with the Spanish Navy
They are oceanic submarines of medium tonnage with the capacity to carry out long duration missions in scenarios far
from their base, and to do so stealthily. They will have an integrated platform control system that allows operation with a
reduced crew complement and a high degree of automation with remote control. The characteristics of this class of ships
place them at a level close to those of nuclear propulsion.The lead boat in the class, the Isaac Peral [es], the first unit in
the series, was launched by King Felipe VI and his daughter, Princess Leonor, heir to the throne, on 22 April 2021 at the
Cartagena shipyards, entered to service in 2023, after originally being targeted for 2011. The remaining three boats are
slated to be delivered in 2024, 2026 and 2028. In 2024, it was initially indicated that the delivery date for the second
vessel had slipped to 2025. Subsequently however, it was reported that the second boat had been delayed until 2026
with the third and fourth vessels of the class now only planned for service entry in 2028 and 2029 respectively.The S-80
class has also been offered for export.

SHIPYARD NEWS
WINDCAT 45 on slipway at Buckie 14/10/24 photo : Aan Soutar ©
Wuhu Shipyard starts building GH’s 89,000 dwt

methanol dual-fuel bulkers
by Ajsa Habibic
Chinese shipbuilder Wuhu Shipyard has kicked off construction of the 89,000 dwt methanol dual-fuel bulk carrier for
compatriot shipowner Fujian Guohang Ocean Shipping (GH).
The ship featuring a methanol dual-fuel system compatible with biodiesel and methanol fuels is part of the shipbuilding
contract revealed at the beginning of 2024.Under the contract, Wuhu Shipyard will build four firm units and up to six
additional sister vessels.\The ship design was developed by China Classification Society (CCS), GH, and Shanghai Bestway
Marine Engineering to enhance the overall performance, reduce steel investment by 2%, and lower the ship’s weight for
improved energy efficiency.The vessels’ power supply system comprises a high-power shaft generator, a shore power
system, photovoltaic power generation, and energy storage batteries. The ship has already been awarded the GDA Ship
Type Approval Certificate by CCS, recognizing its compliance with environmental and safety standards Wuhu Shipyard is

also building four 6,600-ton methanol dual-fuel stainless steel chemical tankers for RFOcean, a London-based firm in the
maritime industry. Earlier this year, the Chinese shipbuilder launched the first out of five new methanol-ready Orca-class
ships ordered by Germany-based maritime heavy lift and project cargo carrier SAL Heavy Lift.
The P 45 AUDAZ spotted at Navantia shipyard in Cartagena for maintenance Photo : Ko Rusman ©
AUDAZ (P-45) is an offshore patrol vessel and the fifth of the Meteoro class created for the Spanish Navy. It is the
fourth Navy ship to carry this name. The patrol vessel was built in the Navantia's shipyard in San Fernando. On May 7,
2014, SEPI announced that it had approved the construction of two new units, one to be built at the Cadiz shipyard in
San Fernando / Puerto Real and the other at Ferrol.[4] The first sheet metal cut for these vessels, was carried out
simultaneously in the shipyards of the bay of Cadiz and those of the Ferrol estuary on December 5, 2014. Order No.
DEF/1564/2015 was published in the Official State Gazette on June 26, 2015, which names of these two ships as Audaz
(P-45) and Furor (P-46)The ship was laid down on April 29, 2016, and launched on March 30, 2017, at the San Fernando
shipyard.[6] The operational tests were done between the 15 and 21 of May 2018. The ship was commissioned on July
27, 2018. The AUDAZ was assigned to the Naval Base of Cartagena where it arrived in September 2018.It first mission
was assigned on 20 August 2019. It consisted of heading to the island of Lampedusa, Italy to escort the Open Arms
vessel to the port of Mahon, Spain after Italian interior minister, Matteo Salvini, denied the ship's entry to the country.
Hanwha eyes another shipyard takeover in US

New CEO at US subsidiary hints at possible expansion on West Coast
By Kan Hyeong-woo
Hanwha Group, South Korea’s defense-to-energy conglomerate, is looking to expand its shipbuilding and maritime
businesses in the United States as it appears to be contemplating a second American shipyard acquisition.
Mike Smith, who was appointed as the CEO of Hanwha Defense USA in August, a US subsidiary of Hanwha Aerospace,
said in Washington last week that Hanwha is “not done” when asked whether Hanwha’s purchase of Philly Shipyard was
a one-time deal.Hanwha Group announced the acquisition of the shipyard in Philadelphia for $100 million in June,
becoming the first Korean entity to enter the US local shipbuilding industry.“Hanwha sees maritime as an attractive
market where its expertise in ship design, shipbuilding and MRO (maintenance, repair and operations) would be highly
relevant,” Mike told The Korea Herald in a written interview Tuesday.
“From a strategic standpoint, the greatest need is on the West Coast. However, we will need to be selective and
opportunistic with any subsequent acquisitions. We need to see what is actionable and strategically suitable.”The CEO did
not disclose any names regarding potential candidates for a takeover on the West Coast. The comments by the CEO of
Hanwha Defense USA are in line with the US government's push to revive its shipbuilding and ship repair capacity.“One
thing to keep in mind is the need to extend shipbuilding beyond traditional shipyards,” he said.“We need to expand our
perspective and think about shipbuilding in new and creative ways.” After taking over Daewoo Shipbuilding and Marine
Engineering and rebranding it into Hanwha Ocean in April and May last year, Hanwha Group has been actively investing
in expanding its shipbuilding and maritime businesses.In August, Hanwha Ocean clinched Korea’s first warship

maintenance project from the US Navy to open up the market for the country’s maritime defense industry. By landing a
depot maintenance contract for the US Navy’s 40,000-ton-class auxiliary ship, the company paved its way into the US
Navy’s MRO market, estimated at 20 trillion won ($14.7 billion) per year.
Hanwha tried to acquire Australian shipbuilder Austal for over a year and carried out negotiations but eventually decided
to stop pursuing the acquisition last month as the two sides failed to reach an agreement.
Despite the fallout, the conglomerate said it will continue to search for new business opportunities across the world
including Australia.In the same month, Hanwha announced a plan to acquire Dyna-Mac, an offshore plants manufacturer
in Singapore, at SG$0.6 a share. Hanwha Aerospace and Hanwha Ocean invested 116 billion won ($85 million) to secure
a 25.4 percent stake in the Singaporean company in May this year.
Hanwha on Monday raised its offer for the remaining stake in Dyna-Mac to S$0.67 per share after Dyna-Mac’s single
largest shareholder -- the estate of founder Desmond Lim -- said it did not find the Korean conglomerate’s offer
compelling.Hanwha said taking control of Dyna-Mac would improve productivity and cost efficiency, and strengthen
engineering competencies in collaboration with Hanwha Ocean as the global demand for floating offshore plants is
projected to rise.“Based on our world-class shipbuilding and warship-building capabilities, Hanwha Ocean will expand
synergy in not only the defense sector but also energy areas and use the Philly Shipyard as an opportunity to generate
sales in the US and become a global partner,” said Hanwha Ocean. Source : The Korea Herald
Kleven Shipyard Marks New Construction Return

Mike Schuler
Green Yard Kleven has inked a shipbuilding contract with Romanian energy giant OMV Petrom S.A. for a new “Field
Support Vessel” destined for the Neptun Deep project. This contract marks a significant milestone for Green Yard, which
acquired the struggling Kleven Verft shipyard in Ulsteinvik, Norway in 2020 after its bankruptcy filing. Since then, the
company has worked to establish itself in the new construction market.“It is a day of joy at Green Yard Kleven,” said
Hans Jørgen Fedog, CEO of Green Yard Kleven. “We are very pleased that OMV Petrom chose us for this contract. It has
been an incredibly rewarding collaboration throughout and with great trust between the parties.” The vessel, scheduled
for delivery in the latter half of 2026, will play a crucial role in supporting an unmanned gas platform in the Black Sea.
The Neptun Deep project, the largest natural gas venture in the Romanian Black Sea, is Romania’s first deepwater
offshore project, promising to bolster the nation’s energy security.The 89.5-meter-long multihull vessel will be equipped
with state-of-the-art features, including a Walk to Work (W2W) walkway, offshore crane, and accommodations for 90
people in single cabins. Designed by Norwegian firm Marin Teknikk, the ship bears the designation MT-6067 FSV and will
involve collaboration with several local subcontractors.“We want to collaborate with local partners as far as possible, and
we believe that we will achieve several good local collaborations in this project,” added Rune Gamlem, Sales Manager at
Green Yard Kleven.
Jiangnan Shipyard launches the second 175,000-cbm

LNG carrier for Adnoc
China’s Jiangnan Shipyard has launched the second 175,000-cbm LNG carrier it is building for a unit of UAE’s Abu Dhabi
National Oil Co (Adnoc), according to LNG Prime.The launching ceremony for the LNG carrier AL RAHBA took place on
October 8.In addition to the LNG carrier, Jiangnan also launched the third of four 14,000-teu LNG-powered
containerships it is building for Singapore’s Pacific International Lines.The LNG carrier is the second in a series of six

vessels Adnoc L&S ordered during 2022 from Jiangnan, and they will all be delivered by the end of 2026.The entire order
is worth more than $1.2 billion. The shipbuilder aims to deliver the first LNG carrier in this series, AL SHELILA, in
December this year.
These “LNG Jumbo” dual-fuel carriers feature GTT’s Mark III Flex membrane system and a partial reliquefaction system.
Adnoc is investing heavily in its LNG business and made the final investment decision in June to build its LNG export
terminal in Al Ruwais.The LNG project will consist of two 4.8 mtpa trains with a total capacity of 9.6 mtpa, more than
doubling Adnoc’s existing UAE LNG production capacity to around 15 mtpa, as the company builds its international LNG
portfolio. Adnoc currently owns a 70 percent stake in Adnoc LNG, that produces about 6 mtpa of LNG from its facilities on
Das Island. Adnoc L&S’s existing fleet of Moss-type, steam turbine LNG carriers serves its terminal on Das Island.In May,
the company also selected two South Korean shipbuilders to build six LNG carriers following a tender. These LNG carriers
are expected to serve Adnoc’s second LNG terminal in Al Ruwais. Source : portnews
ROUTE, PORTS & SERVICES
The FARRA EITHNE at Buckie 14/10/24 Photo : Alan Soutar ©
UAE to partner with Mitsubishi Heavy Industries

again for next Emirati national mission
The UAE Space Agency (“UAESA”) has formalized an agreement with Mitsubishi Heavy Industries Ltd. (“MHI”), a
renowned global industrial group and trusted provider of the H-IIA and H-IIB Launch Vehicles. This partnership will
provide launch services for the UAE’s landmark endeavor, the Emirates Mission to the Asteroid Belt (EMA).

The UAE Space Agency is spearheading the development of the MBR Explorer, named in honor of His Highness Sheikh
Mohammed bin Rashid Al Maktoum, as part of the Emirates Mission to the Asteroid Belt. This flagship mission, a
successor of the Emirates Mars Mission, is set to launch in the first quarter of 2028. The mission aims to add to our
understanding of the foundation of our solar system and the presence and origins of the building blocks of life found in
the asteroid belt, as well as lay the ground for possible future resource extraction from asteroids.EMA comprises a
thirteen-year mission: a six-year spacecraft development period followed by a seven-year flight to the main asteroid belt
beyond Mars, performing a series of close flybys to make unique observations of the main belt asteroids and land on the
seventh one, Justicia.This is the third launch services agreement between MHI and the UAE for Emirati national missions,
following KhalifaSat launched in 2018, and Emirates Mars Mission launched in 2020.
Mohsen AlAwadhi, Mission Director for the Emirates Mission to the Asteroid Belt, said: “We are pleased to partner once
again with Mitsubishi Heavy Industries (MHI) as the launch provider for the Emirates Mission to the Asteroid Belt. MHI’s
consistent track record of reliability, coupled with their cutting-edge H3 launch vehicle, aligns with our mission’s
ambitious goals.We have high expectations for the H3 launch vehicle, given its enhanced capabilities and MHI’s
commitment to precision and excellence. This partnership represents not only the next step in the UAE’s journey into
deep space but also a testament to our confidence in MHI’s technology and expertise.”
Iwao Igarashi, Vice President and Senior General Manager of Space Systems at MHI, said: “First of all, we appreciate
UAESA for selecting MHI as the launch services provider for EMA and their continued trust following our partnership for
KhalifaSat and Emirates Mars Mission. It is our honor to provide the launch services to the UAE again for their important
national mission. On behalf of MHI, I express sincere respect for the UAESA and involved organizations for challenging
this highly unique, unprecedented, and adventurous project. We are very excited to support the project as the launch
services provider. MHI is committed to delivering the MBR Explorer to the orbit successfully and providing a smooth start
of the UAESA’s new journey to the deep space.” MHI Launch Services enjoys an extremely high success rate of over
98%, utilising its H-IIA and H-IIB launch vehicles, and has executed more than 50 successful consecutive launches since
2005, delivered on-time and to the customer’s satisfaction. Today, MHI’s technologies and know-how of development and
operation of launch vehicles are exploited in successful launches of H3, Japan’s new launch vehicle. H3 Launch Vehicle
builds on the legacy of the highly reliable H-IIA & H-IIB and it is designed to be more customer-oriented and capable to
satisfy a variety of launch demands. The third launch of H3 was successfully completed the third launch of H3 on 1 July
2024. MHI is determined to sustain the quality of launch vehicles, providing reliable launch solutions to the market.
This partnership embodies MHI’s long term support for customers and commitment to providing reliable means of access
to space to a variety of customers in space industry. With this partnership to launch the MBR Explorer for EMA, UAESA
and MHI will contribute together to diversification of space exploration, enhancement of space industry and solving of
global social issues.
The Finish oil/chemical tanker "HALTI" inbound for Rotterdam and arriving from Grangemouth - UK
Photo : Cees van der Kooij ©
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Damen Shipyards Group 2011 built, Neptune Marine operated tug NEPTUN FOXTROT (Damen Shoalbuster 3209
design) heading for 2e Maasvlakte, next setting sail to Lekhaven, Rotterdam. Photo : Nico C.H. Giltay ©
SKANDI SALVADOR in Rio de Janeiro 15.10.24

Photo : Torleif Klokset Technical Manager Solstad Offshore ASA | Macaé | Brazil ©

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DAILY COLLECTION OF MARITIME PRESS CLIPPINGS 2024– 291

Distribution : daily to 45000+ active addresses 17 -10-2024 Page 1

EVENTS, INCIDENTS & OPERATIONS

Port of Oakland container volume continues to grow

Spliethoff’s PIJLGRACHT inbound for Amsterdam Photo : Ruud Coster ©

Carriers look to incoming government to act on

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LNG Carriers, Oil Tankers and Container Ships Race

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The CLAMOR SCHULTE at Dunkirk 14.10.24 Photo : Gordon Priestley (c)

Bulker Struggles to Stay Off the Rocks Near Dutch Harbor

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Mediterranean ECA to impact tanker trades

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Dongfang Unveils Record-Smashing 26 MW Offshore

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Mass Maritime Academy Welcomes New Training

The ALIAI inbound for Amsterdam Photo : Marcel Coster (c)

Castor Maritime Adds 2020-built Bulk Carrier

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Five technologically advanced SANMAR tugs at

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MSC deploys direct connection strategy after

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OSVs Gain New Life

(Photo: Alabama Shipyard)

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Viking takes delivery of newest Egypt ship

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VLCCs softened last week

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Oil prices may climb higher amid risk of Middle East

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Turkey, Brazil are main buyers of Russian seaborne

Asian spot LNG slips on tepid demand, ample supply

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Former Panama Canal administrator reflects on

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Four tankers still at sea with unsold cargoes with

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Navios Partners takes delivery of Chinese-built 5,300

French windfall tax will saddle CMA CGM with

At the forefront of green tug delivery

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Environmental group seeks limits on Alaska trawling

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Cargo Ship’s Suspicious Voyage Ends in Massive Cocaine

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ShoreTension® is the green solution for safe mooring

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CLICK st the photo to see the Shoretension in action https://shoretension.com/

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Mr. Marine Appoints Charles Laarhuis as New CEO

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Russia steps up bombing of merchant shipping in the