NEWS
DATA
LINK
SERVICES
LOGIN / REGISTER
NEWS
DATA
LINK
SERVICES
maritime Executive
About the Publisher
-----
Contact Information
Email Address
-----
Company Phone
-----
Address
-----
Socials
Facebook
-----
Instagram
-----
LinkedIn
-----
Filters
Apply Filters
Reset Filters
157
articles found
View by
maritime Executive
Updated: Ss United States Completes First Move As Final Journey Begins
Updated: The departure timing was delayed on Saturday and the article was revised with the new plan for Tuesday, February 18. The famous ocean liner the ss United States started her final journey today moved from the Philadelphia dock where she had sat while preservations tried to find the vessel a future. Plans called for the liner to depart Philadelphia, Pennsylvania on Monday, February 17, to be towed to Mobile, Alabama, but due to weather concerns were delayed 24 hours. After numerous delays, tugs and crews handled the nearly 1,000-foot liner timed to the midday high tide on the Delaware River. After having been at Pier 82 since 1996, the lines were released and tugs moved her diagonally across the slipway moving the stern first and then the bow. She was resecured to Pier 80 on the north side of the slipway where she will remain until be removed from the dock to start the tow. The change in the departure plan came during a final planning meeting on Saturday during which concerns of high winds forecasted for Monday caused the scheduling delay to Tuesday, February 18. The revised plan calls for the tugboats to maneuver the ss United States out into the Delaware River channel at approximately 12:00 noon (local time) on Tuesday. The tow is expected to start moving along the Delaware at low tide at approximately 12:29 p.m. (local time). The ship will pass under various roadway bridges, including the Walt Whitman Bridge (I-76), the Commodore Barry Bridge (U.S. 322), and the Delaware Memorial Bridge (I-295) along her route. The Delaware River Port Authority has said it will be coordinating bridge closures as she passes underneath. The SS United States Conservancy which continues to work with the liner’s new owners, Okaloosa County, Florida, is following the move. They plan to livestream the tow under the Walt Whitman Bridge on their Facebook page. For the tow, she will be secure to a more powerful tug. According to the tow plan, it is the Vinik No. 6, a twin screw tug, rated at 5,700 horsepower. Okaloosa has said the tow plan will be adjusted utilizing real-time route planning, which will adjust the ship's course every six hours based on weather and currents. They plan to post a track of the ship's course online. The tow is expected to require approximately 14 days. When she reaches Mobile, she will be docked at the Modern American Repair & Recycling Services facility where the remediation work will proceed. Lose paint, PCBs, and other contaminants need to be removed as well as the fuel in her tanks. All the windows and portholes are to be removed and her funnels and radar mast dismantled and handed to the Conservancy which will explore incorporating them into a visitor’s center and museum to be in the Destin-Fort Walton Beach area. The plan says it will require a year to prepare the liner for her reefing. In a farewell gesture to Philadelphia, a group of volunteers went aboard yesterday afternoon and positioned lights on the ship. At dark, her bridge front was illuminated in green in honor of the Philadelphia Eagles football team that last weekend won the Superbowl. The city was hosting a victory celebration for the team today. A few loyal fans of the liner were at the fence line of the pier today to watch as she began her final trip. It comes 75 years after the keel was laid for the liner in the dry dock at Newport News Shipbuilding & Dry Dock Company. In 1952, at an average speed of 36 knots, the ss United States became the last liner to capture the speed record for an Atlantic crossing. She remained in commercial passenger service, and in later years also did a few pleasure cruises, before being retired in 1969. She passed through a succession of owners between 1980 and 2024, with plans to resume her service or to convert her to a static attraction. After owning the ship since February 2011, the Conservancy relinquished ownership after becoming involved in a dispute with the operators of the pier. A court ordered the ship to vacate the pier. Unable to relocate the ship, the non-profit sold it to Okaloosa Country in October 2024 for $1 million as part of a $10 million plan to turn the famous ship into the world’s largest man-made reef.
port-and-ship
Feb 15, 2025
maritime Executive
Process Uses Industrial Lasers For Rust, Paint, And Coating Removal
Successful trials were conducted in December 2024 on a new system that uses industrial laser technology to remove rust, paint, and other coasts from the hull of a ship. The goal is to create a system that is more environmentally friendly and the project also highlights it has the potential for automation. Mitsui O.S.K. Lines (MOL), MOL Drybulk, and Tsuneishi Shipbuilding cooperated for the test which was performed on one of MOL Drybulk’s bulkers while at the shipyard. Furukawa Electric is developing the system for rust and coating removal, leveraging the technology it cultivated in industrial lasers. MOL reports that by applying the metal processing technology developed by Furukawa for processes such as welding, cutting, and surface treatment, the goal is the optimization of irradiation conditions for rust and paint removal in the undercoating of ships. Furukawa Electric, with the cooperation of MOL and MOL Drybulk, has been developing since 2021 a rust and coating removal system for onboard maintenance, utilizing the surface treatment solution based on "InfraLaser" technology cultivated in industrial lasers. Additionally, since 2022, Furukawa Electric and Tsuneishi Shipbuilding have also been conducting demonstration experiments to apply the same system to ship repairs. Close up of the removal test as the companies also study automation of the task (MOL) During ship repairs, rust and coatings are removed for hull inspection and repainting. However, the current sandblasting method, which removes rust and coatings by blasting abrasive materials against the surface, scatters waste materials and paint as debris, necessitating recovery efforts. Due to increased environmental laws, many shipyards are also required to erect barriers or coverings to limit the area where the debris travels. By replacing this with a laser-blasting method, the companies believe it will generate minimal waste, dust, and noise. They expect to reduce environmental impact and improve occupational health, especially in shipyards. Having completed the successful field trial of the "Infralaser" rust and coating removal system the companies report they will accelerate the development of an innovative laser application system for ship repair that can replace the conventional sandblasting method for rust and paint removal and coatings. They will also continue to study the automation of the system by taking advantage of the laser's zero reaction force, aiming to achieve labor savings and automate the ship maintenance and repair process.
port-and-ship
Feb 14, 2025
maritime Executive
Dutch Project Advances Autonomous Operations As It Targets Large Ships
A Dutch project contributing to the development of autonomous navigation continues to make progress. By 2023 it had developed critical data and demonstrated its concepts with a Damen patrol boat, and now the vessel is being upgraded for the next round of testing in the summer of 2025. Known as the Fieldlab Autonomous Sailing Technology (F.A.S.T.) project, it is working with a Damen Stan Patrol 900 patrol boat at its core, as it works to lay the foundation for groundbreaking developments in autonomous ship technology. The boat is 8.6 meters (28 feet in length) and has an operating speed of 15 knots and a top speed of 21 knots. The organizers highlight the ability to increase efficient, sustainable operations while increasing safety through autonomous operations. Critically they also point to the potential to help alleviate crew shortages. Commenting on what makes the project unique, Eef Uittenbogaard, project manager at Alewijnse said, “It’s the combination of innovation, close collaboration with the client, and the speed at which we adapt. This is truly a ‘fast’ project. As a company, we are contributing to progressive, rapid developments that will benefit not only the maritime industry but also the world.” Alewijnse, a systems integrator that develops tailored electrical and automation solutions is one of the partners in the project. The project involves collaboration with Damen Naval, the Province of Zeeland, the Municipality of Vlissingen, the HZ University of Applied Sciences, TU Delft, and other companies. Together the companies report they will lay the groundwork for autonomous sailing using a remotely operated vessel at the testbed in the Port of Vlissingen. During a prior phase of the testing (Alewijnse) The main test bed is the Damen Stan Patrol 900, a 1990-built polycat. The test vessel is currently undergoing a transformation, with its two diesel engines being replaced with slightly more powerful electric motors. The boat will also be equipped with cameras, sensors, radar, Lidar, GPS, and wind and speed measurement instruments. These sensors will replace the traditional eyes and ears of a helmsman. “As a co-creator, Alewijnse is excited to contribute to the electrical scope of the project,” said Uittenbogaard. “With our 135 years of expertise and experience, we can collaborate with Damen and provide the complete package, from engineering and panel construction to the efficient placement of electrical components for propulsion and energy supply.” According to the companies participating in the project, it is just the beginning, with more ambitious programs designed to apply the technology to much larger ships to follow.
port-and-ship
Feb 14, 2025
maritime Executive
One Celebrates Naming Of First Owned Newbuild As Expansion Proceeds
Ocean Network Express (ONE) formed just eight years ago today marked the next milestone in its rapid emergence as one of the major carriers. The company celebrating the naming of its newest containership ONE Sparkle (138,000 dwt) which it reports is the first owned and operated newbuild for the company. "The naming of ONE Sparkle represents another important milestone for ONE,” said Jeremy Nixon, CEO. “This vessel is our first owned newbuilding, and it also showcases our commitment to sustainable shipping with its innovative design and alternative fuel capabilities. As we expand our owned fleet, these advanced vessels will play a crucial role in meeting our environmental targets while enhancing our service reliability." The company was established in 2017 through the integration of the container operations of K-Line, Mitsui O.S.K. Lines (MOL), and NYK Group. The first sailing was in 2018 and by its fifth anniversary, the company was highlighting had more than 165 services connecting 120 countries. Today, the fleet is up to 255 ships with a capacity of 1.97 million TEU placing ONE sixth on Alphaliner’s ranking of the largest carriers. Nixon in 2022 mapped out the second stage of growth for the company reporting plans to invest $20 billion by 2030. He said the time had come for the company to begin placing its own orders for newbuilds and to own its ships. By 2030, Nixon said that they would contract for a total capacity of 1.2 million TEU, but approximately half of that would be replacements for existing capacity. AlphaLiner calculates the company currently has 47 vessels on order representing 610,558 TEU of capacity. In 2023, ONE also joined with the investment group as Seaspan was taken private. They operate OneSea Solutions as the ship management company which is jointly owned by ONE and Seaspan. ONE Sparkle was part of an order for new ships being built by HD Hyundai Heavy Industries in South Korea and a parallel order placed with Nihon in Japan. Nixon said today during the naming for the new ship that it is part of a series of 20 large ammonia/methanol-ready vessels that will be built in Korea and Japan and scheduled for delivery in 2025 and 2026. ONE Sparkle has a capacity of approximately 13,800 TEU and it is 1,00 feet (335 meters) in length. Among the advanced environmental features is the design enabling the future conversion to methanol or ammonia as its fuel. The hull design was also optimized for improved energy efficiency and it is outfitted with the latest energy-saving devices. Integrated smart technology will ensure optimal vessel performance. It also has the capability to employ shore power. The ship was classed by ABS and is registered in Singapore. The new vessel is due to head out on its final sea trials in a week before her handover. Once delivered, ONE says the vessel will strengthen its competitive position in the service it is deployed to, and showcase the company’s commitment to sustainable shipping practices. The company continues to grow its operations announcing new routes trans-Atlantic as well as Far East to South America and using ports such as Vietnam. It is also set to take a major role in the reformulated Premier Alliance that went effective this month. The cooperation between ONE, HMM, and Yang Ming is going it alone after Hapag-Lloyd withdrew to start its new cooperation with Maersk.
port-and-ship
Feb 14, 2025
maritime Executive
Pirates Abandon Hijacked Yemeni Fishing Boat As Naval Forces Approached
EUNAVFOR Atalanta reports that the Yemini-flagged fishing boat Al Najma was released by pirates who had boarded the vessel earlier in the week. The crew of the fishing boat confirmed that the alleged pirates abandoned the vessel after stealing personal objects and two skiffs belonging to the dhow and as forces from the Atalanta operation approached the hijacked vessel. “The immediate presence of ATALANTA forces in the area, especially the helicopter, was decisive in the fishing vessel liberation,” writes EUNAVFOR Atalanta. It reports that naval and air assets were deployed in the area, conducted an intensive search, and succeeded in locating the dhow which had been reported as hijacked on February 9. The attack took place off Eyl, on the northern coast of the semi-autonomous Puntland region of Somalia. They highlighted the involvement of a Japanese maritime patrol reconnaissance aircraft in this operation along with the Combined Maritime Force. They also closely coordinated with the Somali forces and the Yemeni Coast Guard. The Al Najma was released when sailing very close to the Somali coast. The incident is again being classified as an armed robbery at sea because the pirates kept the vessel in territorial waters. A similar case happened in December 2024 when a Chinese fishing vessel was also seized off Somalia. After the Yemeni vessel was released, the naval forces went aboard for a security check and to confirm the condition of the 12 individuals aboard the vessel. No one was reported injured during the incident. The Atalanta boarding team also proceeded to collect all possible evidence of the incident, which is still under investigation. The operation in the past has been successful in apprehending some of the pirates and turning them over to the local authorities for prosecution. Last year, Atalanta apprehended six individuals during an incident. Since the operation began in 2009, it reports a total of 177 pirates have been transferred to competent authorities with 145 convicted. After the Yemeni dhow was freed, it reported a malfunction of its engine. The teams from Atalanta assisted the vessel. EUNAVOR Atalanta continues to warn vessels in the region to remain vigilant to any piracy-related events. The activity resumed in November 2023 after a long pause. Atalanta received reports of 23 incidents to the end of 2024. It, however, noted in previous reports that there were an unknown number of unreported/unconfirmed incidents involving dhows and smaller vessels.
port-and-ship
Feb 13, 2025
maritime Executive
Greenpeace “Tags” Sanctioned Shadow Tanker Sailing Off Denmark
Greenpeace released pictures of a team of activists that were successful in tagging a sanctioned shadow chemical tanker with the word “risk” while it was underway off the coast of Denmark. According to the group it was done to mark the approaching third anniversary of the Russian invasion of Ukraine and to highlight the dangers of the shadow fleet. A team of fifteen activists from Denmark, Sweden, Germany, Poland, and Ukraine led the effort. It included at least one rigid high-speed boat which was successful in getting alongside the tanker while others displayed banners with now familiar messages such as “Oil Kills.” The team painted the word in large yellow letters on the side of the ship. "We have painted "RISK" on the side of this tanker to draw attention to the huge environmental risk that all the old rusty Russian shadow tankers pose to nature and the marine environment. We cannot just sit and wait for an accident to happen that leaves our coasts and birds smeared in oil," said Danish Greenpeace activist Nicoline Hagen. The targeted vessel is the Prosperity a chemical tanker built in 2006 and operated for Russia’s Sovcomflot before the imposition of sanctions designed to disrupt the Russian oil trade. The tanker operated as the NS Pride and was one of the vessels reflated to Gabon at the start of 2024. In November 2024, it changed its identity and was registered in Barbados. Greenpeace highlights that Prosperity departed the Russian terminal in Primosk on February 8 they report loaded with 40,000 metric tons of Russian oil and is heading to Aliaga, Turkey. They contend it was one of four shadow tankers that transited Danish waters yesterday, February 12. The tanker was included in the January 2025 listing of vessels by the United States. Greenpeace highlights its rightful owners are unknown while databases show ownership as a Seychelles-based company, Hellios Oceanway Limited. Greenpeace reports the ship is managed by Fornax Ship Management, based in the UAE, which was also sanctioned by the United States. Greenpeace also said the Prosperity is sailing without internationally recognized P&I insurance covering oil spills. "There have been many promises and slightly fewer actual actions from Denmark and the EU, and therefore the shadow fleet continues unabated to transport Russian oil to the world market through the narrow Danish waters. Each of the rusty oil tankers poses a potential risk of an oil disaster," said Greenpeace campaign manager Sune Scheller. Greenpeace is calling for the EU to increase its efforts against the shadow fleet. The group highlighted the EU has only placed 79 vessels on the sanctions list of which it says 52 are crude oil tankers.
port-and-ship
Feb 13, 2025
maritime Executive
Annual Resupply Mission For U.S. Antarctic Mcmurdo Station Underway
The Military Sealift Command is reporting the first of two vessels has completed its deliveries to McMurdo Station, on the southern tip of Ross Island in Antarctica. The U.S. has maintained a base on the site since 1956 and each year MSC-charters cargo ships and a tanker to make the challenging voyage to resupply the base for the coming year. The first of the two vessels on the annual trip is the Ocean Giant, a 17,590 dwt general cargo ship built in 2012 and operated by Florida-based Seabulk. She arrived at the base on January 26 and today, February 11, Military Sealift Command Pacific reports the offloading of supplies was completed. When Ocean Giant arrived this year she was also transporting new 24-foot pieces for a causeway vital to moving the supplies to the station. It is replacing the ice-pier at McMurdo which was made up of rebar and frozen seawater but was unusable this year due to severe damage. Ocean Giant offloaded 380 pieces of cargo (Photo by Marie Morrow, Military Sealift Command Pacific) Once the causeway was assembled and moved into place, Ocean Giant was able to moor and begin the cargo operations. The ship’s crew and members of Navy Cargo Handling Battalion ONE began the offload of 380 pieces of cargo, consisting of containers filled with mechanical parts, vehicles, construction materials, office supplies and electronics equipment, and mobile office units; supplies needed to sustain the next year of operations at McMurdo Station. Ocean Giant will also load 360 containers of retrograde cargo for transportation off the continent. This includes trash and recyclable materials for disposal and equipment no longer required for the station. She was scheduled to depart on February 9 and the first stop on her return journey to the United States will be at Lyttelton, New Zealand. Following the Ocean Giaint, is the Ocean Gladiator which was due to reach Lyttelton on February 8. Built in 2010, she is a 17,700 dwt general cargo ship also under an annual charter to MSC. She will also be offloading cargo and when she departs she will also be retrieving the causeway. Marie Morrow, MSC’s representative in Antarctica commented “Operating in the remote and challenging environment of Antarctica is unique to the ODF mission. Everyone involved has an important role to play and it is truly a joint mission. The ship operation takes teamwork and coordination from the ship’s crew, all elements of the Joint Task Force (United States Coast Guard, Army, Navy, Air National Guard), civilian contractors, and New Zealand Defense Force integrated into cargo operations.” Operation Deep Freeze as the mission is known is a joint service, on-going Defense Support to Civilian Authorities activity in support of the National Science Foundation (NSF), lead agency for the United States Antarctic Program. Mission support consists of active duty, Guard and Reserve personnel from the U.S. Air Force, Navy, Army, and Coast Guard as well as Department of Defense civilians and attached non-DOD civilians.
port-and-ship
Feb 12, 2025
maritime Executive
U.S. Coast Guard Releases Audio Of Lost Submersible'S Implosion
For the first time, the U.S. Coast Guard has released audio from the implosion of the submersible Titan, which was lost during a dive at the Titanic wreck site in the North Atlantic in 2023. Four paying "mission specialists" and the operating company's CEO died in the implosion, making it the first fatal accident in five decades in a deep-diving manned submersible. The Coast Guard believes that the craft's experimental carbon hull imploded rapidly, with little or no warning. A NOAA acoustic buoy captured the sound of the underwater blast from miles away - one of the first hints that the dive had ended in tragedy. According to evidence uncovered by an ongoing Marine Board of Investigation inquiry, the Titan accumulated a long list of safety issues in the years leading up to the casualty. The sub (and an earlier prototype hull) partially sank at the pier, ran out of battery power while submerged, lost its forward dome during a recovery, and failed to drop weights on multiple occasions. Former Oceangate employees testified that co-founder and CEO Richard Stockton Rush III chose not to pursue classification or a Coast Guard Certificate of Inspection (COI) for the novel design, despite repeated warnings from third-party engineering consultants and his own staff. Rush was aware of the experimental nature of Oceangate's commercially-operated vessel: before the disaster that claimed his life, he told a conference audience that "when you're outside the box, it's hard to tell how really far outside the box you are," adding that Oceangate was "pretty far out there." "These [conventional] research subs that are out there, they were never meant to make money. They were meant to get out there and do cool stuff," Rush told the audience. "[Sub certification programs] are over the top in their rules and regulations."
port-and-ship
Feb 12, 2025
maritime Executive
Russian Shadow Tanker Attacked By Houthis Is Now Caught By Sanctions
The crude oil tanker Cordelia Moon (163,000 dwt) continues to have a string of bad luck. The vessel listed as owned by a company in the Seychelles and managed from India has been known to be in the Russian oil trade and that has put it in harm’s way more than once. The tanker which was built in 2006 and is registered in Panama is now finding itself caught in the expanding reach of the U.S. sanctions imposed by the Biden administration against Russia. Bloomberg was first to report the tanker had arrived off India’s Vadinar Port on February 9 but was denied docking rights to unload. Four days later it is still sitting off India according to its AIS signal. The vessel is laden with Russian oil loaded having departed Novorossiysk on January 10. According to the report on Bloomberg, there are approximately 1 million barrels aboard coming from one of the producers, Surgutneftegaz, which has been sanctioned by the United States. India has reportedly decided not to receive cargoes or ships that have been sanctioned. Bloomberg quotes India’s Oil Minister Pankaj Jain as saying the country had decided not to accept shipments from sanctioned companies if they were loaded after January 10. India had previously turned away Russian cargoes due to Western pressures and recently China’s Shandong Port Group also said it would not be accepting sanctioned tankers. Being in the Russian oil trade has not been good for the Cordelia Moon. The tanker was bound for Suez after having offloaded in India when the Houthis targeted the vessel on October 1. The tanker’s captain told the authorities that in the first wave of attacks, they spotted several splashes. The Houthis claimed a launch of eight missiles and one drone against the tanker. During the second attack, the vessel’s port ballast tank was punctured. The Houthis released spectacular images showing the moment of explosion on the ship’s hull. After completing repairs, the tanker was transiting the Bosphorus bound for Russia for its next cargo when it experienced engine troubles. The Bosporus was closed on December 26 by the disabled ship. The Turkish authorities stepped in and towed it to an anchorage. It is unclear what is going to happen with the Cordelia Moon. The Indian Oil Minister told Bloomberg he was not aware of the case. Today, Reuters highlights that U.S. sanctions are beginning to have an increasing impact both on Russia and Iran. The sanctions they report are driving up costs. With fewer ships available Reuters says transport costs have risen for the oil. They report costs are being driven up for Indian and Chinese refineries which have been the largest customers for the oil.
port-and-ship
Feb 12, 2025
maritime Executive
Tanker In Russian Oil Trade Involved In Bunkering Spill Off Turkey
An Indian-managed crude oil tanker that has been transporting Russian oil was involved in a bunkering accident today near Istanbul. Turkey’s Directorate General of Coastal Safety (KEGM) reports its teams are cleaning the surface waters. The tanker named Jag, was in the Ahirkapi Anchorage near Istanbul when the incident occurred. KEGM did not report how much oil was spilled but reported that it dispatched vessels in response. Two Turkish rescue boats, KEGM-3 and KEGM-4 were at the scene of the spill along with a tugboat and an environmental barge. AIS signals show the Jag had been holding off Turkey. It was bunkering with the vessel Gokdeniz alongside according to the pictures released online. Built in 2005, Jag has passed through multiple owners and managers operating with this identity and registered in Liberia since 2023. Its current manager is listed in the databases as Rhine Marine Services based in India. The vessel is 70,400 dwt. The tanker is reported to have made several calls in Russia. Last October, it took a cargo from Primorsk in Russia to Brazil’s Paranagua port. The tanker has a spotty history with its last listed inspection as 2023. At the time, it was in Aqaba, Jordan, and listed with 12 deficiencies which resulted in a two-day detention. The emergency generator was reported as not operating while the fire doors, the main, and auxiliary engines were listed as “not as required.” It was also cited for a lack of cleanliness in the engine room and oily mixtures. The ships three prior inspections were all in Russia and each also found a few deficiencies. No additional details were released by KEGM on today’s incident. The vessel’s AIS signal shows it remains at the anchorage off Istanbul.
port-and-ship
Feb 11, 2025
maritime Executive
Raising The Bar For Maritime Safety: Implementing Sash/Cctv Systems At Sea
The maritime industry is experiencing significant changes in safety and compliance standards due to the implementation of the Safer Seas Act (SSA) in December 2022. This legislation focuses on addressing incidents of sexual assault and sexual harassment (SASH). It requires the installation of video and audio surveillance systems on certain vessels to improve safety and accountability. This legislative development brings challenges and opportunities for shipowners, operators, and maritime professionals. As vessels adjust to comply with these requirements, adopting surveillance systems is crucial to creating safer environments at sea. Understanding the SSA and Its Impact The SSA, which is part of the National Defense Authorization Act for Fiscal Year 2023, specifies the criteria for vessels that are required to install surveillance systems. These criteria include: These requirements indicate a transition in maritime safety, highlighting technology's importance in enhancing crew welfare and ensuring operational accountability. The Role of Surveillance Systems in Safety Surveillance systems deter inappropriate behavior, promote transparency, and provide critical evidence for resolving incidents. By continuously monitoring passageways, staterooms, and other vital areas, these systems serve as a proactive measure to protect crew members and maintain a culture of accountability. Beyond compliance, these systems offer broader operational benefits. Enhanced visibility into onboard activity can assist in security operations, support maintenance checks, and optimize resource allocation on larger vessels. Ion Popa from US Electric Lessons from the Field: Installing SASH/CCTV Systems at Sea One recent example of adapting to these regulations occurred during installing a SASH/CCTV system on the M/V Jean Anne, a roll-on/roll-off vessel serving the Hawaii-Mainland route. The project, conducted during an active voyage, presented unique challenges: Despite these challenges, the project demonstrated the industry's ability to adapt and deliver cutting-edge safety solutions. Seamless Installation Our SASH CCTV systems can be installed during various periods: Basheer Mohamed Khair from US Electric Looking Ahead: Opportunities and Considerations As more vessels adopt SASH/CCTV systems, the maritime industry has an opportunity to lead the way in creating safer workplaces. However, this evolution requires collaboration between shipowners, regulatory bodies, and service providers. Critical considerations include: The industry can fully embrace this shift by addressing these challenges and reinforcing its commitment to safety and compliance. Rong Suwannapetch from US Electric A Call to Action for the Industry Implementing SASH/CCTV systems is more than a compliance requirement; it is a chance to set new standards for safety and accountability. As the maritime sector continues to evolve, embracing technology and fostering a culture of transparency will pave the way for a safer and more inclusive future. For more information, visit https://www.uselectric.com/media-center. This article is sponsored by US Electric.
port-and-ship
Feb 11, 2025
maritime Executive
Mainstream Adoption Of Rotor Sails Within The Global Fleet
The installation of five Rotor Sails from Anemoi Marine Technologies onboard Sohar Max, a 400,000 dwt Very Large Ore Carrier, in late 2024 was a landmark moment for the wider wind-assisted propulsion systems (WAPS) sector for two reasons. The first was that the project, which took place at the COSCO Zhoushan shipyard in China, marked the largest wind propulsion installation to date. The first-generation Valemax, which was built in 2012 and owned by Omani shipowner Asyad and chartered by Brazilian mining giant Vale, was retrofitted with five 35-meter tall Rotor Sails on its port side deck to reduce fuel consumption significantly, equating to an expected carbon emission reduction of up to 3,000 tonnes annually. The Rotor Sails were installed on Anemoi’s bespoke folding deployment system, which enable the sails to be folded from vertical to mitigate any impacts on the vessel’s cargo handling operations. Secondly, the project demonstrated the growing confidence of shipowners in wind power, particularly Rotor Sails, as a reliable means of auxiliary propulsion. This shift reflects their growing commitment to reducing carbon emissions and complying with essential environmental regulations as the shipping industry progresses on its decarbonization journey. With Rotor Sails now installed on some of the world’s biggest and most important vessels, plying the most predominant trade routes, the scene is now set for wind-propulsion systems to become a much more common sight for shipowners and operators around the world as a means to curb emissions and improve efficiency of commercial vessels. High-performing, compact, low maintenance, and quality “Anemoi Rotor Sails are proven as a high-performing, compact, low maintenance and quality wind-propulsion technology for vessel owners looking to meet the more stringent environmental targets set by the International Maritime Organization, regional authorities, or local ports,” said Clare Urmston, Chief Executive Officer of Anemoi. “The installation of Anemoi’s Rotor Sails onboard the Sohar Max was the clearest indication yet that wind propulsion has found its place in modern shipping operations.” According to the United Kingdom’s Clean Maritime Plan, the wind-propulsion technology market is expected to reach £2 billion (US$2.5 billion) by 2050, a substantial rise from the projected £300 million (US$373 million) of the 2020s. This level of growth is not just down to shipowners realizing the environmental benefits of Rotor Sails but also understanding how they are another tool in their toolbox to make their operations more efficient, particularly when combined with other efficiency tools and fuels, both now and in the future. “Shipowners are under immense pressure to go green, but they also have operational factors and financial implications to consider when deciding how to get there. We’re often asked what Anemoi Rotor Sails offer that others don’t. We focus on the practical application of Rotor Sails, delivering solutions designed specifically for vessel operations. Our unique modular, plug-and-play system enables fast installation with the option to commission at sea, shortening the time out of service. With minimal vessel downtime, our flexible deployment systems also ensure cargo handling remains uninterrupted. Built for durability, our Rotor Sails feature a 25-year design lifespan with very low maintenance costs, offering shipowners a reliable, efficient, and long-term investment tailored to a wide range of vessel types,” Urmston added. For this reason, Rotor Sails have become the technology of choice for the modern vessel. They are a visible and cost-effective decarbonization technology that can be quickly installed while the vessel is at berth, reducing downtime and providing immediate results for the vessel’s very next voyage. “The benefits achieved from installations on some of the world’s biggest vessels carrying some of the world’s most vital cargoes is proof that every ship owner with a suitable vessel can achieve similar immediate success,” Urmston noted. Commercial considerations that extend beyond the upfront investment While installing wind-propulsion technology provides clear environmental and financial incentives for a vessel, as well as boosting its commercial attractiveness to the wider market, owners remain vigilant in their need to ensure that they do not impact the vessel’s cargo operations or prevent it from accessing key waterways. “Commercial operations are king. If you’ve invested millions in a vessel, you want to see that return on investment. If onboard technologies limit the amount of cargo you can take onboard or impact the speed at which you are able to load or unload the cargo, then that hits the vessel’s bottom line,” said Luke McEwen, Technical Director of Anemoi. “This is why Rotor Sails are the market leader in the wind-propulsion technology space, compared to say solid wings or suction wings. The sails are only 35 m tall and 5m wide, which, when compared to a vessel that is more than 350 m long, makes them a compact solution that provides a significant amount of fuel and emissions savings due to a high thrust per square meter, while ensuring that cargo operations are not significantly affected. “Rotor Sails being a compact piece of equipment also gives it a huge number of aerodynamic advantages. With a Rotor Sail, if you put a small amount of power in, you can pretty much get 10 times the power back through renewable wind energy, ensuring a vessel can make the efficiency gains it is looking for along with a long-term positive environmental impact,” he added. “The lifetime maintenance costs of a wind-propulsion solution should be taken into consideration when assessing each technology. At Anemoi, we have combined intelligent design with unique and patented manufacturing processes and the highest quality marine components to produce a solution made to keep costs low throughout its lifespan, from fast installation cost savings to lower maintenance costs. Anemoi’s approach is not just about getting sails on ships but making sure they are effective throughout the full 25-year design lifespan,” said Urmston. Gamechanger With Sohar Max at sea and operating on deep-sea routes between Brazil, China, and the Middle East, the vessel stands as a landmark in the journey of Rotor Sails from niche product to mainstream appeal. With production capacity ramping up at its China facilities, Anemoi stands ready to help the global fleet on its decarbonization journey. With an award-winning formula combining cleverly designed Rotor Sails and operational solutions suitable for most vessels, Anemoi’s Rotor Sails are the next evolution of WAPS technology and the next stage of wind power’s game-changing capabilities in modern shipping. This article is sponsored by Anemoi Marine Technologies. Find out how much your vessel can save in fuel and emissions with Anemoi's Rotor Sails today at https://anemoimarine.com/flettner-rotor-efficiency/#example-saving-assessments.
port-and-ship
Feb 10, 2025