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North Korea Ships 16,000 Containers Of Munitions To Russia For War With Ukraine

port-and-ship
Apr 17, 2025
Article Source LogoMarine Insight
Marine Insight

A recent investigation by Reuters and the UK-based Open Source Centre (OSC) has revealed that Russian artillery forces have become heavily dependent on North Korean ammunition.

According to Russian military documents and open-source research, nearly all artillery munitions used by Russia in the ongoing conflict are now supplied by North Korea.

Between September 2023 and March 2025, four Russian-flagged vessels, namely, Angara, Maria, Maia-1, and Lady R, made a total of 64 trips between North Korea and Russian ports.

These ships carried around 16,000 containers from the North Korean port of Rajin to Russia’s Vostochny and Dunai ports.

The containers are estimated to include between 4 to 6 million artillery shells, which were later transported by rail to ammunition storage sites near the front lines in Ukraine.

This massive supply from North Korea contrasts sharply with Russia’s domestic production of artillery shells. In 2024, Russia is believed to have produced only about 2.3 million shells, according to Ukrainian and Western officials.

Despite the evidence, the Kremlin denied any arms trade with North Korea in October 2023, stating there was no proof of such activities.

However, Reuters reviewed at least six Russian artillery unit reports showing that some units relied on North Korean munitions for up to 100% of their shelling operations in Ukraine.

Three other reports did not mention North Korean shells.

Defense expert Konrad Muzyka from the Poland-based Rochan Consulting noted that North Korean supplies played a key role in allowing Russia to maintain its operational pace on the battlefield since late 2023.

Ukraine’s Defense Intelligence Agency (GUR) also confirmed the importance of these supplies, stating that Russian artillery firepower would have been reduced by half without support from North Korea.

Hugh Griffiths, the former coordinator of the UN panel overseeing sanctions on North Korea, added that President Vladimir Putin would struggle to continue the war without Chairman Kim Jong Un’s military backing.

The OSC and Reuters confirmed the North Korean arms shipments through a combination of satellite imagery, verified social media footage, intercepted Russian military reports, and input from three senior Ukrainian government and military officials.

North Korea has also delivered ballistic missiles, long-range artillery, and multiple-launch rocket systems to Russia.

This represents the most substantial direct military support Russia has received for its war efforts, alongside Iran’s drone technology and China’s economic assistance.

The weapons partnership between Moscow and Pyongyang first gained attention in 2023 but became more critical recently when North Korean military personnel, equipment, and ammunition were sent to help Russian troops push back Ukrainian forces from the Kursk region.

By January 2025, approximately 4,000 North Korean soldiers had been killed or injured in fighting in Kursk, according to a South Korean security source.

North Korea later sent an additional 3,000 troops in February.

Ukrainian military intelligence chief Kyrylo Budanov reported that since late 2024, North Korea has supplied Russia with 120 self-propelled long-range artillery systems and 120 multiple-launch rocket systems.

Some of this equipment was recorded by Ukrainian drones operating in Kursk.

Although Western nations, including a Czech initiative to deliver 1.6 million shells, have supported Ukraine militarily since Russia’s full-scale invasion in February 2022, that aid has been inconsistent and increasingly uncertain.

No Western country has sent soldiers to fight in Ukraine.

North Korea’s delegation at the United Nations in New York and Geneva, its embassy in London, Russia’s Ministry of Defense, and South Korea’s Ministry of National Defense and National Intelligence Service did not respond to Reuters’ requests for comments on these findings.

Reference: Reuters

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Increase in transport work explains much of the emissions growth – but not all… Across many ship sizes the increase in emissions in 2024 is within a few percentage points of the increase in transport work. For example, ships between 14 500 and 20 000 TEU saw transport work increase 43%, in line with its growth in emissions. This significant increase in transport work has in part been made possible by fleet growth of 26% between December 2023 and December 2024 for ships with capacity between 14 500 and 20 000 TEU. There are however some exceptions where transport work growth and emissions growth aren’t aligned. On the positive side, emissions increases for smaller size ships are lower than transport work. This is driven by improved efficiency through higher capacity utilization and stable (if not slightly decreasing) average sailing speed. On a less positive note, the biggest ships over 20 000 TEU saw emissions increase 35% in 2024, more than double the 16.6% transport work growth. That gap is explained by falling efficiency for these larger ships. Firstly, sailing speed increased 5% in 2024, which adversely impacts fuel efficiency. Secondly, the ships saw a drop in utilization, which is measured in tons of cargo carried multiplied by nautical miles sailed divided by TEU capacity in tons multiplied by nautical miles sailed. Or in more simple terms, how much cargo ships carried compared to how much they could have carried based on its capacity. This utilization measure has fallen by almost 10 percentage points for the biggest ships compared to 2023. The explanation is quite straightforward – total capacity offered by the largest ships in the fleet has increased, while at the same time, demand growth on key backhaul trades slowed. This meant ships were even less full on these return legs than they were previously, which eats into a ship’s annual utilization. Fronthaul volumes, measured in TEU, grew 9.5% in 2024, while demand on backhaul trades rose only 0.9%. Regulation is coming Turning attention back to the IMO agreement in London last week, a key standard in this new regulation will be the fuel intensity used by global shipping. This is measured on a well-to-wake basis (including the full life-cycle of the fuel). Starting in 2028, ships must lower their fuel intensity by a certain percentage compared to the baseline set in 2008. There are two tiers when it comes to the reduction factors: Tier 1 – the base target Set at a 4% reduction in 2028. A ship will pay USD 380 for every ton of GHG emissions above the base reduction target. Tier 2 – the compliance target Set at 17% reduction in 2028. A ship falling between the base target and compliance target will pay USD 100 for every ton of GHG emissions or buy remedial units. Any ships outperforming the compliance target will earn surplus units, which can be banked for two years, or traded with non-compliant ships. Reduction targets will increase every year, with expectations of a 65% reduction in carbon intensity by 2040. Plenty of details still need to fall into place, many of which should come in October 2025 when the agreement is expected to be finalized, and adopted. While opinions on the deal are mixed, carriers now have more certainty on the path to decarbonization. Carbon reduction strategy for shippers We must be realistic when it comes to priorities right now. With the threats of US tariffs on every nation in the world and more than 100% from China, it will be difficult to get carbon emissions in supply chains onto the board meeting agenda at the moment. However, while there are currently massive financial pressures for shippers, they can still include carbon reduction in their freight procurement strategy. The carriers are anonymized for this blog (Xeneta customers have visibility of Carbon Emissions Index data in the platform), but it is clear there is a significant spread in performance. It is important to stress that lower emissions do not always equate to lower freight rates. While it is understandable shippers will be prioritizing the optimal rate during negotiations for their next contract, this does not mean they cannot also factor in carbon emissions, especially when they are choosing between two carriers with similar price and service delivery. This data is also essential for those shippers looking to move more goods via ocean rather than the more expensive and more carbon intense air cargo. Source: Xeneta
port-and-ship
18 April 2025
Eu Needs Higher Lng Imports To Meet Summer Demand, Storage Targets: Acer
Hellenic Shipping News
Eu Needs Higher Lng Imports To Meet Summer Demand, Storage Targets: Acerin Freight News 18/04/2025 Meeting EU gas demand this summer and refilling storages to 90% will only be feasible if LNG imports increase by around 20% above 2024 levels and pipeline supplies operate at a high level, European regulatory body ACER said April 16. In a market outlook, ACER also warned that unfavorable seasonal spreads could deter summer storage injections amid ongoing EU discussions around more storage target flexibility. Under current EU rules, member states are required to fill their storage sites to 90% of capacity by Nov. 1, though a handful of countries have derogations from the target. ACER said that achieving the 90% target would require “large” LNG imports, adding that LNG supply was assumed to average 10 Bcm/month — in line with 2023 trends and 22% higher than last year. “Part of these extra volumes have been already contracted to offset the drop in Ukrainian Russian pipeline flows,” ACER said. Storage levels The EU ended the past gas winter on March 31 with storage sites filled to just 33.8% of capacity, according to data from Gas Infrastructure Europe. Refilling storage this summer could be complicated by current storage economics, ACER said. “While the market has been highly volatile, summer 2025 prices have consistently exceeded winter 2025/2026 prices in the last months,” ACER said, with the spread peaking at around Eur6/MWh in January. “Although the spread settled in the last part of the winter, it discouraged injections for summer 2025,” it said. According to price assessments by Platts, part of S&P Global Commodity Insights, the Q3 2025 TTF price is now trading at a slight discount to Winter 25. The Q3 2025 contract was assessed on April 15 at Eur34.85/MWh compared with a Winter 25 assessment of Eur35.56/MWh. But ACER said that while summer prices had reversed to a slight discount, the spread was still thinner than storage costs. EU target In its outlook, ACER also listed the pros and cons of maintaining the status quo in terms of the 90% gas storage target. On the pro side, it said revising the storage targets now would set a “risky” precedent and undermine trust in regulations while creating significant risks for companies that had already made financial commitments. It added that higher summer prices were necessary to attract sufficient gas this summer and while they may cause some short-term harm, they could help prevent a more severe crisis caused by insufficient storage next winter. In its list of factors supporting a change in the targets, ACER said lowering the filling target would ease the seasonal spread and reduce summer 2025 prices. It added that a 90% storage level was less critical in 2025 than it was in the past as gas demand has dropped more than 20% since 2022. It also said that capacity-based subsidies could be more efficient than commodity support measures. The European Council on April 11 laid out its negotiating position on the European Commission’s proposal to extend the storage regulation which it published on March 5. The Council said the 90% target should be reached anytime between Oct. 1 and Dec. 1, instead of the current Nov. 1. deadline. It also said that intermediary storage targets for each member state in February, May, July and September should be indicative to leave sufficient flexibility for market participants throughout the year. And, it said, in the event of unfavorable market conditions, member states should be able to deviate by up to 10% from the filling target. Source: Platts
port-and-ship
18 April 2025
Vhbs New Contex Container Ship Time Charter Assessment Index Week 16
Hellenic Shipping News
Vhbs New Contex Container Ship Time Charter Assessment Index Week 16in Weekly Container Reports Index 18/04/2025 The container market had an overall inactive week in majority of segments, expect perhaps the smallest feeder where demand   Source: Verband Hamburger und Bremer Schiffsmakler e.V
port-and-ship
18 April 2025
Russian Arctic Oil Exports To China Jump Helped By Sts Transfers, Sources Say
Hellenic Shipping News
Russian Arctic Oil Exports To China Jump Helped By Sts Transfers, Sources Sayin International Shipping News 18/04/2025 Russia’s Arctic oil exports to China are set to rise sharply this month buoyed by a jump in ship-to-ship transfers at sea to ensure tankers pulling into port are not on U.S. sanctions lists, according to traders and data from Vortexa. The Arctic oil business accounts for a tenth of Russia’s seaborne oil exports which were hit with widened U.S. sanctions in January on nearly all tankers carrying crude oil grades such as ARCO and Novy Port and on Russian producer Gazprom Neft. To evade the curbs, ship-to-ship (STS) transfers of cargoes are taking place in international waters off Singapore and Malaysia where cargoes are loaded on to Very Large Crude Carriers (VLCCs) that are not subject to sanctions before heading for Chinese ports, according to traders and Vortexa senior analyst Emma Li. At least 4 million barrels of Arctic oil completed STS last week and 16 million more have arrived, or will arrive, in the South China Sea this month, Li estimated. China’s Arctic oil imports are rebounding given ample supply, but the volume eventually discharged will vary depending on logistics hurdles and buying interest from Chinese refiners, she added. Russian oil exporter Gazprom Neft did not immediately respond to a Reuters’ request for comment. China’s imports of Arctic oil from Russia in March averaged 25,000 barrels per day (bpd), according to Vortexa. China has said it opposes unilateral sanctions, which have been imposed by the United States, EU and others aimed at curbing Russian, Iranian, and Venezuela energy revenue. Yet STS transfers are being used, according to one trader, because many Chinese buyers want to avoid being linked to tankers subject to such sanctions as they are wary of secondary sanctions and are willing to pay higher prices for these STS cargoes. For example, the VLCC Atila loaded 2.07 million barrels of ARCO from two sanctioned tankers in March in waters off Singapore and delivered the cargo to China’s port of Dongying in eastern Shandong province in April, Kpler data shows. Atila previously engaged in STS transfers involving Iranian oil. Arctic grades – ARCO, Novy Port, and Varandey – are produced in Russia’s northern regions, where harsh winter weather affects production and oil projects require huge investment. These grades are typically shipped from oilfields to floating storage in Murmansk and then shipped to end-users, making it difficult to track exports of each grade. These shipments currently take two months to reach China as tankers are travelling via the Suez Canal, with the STS adding to shipping costs. The shorter North Sea Route (NSR) to China is closed until July. “It’s a very long and expensive route,” one trader said. “The only idea is to evacuate barrels.” Light Arctic oil is offered at discounts to benchmark Brent prices, down from premiums previously, the traders said. Not all the Arctic oil cargoes are set to find a home soon as some of them are being stored on ships, traders said. For instance, tanker Fast Kathy loaded Arctic oil in Murmansk on March 14 and has been floating off Port Said in Egypt since April 9, LSEG data showed. India, previously the top buyer of Arctic oil, has cut purchases due to sanctions, traders said. Arctic oil going to India is mostly Varandey supplied by Litasco, the trading arm of Russia’s Lukoil LKOH, they added. Lukoil did not immediately respond to a Reuters’ request for comment. This month, Indian authorities barred a tanker from conducted an STS operation off the port of Mumbai involving a cargo of Russian crude. Other Arctic oil buyers include Syria, which received its first shipments earlier this year, and Myanmar. Source: Reuters
port-and-ship
18 April 2025
Port Esbjerg Significantly Expands Its Capacity: Fairway Deepened To 12.8 Metres
Bunker Port News Worldwide
Port Esbjerg Significantly Expands Its Capacity: Fairway Deepened To 12.8 MetresAfter years of preparation and large-scale construction work, the fairway to Port Esbjerg has now been fully deepened. The upgrade enables access for larger vessels, increased cargo volumes, and new strategic opportunities in both the energy and defence sectors. “The deepening of the fairway marks a major milestone. It expands our overall capacity and unlocks new potential for the future,” says Dennis Jul Pedersen, CEO of Port Esbjerg. Millions of cubic metres moved This is a project of significant magnitude. An enormous amount of sand has been dredged, excavated and relocated. In total, 3,702,000 cubic metres of seabed material were moved as part of the project, increasing the water depth from 9.3 to 12.8 metres. While 2.5 metres may not sound like much, the impact is transformative — both nationally and internationally. “This is a milestone that strengthens our position as an international hub for logistics and energy,” says Dennis Jul Pedersen. CEO of Port Esbjerg. Commandor Michael Sichler, Defense Attaché at German Embassy in the Kingdom of DenmarkMajor Thomas Sigvardt, Captain for the Danish NavyMorten Jensen, Head of Unit European Climate, Infrastructure and Environment Executive AgencyJesper Frost Rasmussen, Mayor of Esbjerg MunicipalityLieutenant Colonel Shawn Dillingham, Army Attaché at U.S. Embassy in the Kingdom of DenmarkColonel Bruno Costanzo, Attaché de defense at France Embassy in the Kingdom of DenmarkBrigadier Neil Bellamy, Defense Attaché in the British Embassy in the Kingdom of Denmark Three strategic advantages 1. More cargo, larger vessels: The increased depth allows Port Esbjerg to accommodate significantly larger and heavier vessels. The port now expects to double its cargo volume over the next decade. 2. Strengthens offshore wind leadership: Future offshore wind installation vessels and components are becoming larger and heavier. The new fairway ensures that Port Esbjerg can maintain — and grow — its position as Europe's leading port for offshore wind shipments. 3. Enhances military readiness: The deeper fairway enables Port Esbjerg to receive larger RoRo and military vessels. This significantly enhances the port's strategic importance to NATO and enables faster and more efficient response during periods of heightened readiness. One of only a few in Europe With this upgrade, Port Esbjerg joins an exclusive group of European ports capable of handling this class of ships and cargo. The port is now well-positioned to play an active role in the global logistics shifts driven by geopolitical developments and changing global trade patterns. “We are already seeing that several partners and companies within the maritime sector are in need of ports that can accommodate significantly larger vessels. This is no longer something lying in the future – it is here and now. And now, Port Esbjerg is ready.” says Dennis Jul Pedersen. EU support and a sustainable footprint The project received DKK 211 million in funding from the EU's Connecting Europe Facility (CEF). It also paved the way for Port Esbjerg's designation as a strategic node in the EU's Trans-European Transport Network (TEN-T). The 21.6-kilometre-long fairway through Grådyb has now been fully deepened and a large portion of the dredged material has been reused to expand the southern areas of the port. Environmental impact assessments were carried out in close dialogue with authorities and the public. The entire project was completed on time and below budget. A foundation for the port of the future The fairway deepening is part of a broader infrastructure development plan at and around Port Esbjerg. The rail connection to the port area has recently been extended, and new reinforced areas have been established for heavy logistics – with a particular focus on offshore wind. “We have removed a key barrier. We are now even better positioned to serve as a centre for green energy and military logistics. The fairway is more than an engineering project – it is the foundation for our future,” says Dennis Jul Pedersen. Ready to take responsibility Søren Gade, Chairman of the Board of Port Esbjerg, highlights the strategic significance: “We have reached a crucial milestone that opens the port to the vessels shaping the future of energy and security. This strengthens not only Port Esbjerg, but also Denmark's role in the green transition and in international defence cooperation.” Dennis Jul Pedersen concludes: “This project is complete – but development continues. We now have a port ready to meet the demands of the future, and we look forward to realising its full potential in close partnership with both the energy and defence sectors.” Source: Port Esbjerg
port-and-ship
18 April 2025
Sallaum Lines Now Serving Port Of Brunswick
Bunker Port News Worldwide
Sallaum Lines Now Serving Port Of BrunswickSallaum Lines, a global leader in Roll-on/Roll-off shipping, is now serving the Port of Brunswick, Ga. “We're thrilled to make our first call to Colonel's Island in Brunswick,” said Sam Awad, Vice President of Sales and Operations for Sallaum Lines. “This expansion aligns with our growth strategy and commitment to delivering reliable services to our clients in the U.S. and Africa. Brunswick's strategic location and robust infrastructure make it an ideal addition to our global network.” With an inaugural visit of the vessel Silver Soul, the Switzerland-based ocean carrier added Brunswick to an extensive Atlantic network linking Europe, North and South America, and Africa. The new service to Brunswick marks an important step in Sallaum's broader strategy to expand its footprint on the U.S. East Coast. “We are excited to welcome Sallaum Lines to our growing roster of international shipping partners,” said Georgia Ports Authority Chief Commercial Officer Flavio Batista. “The addition of Sallaum Lines will enhance Brunswick's position as a key hub for RoRo services on the U.S. East Coast.” Sallaum Lines operates a fleet of eight modern Pure Car & Truck Carriers, and has moved more than 4 million Car Equivalent Units globally. The company is set to add six new vessels to its fleet by 2027. Source: Georgia Ports Authority
port-and-ship
18 April 2025
Landmark Imo Deal Set To Shake Up Shipping
Bunker Port News Worldwide
Landmark Imo Deal Set To Shake Up ShippingThis global mechanism will combine mandatory greenhouse gas (GHG) limits with carbon pricing for the maritime sector and represents a move towards achieving the goals laid out in the IMO’s 2023 GHG Strategy, which targets net-zero emissions from international shipping by or around 2050, supported by interim reduction goals for 2030 and 2040. Hailed by the IMO as a world-first for any industry sector, the measures are set to apply to large vessels over 5,000 gross tonnage – the segment responsible for about 85% of shipping’s CO2 emissions. IMO secretary-general Arsenio Dominguez was in a celebratory mood at the end of proceedings: “The approval of draft amendments to MARPOL Annex VI mandating the IMO net-zero framework represents another significant step in our collective efforts to combat climate change, to modernize shipping and demonstrates that IMO delivers on its commitments.” Framework mechanics The Net-Zero Framework, to be integrated into MARPOL Annex VI, Chapter 5, is built upon two key pillars: a global fuel standard and an economic measure. MARPOL Annex VI, with its wide ratification covering 97% of global tonnage, provides the existing legal foundation. The Global Fuel Standard requires ships to progressively decrease their annual greenhouse gas fuel intensity (GFI). Calculated on a well-to-wake basis, the GFI measures GHG emissions per unit of energy used. Ships must meet increasingly stringent GFI reduction targets over time, driving the adoption of lower-emission fuels and technologies. Complementing this is the Global Economic Measure, introducing a GHG emissions pricing mechanism. Vessels exceeding the permitted GFI levels will need to acquire “remedial units” to cover their emissions deficit. Conversely, high-performing ships using zero or near-zero (ZNZ) GHG technologies, achieving emissions below a tighter ‘Direct Compliance Target’, can earn financial rewards and tradable “surplus units”. Compliance incorporates flexibility. Ships can meet their obligations by acquiring surplus units from others, using previously banked units, or purchasing remedial units via contributions to a new central fund. A cornerstone of the economic measure is the establishment of the IMO Net-Zero Fund. This fund will pool the contributions generated by the emissions pricing. Its revenues are strategically allocated to support the sector’s decarbonisation: rewarding low-emission vessels, funding innovation, research, and infrastructure development (especially in developing nations), supporting training and capacity building under the GHG Strategy, and, critically, mitigating adverse impacts on vulnerable states like SIDS and LDCs, underpinning a just and equitable transition. Ambition under scrutiny However, the framework’s approval was met with caution from environmental advocacy groups. Transport & Environment (T&E) acknowledged the step forward but argued the current draft “will fall short of delivering” the IMO’s own 2030 and 2040 targets, and is insufficient for the Paris Agreement’s 1.5°C goal. T&E’s analysis suggests projected annual revenues of around $10 billion until 2035 will be inadequate to properly incentivise the crucial uptake of scalable ZNZ fuels like green e-fuels. They estimate funding for ZNZ support could run out by 2032 without additional measures. Furthermore, T&E raised concerns about the framework’s neutrality on fuel types, warning it could unintentionally favour cheaper, first-generation biofuels from feedstocks like palm oil or soy. They argue reliance on these could undermine genuine emissions savings due to deforestation impacts. Faig Abbasov, T&E’s shipping director, offered a balanced view: “Multilateralism isn’t dead… the IMO deal creates a momentum for alternative marine fuels.” But he added: “Unfortunately it is the forest-destroying first generation biofuels that will get the biggest push for the next decade. Without better incentives for sustainable e-fuels from green hydrogen, it is impossible to decarbonise this heavy polluting industry.” He concluded that national policies are now needed to support truly sustainable options. Cleaner air milestone MEPC 83 also marked progress on regional air pollution, approving a new Emission Control Area (ECA) for the North-East Atlantic. This designation enforces stricter limits on SOx, NOx, and particulate matter emissions, yielding significant air quality, health, and ecosystem benefits. As the world’s largest ECA, it covers waters off the Faroe Islands, France, Greenland, Iceland, Ireland, Portugal, Spain, and the UK, connecting existing ECAs in Northern Europe and the Mediterranean. The proposal, based on research by the International Council on Clean Transportation (ICCT) and Porto University, was submitted jointly by the EU27, UK, and European Commission. ICCT senior researcher Liudmila Osipova said that the approval “reflects a strong international commitment to cleaner shipping. It’s a crucial step toward improving air quality and protecting public health and marine ecosystems for the long term.” The journey for the Net-Zero Framework now enters its formalisation phase. The draft MARPOL amendments will be circulated to Member States before a planned extraordinary MEPC session in October 2025 (MEPC/ES.2) for final adoption. Detailed implementation guidelines are slated for approval at MEPC84 in Spring 2026. Following the standard MARPOL timeline, the regulations are anticipated to enter into force 16 months after adoption, likely in 2027. While the approved framework provides a structure, its ultimate success will hinge on the detailed negotiations ahead – refining targets, finalising economic measure mechanics, ensuring robust fund governance, and addressing sustainability concerns around fuel pathways. Global shipping will need to watch closely as the final details emerge, as the industry starts to prepare for a markedly different operational landscape. Source: Baltic Exchange
port-and-ship
18 April 2025
Imo’S Net-Zero Strategy For Global Shipping Starts With Pricing Carbon But It’S Not Perfect
Bunker Port News Worldwide
Imo’S Net-Zero Strategy For Global Shipping Starts With Pricing Carbon But It’S Not PerfectOn Friday, 11 April, the Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) agreed upon a set of mid-term measures to get the sector on track to net-zero by 2050. This follows the global shipping regulator’s earlier implementation of short-term measures focused on fuel efficiency. The package is due to be adopted by October 2025, with details and implementation guidelines to be specified and approved in spring 2026, before being included in the MARPOL treaty and coming into force in 2027. The most important elements of the net-zero framework are: But the policy fails to introduce a pricing mechanism covering all shipping emissions Although the willingness to make progress on pricing measures is encouraging, the proposed framework doesn’t introduce full carbon pricing as implemented under the European Union’s ETS for shipping. This would only make bunker fuel less attractive, it generates much more budget to support greening as well. Several market players, including leading global container liners and shippers such as Cargill and Trafigura, have previously advocated for putting a price on all emissions as this could be a forceful instrument to support decarbonisation. Maersk called for a levy starting from $150-200 and preferably even significantly higher to support the transition. However, this also raises the costs of shipping, and adopting this was probably not achievable at the global level at this point. From an economic point of view, though, this would ultimately be necessary to narrow the gap between bunker fuels and costlier renewable fuels like green methanol and ammonia, and support investments in infrastructure and availability. Fuel neutrality risks putting biofuels at the forefront The net-zero framework takes a well-to-wake approach and looks at the greenhouse gas intensity of the fuels that companies use. It’s still unclear which fuel options will be eligible for subsidies and to what amount, but the agreement doesn’t exclude alternative fuels (and includes LNG as well). As such, companies are also allowed to use biofuels, which are often the cheapest and easiest lower-carbon option as they can be used in the existing fleet and don’t require investments in new technology. This will boost demand while demand from the aviation sector also starts to mount. It also raises questions about controversial (first-generation) feedstocks without specific requirements. Moreover, it could distract from investments in alternatives. Targets fall short of earlier ambitions In terms of target setting, the IMO previously adopted a goal of reducing GHG emissions by 20%, striving for 30% by 2030, and 70%, striving for 80% by 2040, both compared to 2008. The adopted framework seems to focus on a reduction of at least 8%-21% by 2030, which looks less ambitious. At the same time, total absolute emissions in shipping have risen in recent years, underscoring the need for more decisive action. All in all, I believe this framework is a step in the right direction, but it should also be seen as a framework to build upon further down the line. Source: ING
port-and-ship
18 April 2025
India Eyes Ending Import Tax On Us Ethane And Lpg In Trade Talks, Sources Say
Bunker Port News Worldwide
India Eyes Ending Import Tax On Us Ethane And Lpg In Trade Talks, Sources SayIndia plans to end taxes on U.S. ethane and liquefied petroleum gas (LPG) imports under broader negotiations with Washington as it looks to reduce its trade surplus and ease its tariff burden, three sources familiar with the matter said. The proposal to get rid of duties for the products used for cooking gas and petrochemical production comes as India mulls scrapping import tax for U.S. liquefied natural gas (LNG) and boosting purchases of the fuel from the United States. As President Donald Trump’s sweeping duties rattle economies and markets, several Asian countries running trade surpluses with Washington are looking to import more U.S. energy in hopes of avoiding heavier tariffs. India levies import taxes of 2.5% on ethane, mainly used as a feedstock for producing petrochemicals, and propane and butane, which are used for LPG used mostly as cooking fuel. In the 2023-24 fiscal year, India imported 18.5 million metric tons of LPG worth $10.4 billion, according to Indian government data, mostly from the Middle East. It is the No.2 buyer of U.S. ethane after China, according to the U.S. Energy Information Administration, importing 65,000 barrels per day last year, compared with 227,000 bpd for China. However, the U.S.-China trade war has sent tariffs surging and is likely to curtail China’s imports. Reliance Industries RELIANCE1!, which operates the world’s largest petrochemicals complex, is India’s main buyer of ethane. New Delhi and Washington agreed in February to work on the first phase of a trade deal to be concluded late this year, with a view to growing bilateral trade to $500 billion by 2030 and reducing India’s $45.7 billion trade surplus. The Indian government sources said a final decision on duty cuts will be taken by commerce and finance ministry officials. All three spoke on condition of anonymity due to the sensitivity of the talks. India’s finance and commerce ministry did not respond to Reuters emails seeking comments. Analysts say there is limited scope for India to increase U.S. ethane imports in the short term due to a lack of ships, storage tanks and crackers that process the liquid gas. “It will be challenging for the US to increase ethane exports to India, as India seems to have already maximised its use of ethane as a feedstock due to favourable current margins,” said Cheryl Liu, an analyst with Energy Aspects. India’s steam cracker capacity is around 9.5 million metric tons of ethylene production, which can accommodate up to 2 million tons (92,000 bpd) of ethane as feedstock, she said. It is logistically easier to import more LPG, said Prashant Vashisth, vice president at Moody’s affiliate ICRA. India imports about 60% of its LPG needs. Source: Reuters
port-and-ship
18 April 2025
Azerbaijan’S January-March Oil Exports Via Btc Pipeline Down 5.5%
Bunker Port News Worldwide
Azerbaijan’S January-March Oil Exports Via Btc Pipeline Down 5.5%Oil exports via the Baku-Tbilisi-Ceyhan (BTC) pipeline, which runs from Azerbaijan through Georgia to Turkey, were down 5.5% year-on-year in January-March 2025 at 6.9 million metric tons, Azerbaijan’s state statistics committee said. The BTC pipeline is used to export oil from the Azeri, Chirag and Guneshli oilfields, which are operated by BP. Azerbaijan’s total oil transit in January-March 2025 amounted to 9.0 million tons, of which 76.2% flowed through the BTC. The volume of transit oil sourced from other countries such as Kazakhstan and Turkmenistan via the BTC fell to 1.153 million tons in January-March from 1.400 million tons in the same period of 2024, the data showed. Source: Reuters (Reporting by Nailia Bagirova; Editing by Eileen Soreng)
port-and-ship
18 April 2025
World’S Largest Liquid Carbon Dioxide Carrier Launched At Ulsan Shipyard
Marine Insight
World’S Largest Liquid Carbon Dioxide Carrier Launched At Ulsan ShipyardHD Hyundai Mipo, a subsidiary of HD Hyundai Shipbuilding, has launched the world’s largest liquefied carbon dioxide (LCO2) carrier at its Ulsan shipyard. The launching ceremony for the vessel, which can carry up to 22,000 cubic meters of LCO2, was recently held at the company’s headquarters. This vessel is the first of four LCO2 carriers ordered by Greece-based Capital Clean Energy Carriers Corp. The ship measures 159.9 meters in length, 27.4 meters in width, and 17.8 meters in height. Previously, commercial LCO2 carriers were limited to a 7,500 cubic meter capacity, making this new vessel the largest of its kind globally. The ship is designed with three Bi-lobe type storage tanks, capable of maintaining temperatures as low as -55°C. This allows it to safely carry a variety of liquefied gases including carbon dioxide, liquefied petroleum gas (LPG) and ammonia (NH₃). The ship has been fitted with several advanced features like a land based power supply system (Alternative Marine Power) and a selective catalytic reduction device to reduce nitrogen oxide emissions. It also features ice-resistant design technology (Ice Class 1C), enhancing its navigational stability in harsh conditions. The vessel will undergo final outfitting and sea trials before being delivered by the end of this year under the supervision of Capital Gas Ship Management Corp. According to UK-based Clarkson Research, achieving global carbon neutrality by 2050 will require capturing and storing over 6 gigatons of carbon annually. About 20% of this amount, roughly 2,500 LCO2 carriers, will need to be transported by sea. HD Hyundai aims to capitalise on this growing demand using domestic technology and innovation. An HD Hyundai representative said that they are actively working on eco-friendly technologies to remain competitive in the global shipbuilding and marine industry. HD Hyundai Mipo has also invested in research infrastructure. In April last year, along with other HD Hyundai Shipbuilding affiliates, the company established a ‘ship carbon neutral R&D demonstration facility’ at HD Hyundai Heavy Industries’ Ulsan base. The facility is being used to test the safety and efficiency of cargo systems and to develop new welding materials for storage tanks. Reference: HD Hyundai Mipo Disclaimer : The information contained in this website is for general information purposes only. While we endeavour to keep the information up to date and correct, we make no representations or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the website or the information, products, services, or related graphics contained on the website for any purpose. Any reliance you place on such information is therefore strictly at your own risk. In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this website. Disclaimer : The information contained in this website is for general information purposes only. While we endeavour to keep the information up to date and correct, we make no representations or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the website or the information, products, services, or related graphics contained on the website for any purpose. Any reliance you place on such information is therefore strictly at your own risk. Do you have info to share with us ? Suggest a correction
port-and-ship
17 April 2025
North Korea Ships 16,000 Containers Of Munitions To Russia For War With Ukraine
Marine Insight
North Korea Ships 16,000 Containers Of Munitions To Russia For War With UkraineA recent investigation by Reuters and the UK-based Open Source Centre (OSC) has revealed that Russian artillery forces have become heavily dependent on North Korean ammunition. According to Russian military documents and open-source research, nearly all artillery munitions used by Russia in the ongoing conflict are now supplied by North Korea. Between September 2023 and March 2025, four Russian-flagged vessels, namely, Angara, Maria, Maia-1, and Lady R, made a total of 64 trips between North Korea and Russian ports. These ships carried around 16,000 containers from the North Korean port of Rajin to Russia’s Vostochny and Dunai ports. The containers are estimated to include between 4 to 6 million artillery shells, which were later transported by rail to ammunition storage sites near the front lines in Ukraine. This massive supply from North Korea contrasts sharply with Russia’s domestic production of artillery shells. In 2024, Russia is believed to have produced only about 2.3 million shells, according to Ukrainian and Western officials. Despite the evidence, the Kremlin denied any arms trade with North Korea in October 2023, stating there was no proof of such activities. However, Reuters reviewed at least six Russian artillery unit reports showing that some units relied on North Korean munitions for up to 100% of their shelling operations in Ukraine. Three other reports did not mention North Korean shells. Defense expert Konrad Muzyka from the Poland-based Rochan Consulting noted that North Korean supplies played a key role in allowing Russia to maintain its operational pace on the battlefield since late 2023. Ukraine’s Defense Intelligence Agency (GUR) also confirmed the importance of these supplies, stating that Russian artillery firepower would have been reduced by half without support from North Korea. Hugh Griffiths, the former coordinator of the UN panel overseeing sanctions on North Korea, added that President Vladimir Putin would struggle to continue the war without Chairman Kim Jong Un’s military backing. The OSC and Reuters confirmed the North Korean arms shipments through a combination of satellite imagery, verified social media footage, intercepted Russian military reports, and input from three senior Ukrainian government and military officials. North Korea has also delivered ballistic missiles, long-range artillery, and multiple-launch rocket systems to Russia. This represents the most substantial direct military support Russia has received for its war efforts, alongside Iran’s drone technology and China’s economic assistance. The weapons partnership between Moscow and Pyongyang first gained attention in 2023 but became more critical recently when North Korean military personnel, equipment, and ammunition were sent to help Russian troops push back Ukrainian forces from the Kursk region. By January 2025, approximately 4,000 North Korean soldiers had been killed or injured in fighting in Kursk, according to a South Korean security source. North Korea later sent an additional 3,000 troops in February. Ukrainian military intelligence chief Kyrylo Budanov reported that since late 2024, North Korea has supplied Russia with 120 self-propelled long-range artillery systems and 120 multiple-launch rocket systems. Some of this equipment was recorded by Ukrainian drones operating in Kursk. Although Western nations, including a Czech initiative to deliver 1.6 million shells, have supported Ukraine militarily since Russia’s full-scale invasion in February 2022, that aid has been inconsistent and increasingly uncertain. No Western country has sent soldiers to fight in Ukraine. North Korea’s delegation at the United Nations in New York and Geneva, its embassy in London, Russia’s Ministry of Defense, and South Korea’s Ministry of National Defense and National Intelligence Service did not respond to Reuters’ requests for comments on these findings. Reference: Reuters Disclaimer : The information contained in this website is for general information purposes only. While we endeavour to keep the information up to date and correct, we make no representations or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the website or the information, products, services, or related graphics contained on the website for any purpose. Any reliance you place on such information is therefore strictly at your own risk. In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this website. Disclaimer : The information contained in this website is for general information purposes only. While we endeavour to keep the information up to date and correct, we make no representations or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the website or the information, products, services, or related graphics contained on the website for any purpose. Any reliance you place on such information is therefore strictly at your own risk. Do you have info to share with us ? Suggest a correction
port-and-ship
17 April 2025
First Ship-To-Ship Lng Bunkering Completed At Abu Dhabi’S Khalifa Port
Marine Insight
First Ship-To-Ship Lng Bunkering Completed At Abu Dhabi’S Khalifa PortAD Ports Group, the leading logistics and port operator in the UAE, has successfully carried out its first ship-to-ship (STS) liquefied natural gas (LNG) bunkering operation at the deep-water Khalifa Port. This makes Abu Dhabi a key hub for alternative marine fuels and sustainable shipping practices. The operation involved the LNG bunker vessel Green Zeebrugge, which supplied LNG to the container ship MSC Thais while it was berthed at Abu Dhabi Terminals. This STS bunkering took place as part of a similar operation, where both cargo handling and LNG transfer were carried out at the same time. The bunkering was facilitated by Monjasa, a global marine fuels provider. The successful bunkering shows AD Ports Group’s capability to manage complex port operations by integrating cleaner fuel solutions within its infrastructure. It also supports the global maritime sector’s shift toward low-emission fuel alternatives. CEO of Abu Dhabi Maritime and Chief Sustainability Officer at AD Ports Group, Captain Saif Al Mheiri, said the group and Monjasa are committed to maintaining the highest environmental and safety standards. He said that reliable access to a diverse fuel mix is essential for shipowners looking to meet their decarbonisation goals. Mheiri added the Group will keep promoting sustainable solutions to support global climate goals. LNG is increasingly being seen as a cleaner marine fuel option. It produces lower levels of greenhouse gases, sulphur oxides, nitrogen oxides, and particulate matter compared to conventional marine fuels. AD Ports Group and Monjasa plan to extend LNG bunkering services to other commercial ports in Abu Dhabi, including services for cruise ships at Zayed Port. They will also offer a full range of marine fuels such as Marine Gas Oil (MGO), Very Low Sulfur Fuel Oil (VLSFO), and High-Sulfur Fuel Oil (HSFO). The recent STS LNG bunkering operation followed global standards and protocols set by leading maritime organisations, including the International Maritime Organisation (IMO), International Association of Ports and Harbours (IAPH), International Organisation for Standardisation (ISO), and Society of International Gas Tanker and Terminal Operators (SIGTTO). Through this initiative, AD Ports Group is not only contributing to cleaner shipping operations but also supporting the UAE’s Net Zero 2050 Strategy. Reference: AD Ports Group Disclaimer : The information contained in this website is for general information purposes only. While we endeavour to keep the information up to date and correct, we make no representations or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the website or the information, products, services, or related graphics contained on the website for any purpose. Any reliance you place on such information is therefore strictly at your own risk. In no event will we be liable for any loss or damage including without limitation, indirect or consequential loss or damage, or any loss or damage whatsoever arising from loss of data or profits arising out of, or in connection with, the use of this website. Disclaimer : The information contained in this website is for general information purposes only. While we endeavour to keep the information up to date and correct, we make no representations or warranties of any kind, express or implied, about the completeness, accuracy, reliability, suitability or availability with respect to the website or the information, products, services, or related graphics contained on the website for any purpose. Any reliance you place on such information is therefore strictly at your own risk. Do you have info to share with us ? Suggest a correction
port-and-ship
17 April 2025