News

Ship owners have been quite active in both the newbuilding and S&P markets over the past week. In its latest weekly report, shipbroker Allied said that “the Newbuilding market continued to hold a fair momentum for yet another week, given the relatively strong number of projects that came to light. As can be seen from the reported transactions, overall activity is skewed significantly towards the tanker sector this week, with a strong number of fresh orders (especially for Aframax units) being placed. Moreover, it should be mentioned, that we are currently seeing a firm buying interest from Greek owning companies for these types of units. In the dry bulk sector, new ordering moved on a rather uninspiring trajectory as of late, somehow in line though, with the recent volatility and uncertainty noted from the side of earnings. Notwithstanding this, given the general good sentiment, we can expect a firm presence from the dry bulk sector to emerge during the second half of the year. In terms of the other sectors, we noticed some small activity in the containership market, with a couple of new orders placed for smaller feeder units. The gas carrier market seems to have taken a momentary pause this week, after a long frenzy of new ordering activity that was noted in prior weeks. Here too we expect things to heat up once more given the current state of global energy markets”.

Source: Allied Shipbroking

Similarly, shipbroker Banchero Costa added that it was a “busy week in the tanker segment, where Hyundai Vinashin received nine orders for different types of vessels. Nereus Shipping, Greece, placed an order for three LR2 Aframaxes at $65.2 million each, for delivery in the second half of July 2025. Two other LR2 have been signed by Metrostar, Greece, at a slightly cheaper price.

Source: banchero costa &c s.p.a

Japanese owner Nisshin Kaiun placed an order for four 50,000 dwt product carriers at $42.5 million each, for delivery in 2024. Similar business on MRs was done in China, 4 x 49,200 dwt MR2 have been booked by Navig8 Chemicals at New Dayang, China, for delivery during 2024. In the bulker market, Golden Ocean Mgmt. added three more orders for 85,000 dwt Kamsarmaxes to the seven he already has from Shanhaiguan, China, to be delivered for end 2024. Tsuneishi Cebu received orders for four 83,000 dwt Kamsarmaxes for undisclosed accounts and delivery in 2025. Inui Global Logistics, Japan, booked four orders equally shared between Oshima and Imabari for four 40,000 dwt Handysize bulkers at $30.5 million each, which will be delivered for the first half of 2025”.

Meanwhile, in the S&P market, Allied added that “on the dry bulk side, it was a rather mediocre week for the SnP market, given the limited number of transactions coming to light. For yet another week the Capesize market appeared illiquid, with the other size segments though, being more sluggish than usual as well. Thinking about the recent trend from the side of earnings, coupled with current firm asset price levels, it’s no surprise that we are experiencing a more conservative buying attitude right now, with many in no rush to hurry into new investment strategies. On the tanker side, activity appeared slightly softened as well, at least for the majority of the size segments. Here, the volatility surrounding freight earnings, along with the prolonged uninspiring market fundamentals, have left a relatively small space for any form of stability in the SnP market as well. Hopefully, given the recent momentum in the freight market and overall improved sentiment, we can expect things to become more interesting in the near term”.

Source: Allied Shipbroking

Banchero Costa added that “a significant number of transactions was reported in the dry market: Handysize VENTURE OCEAN and VENTURE TEAM (both 38,947 dwt, built 2015, Jiangmen Nanyang) have been sold for USD 50 mln enbloc to undisclosed buyers. JUN DE abt 34k blt 2011 SPP was sold with TC attached at USD 23k pday until October, it seems the price is USD 16.3 mln. Clients of Taylor Maritime have sold “MEGA MAGGIE” (31,922 dwt, built 2009, Hakodate Dock, C4x30T) for USD 17.5 mln. In the Supramax segment, the charterers of NEUTRINO – 58K blt 2012 Kawasaki – exercised a purchase option at USD 24 mln. Looking at the Ultramax segment: GOLDEN CATHRINE and GOLDEN CECILIE (both 60,000 dwt, built 2015, JMU) have been sold at USD 63 mln enbloc to undisclosed buyers.

Source: banchero costa &c s.p.a

SOHO MANDATE (61K 2016 Dalian Cosco) hearing committed at USD 30.1 mln to Pacific Rim. Chinese blt Kamsarmax THERESA SHANDONG (82,000 2012 JES) hearing sold for USD 22 mln to a Greek buyer. In the Panamax segment, MV FORTUNE UNION (73,729/1998/ Sumitomo/RI SS: 24/11/2023, DD: 24/11/2023) sold for USD 9 mln, while Post-Panamax HUI XIN 8 (93K 2012 COSCO DALIAN) was sold for USD 22 mln basis delivery with SS/DD passed and BWTS fitted. In the tanker market, a considerable deal was done by United Maritime which purchased enbloc “GODAM” (113,553 2006 Samsung) and sister “MANDALA” (2006) + “TIMBERWOLF” (109,647 2008 Dalian) and “THUNDERBOLT” (108,817 2008 SWS) for USD 80 mln. RHAEO RAPID – 13k 2008 blt Jinse (BWTS fitted) – hearing sold bit below USD 7 mln. LR1 tanker: BW LARA- 74k / 2004 New Century (SS 6/24 DD 10/22 BWTS fitted) – sold region USD 13 mln. MR – EASTERN KALMIA / 50359 DWT / 2007 SLS Shipbuilding built committed at region USD 15 mln basis DD due. In the Aframax sector, clients of Viken Shipping have sold the Ice Class 1A vessel “KRONVIKEN” (113,500 dwt, built 2006, Samsung HI) to undisclosed buyers for a price in the region of USD 25.5 mln”, the shipbroker concluded.
Nikos Roussanoglou, Hellenic Shipping News Worldwide

Russia’s grain theft from Ukraine and subsequent potential smuggling via cargo vessels have received a significant and justified amount of mainstream media attention. Windward’s unique Maritime AI™ technology has identified a worrisome new phenomenon: alleged Russian grain laundering.

This analysis covers how it is happening based on our proprietary insights. Windward’s report offers previously unreported information on five vessels engaging in dark activities and ship-to-ship (STS) operations in the Kerch Strait in June 2022 as part of what appears to be a coordinated effort to launder grain allegedly stolen from Ukraine. There has been a 160% increase in dark activities in the Black Sea by bulk carriers flying either the Russian or Syrian flags when comparing July 2020-June 2021 to July 2021-June 2022. Of the events that happened between July 2021 and June 2022, 73% took place after the war began. There’s a second component: ship-to-ship (STS) meetings.

Mostly Russian-flagged cargo vessels and other ships operating under flags of convenience appear to be meeting with one to four cargo and service vessels simultaneously in the Kerch Port offshore waiting area. This analysis will take a close look at both of these aspects and will detail the journeys and behaviors of the vessels involved in the coordinated effort. The report ends with some brief guidance for the maritime industry regarding risk mitigation in this evolving environment.

Trade Flow Brief
Windward’s AI-driven, proprietary data has identified leading suspects of potential Ukrainian grain smuggling. The trade flow map (below) helps visualize the common routes sailed by vessels Windward’s technology has flagged and tracked.

An analysis of the routes shows that the grain smuggling tradeflow goes through both the Kerch and Bosporus strait. The grain is allegedly smuggled from Ukraine to Syria and Turkey mainly. But how, exactly?

Dark Activity Skyrockets
One of the most basic deceptive shipping practices used to conceal vessels’ location, operations at sea, and illicit activities is going “dark” (temporarily or permanently disabling the automatic identification system). Unlike instances where the vessel loses its signal due to lack of reception, bad weather, legitimate security considerations, etc., going dark is an intentional choice to avoid transparency. Windward’s behavioral insights indicate that old behavior is now being applied in a new way. Dark activities were traditionally focused on crude oil smuggling, but we are seeing vessels go dark to load smuggled grains from Ukraine and then either make a visible port call, or a dark discharge of cargo in either Turkey or Syria.

Our Maritime AI TM technology shows a 160% increase in dark activities in the Black Sea by bulk carriers flying either the Russian or Syrian flags when comparing July 2020-June 2021 to July 2021-June 2022. Of the events that happened between July 2021 and June 2022, 73% took place after the war began.

The shift in dark activities was not only noticeable for event location but also regarding vessel identity. Windward’s data indicates that in 2020-2021, there was a monthly average of 0.83 dark activities in the Black Sea by Russian or Syrian-flagged and owned bulk carriers. That number increased to a staggering monthly average of 2.25 dark activities in 2021-2022, with a boost in March 2022.

Returning to the above trade flow map (image 1), the first area of operations on vessels’ voyages out of the area would be the Bosporus Strait. Windward’s data shows that the number of area visits by bulk carriers has doubled since February 2022. From July 2021-February 2022, the monthly visits average was 4.75. Since the invasion, that monthly average has gone up to 10 visits to the area.

To obtain a deeper understanding of the dark activity trend, we looked at all general cargo and bulk carriers, regardless of their flag, from March 1, 2022 through July 15, 2022. Windward’s platform flagged a total of 170 events where cargo and bulk carrier vessels went dark in the Azov Sea and then resurfaced on their way out through the Bosporus Strait. One hundred and fifty-six (156) of the events showed a similar pattern: vessels calling port with the allegedly smuggled grain while their AIS were turned on. Out of these visible port calls, 71% were in Turkey and 20% in Bulgaria. The remaining 14 events showcased a different pattern. Cargo and bulk carrier vessels went dark twice during their travels – once in the Azov Sea and again at their port of destination. In 85% of these identified events, the destination for the alleged smuggled grain was Syria. During the same timeframe last year (March-mid-July 2021), for comparison, Windward only identified one dark-to-dark activity (a vessel going dark to load the grain and then to discharge it). This type of behavior is emergent, meaning Windward expects to see the trend grow as the conflict continues

Going Beyond Dark Activities to STS…
Grain smuggling goes beyond mere dark activities to conceal the origin, transportation, and destination of stolen grain. Windward’s platform identified an additional behavioral trend: “grain laundering.” It features a combination of dark activities and ship-to-ship (STS) meetings in the open sea. It appears that mostly Russian-flagged cargo vessels and other ships operating under flags of convenience are meeting with one to four cargo and service vessels simultaneously in the Kerch Port offshore waiting area.

Some vessels stay in the area and only make trips up North and then back to the Kerch area, while others make the voyage outside of the disputed area to distribute the potentially stolen grain.

Meeting in June
When overlaying Windward behavioral vessel data and insights with Planet Labs’ daily satellite images, an intriguing example of the new grain typology was discovered.

On June 10, 2022, there were five vessels engaging in ship-to-ship operations in the Kerch Strait: three cargo vessels that Windward flagged for alleged grain smuggling (vessels “D,” “L,” and “K”), and two service vessels. All vessels are sailing under the Russian flag, except for one cargo vessel under the Belize flag. Let’s deep dive into the details of this event: Vessel D Vessel D is a bulk carrier sailing under the Belize flag. Since June 2022, it has been owned by a Turkish-based company. On May 21, the vessel called port in Misurata, Libya and stayed there for nine days. Following the port call, the vessel changed its reported draft from 10.1 to 6.2, indicating that it likely discharged its cargo. After this port call, the vessel had six meetings over six hours in the Kerch Strait area, including the specific meeting that is the focus of this analysis. On June 13, the vessel updated its reported draft from 6.2 to 9.9. After the meeting on June 10, it called port in Metalurji, Turkey, and updated its draft to 6.2 – indicating a potential discharge of cargo. Vessel D is currently in Libya (as of July 19, 2022) following yet another journey to the Kerch Strait and several ship-to-ship engagements. Analysis shows that following the potential ship-to-ship grain smuggling, where it collected Ukrainian grain via an STS meeting in the Black Sea, it distributed the cargo mainly to Turkey and Libya.

Next Steps for Risk Mitigation
The first step in risk mitigation is fully understanding both recent history and the current situation. The maritime domain has substantially changed since OFAC’s initial introduction of deceptive shipping guidelines back in 2020. Not only have bad actors continued to evolve and look for new ways to conceal their illicit activities, but the scope of deceptive practices has gone far beyond the initial “crude tankers + smuggled oil to avoid sanctions” equation. In addition to a proliferation of dark activities in the Black Sea area since the Russian invasion of Ukraine, we are now witnessing coordinated cargo ship-to-ship meetings involving multiple ships in what looks like a clear attempt to evade restrictions and sanctions via smuggling. It is now clear to every shipping stakeholder dealing with trade that deceptive shipping practices and risk mitigation are relevant to all vessels and types of commodities – oil is no longer the main driver of the maritime economy. Knowing who you are doing business with, and where your counterparties have been prior to your current deal, is crucial if you are looking to protect your business from reputational, financial, and legal/criminal risk in this new era of alleged grain laundering and other forms of smuggling and deception. The main question that needs to be addressed is: “How can we protect our business?” Governmental and law enforcement entities should of course lead the way, but all players in the maritime ecosystem would be wise to proactively pursue real-time, predictive insights that will help significantly reduce and manage their risk.
Source: Windward

The International Maritime Organisation’s (IMO) attempts at curbing the emissions of Shipping have been in the headlines for nearly a decade. Their flagship policy, EEDI (Energy Efficiency Design Index), has laid the way for a host of acronymic additions to its regulatory roster, including EEXI (Energy Efficiency Existing Index), CII (Carbon Intensity Indicator), and SEEMP (Ship Energy Efficiency Management Plan).

The EEXI will be introduced in 2023 and is calculated using a modification of the formula used for EEDI. Unlike EEDI, however, EEXI will apply retrospectively to already existing vessels that may not have been built with sustainability and energy efficiency in mind. VesselsValue data shows that, prior to any efficiency modifications, more than 75% of the fleet (Bulkers, Tankers and Containers) will not be compliant, raising the question: what needs to be done to bring these vessels into line with the regulations?

In this article, we hope to provide some clarity on how existing vessels will need to adapt to be compliant with the IMO’s decarbonisation agenda, and where they fit into VesselsValue.

The way a vessel will change to fit these regulations will depend on the difference between its Attained and Required EEDI/EEXI. In other words, how much does the ‘energy efficiency’ need to improve by?

To properly assess the options available to non compliant ships, this article will break down non compliant vessels into three groupings. These groupings are based on the difference between the attained and required index, as well as the efficacy of technological improvements.

Category 1

The first of these groupings contains vessels that can be made compliant using ESDs (Energy Saving Devices) retrofitted to the main structure.

Category 2

The second category contains vessels for which an EPL (Engine Power Limitation) procedure is the most likely option.

Category 3

The third category includes those vessels that will struggle to remain compliant without drastically reducing speed and fuel consumption and may be the prime candidates for a one way journey to the breaking yard.

Category 1

Category 1 vessels will need to be fitted with energy saving technology to become compliant with IMO regulations. Fortunately, there is a plethora of innovative engineering solutions available to owners looking to improve efficiency, and a combination of these can reduce fuel consumption and improve energy efficiency. ESDs can do this by improving different parts of the ship and altering the EEXI equation in different ways.

One of the most obvious methods of improving a vessel’s EEXI is by reducing the main engine power required to maintain the same speed, commonly achieved by improvements in hydrodynamics and alterations to the propeller.

Propulsion Improving Devices (PIDs)

‘Bolt on’ additions to the ship’s propeller can result in significant reductions in power consumption. These PIDs (Propulsion Improving Devices) affect the flow of water around the propeller blades, creating more favourable local conditions for efficient propulsion. PIDs include ‘pre swirl’ ducts and ‘post swirl’ boss caps.

Other methods of improving propulsion efficiency are based on optimising the vessel’s hydrodynamics.

Hull Air Lubrication System

An effective method of achieving this is the hull air lubrication system, which seeks to reduce friction between a vessel’s hull and the water. To do this, air is injected into the boundary layer between the hull and the water, creating a ‘carpet’ of bubbles that serves to lubricate the hull. This retrofit can result in a reduction of CO2 emissions by up to 10% (Source: Wärtsilä).

Hull air lubrication is restricted to vessels with a flat bottom. An energy saving retrofit available to a wider ranger of vessels, regardless of hull form, is the bulbous bow. This ‘nose job’ adds a protruding bulb to a vessel’s bow, allowing it to break the water more efficiently, and attain higher speeds for the same main engine power. According to GLoMEEP (Global Maritime Energy Efficiency Partnerships), a new bulbous bow can cost a fixed value of USD 100,000 plus material costs ranging from USD 250,000 to USD 700,000, and lead to a reduction in fuel consumption of up to 6%.

All ESDs mentioned so far reduce EEXI by decreasing the engine power required to power the vessel. They operate independently of the external environment and do not rely on external energy sources. There are, of course, many other ways to achieve a reduction in EEXI.

Some of these extra methods reduce the auxiliary engine power used to power the ship’s electronic systems. Solar Panels fall into this category, as do waste heat recovery systems.

Sails

Another alternative method of increasing efficiency is by implementing wind propulsion systems in the form of rotor or kite sails.

These ESDs rely on an entirely sustainable energy source, wind power, and according to the journal Science, can reduce fuel consumption by up to 10%. Rotor sails, also known as Flettner sails, work on the same principle as a pool ball that curls when given side spin.

A ship is a vast structure powered by a large and complex engine, and there are countless opportunities for engineers to optimise and increase efficiency. These few examples serve to show how retrofitted energy saving solutions can reduce EEXI and bring certain vessels into compliance.

Category 2

For category 2 vessels, Energy Saving Devices alone will not change the EEXI value by the desired amount.

These are vessels that require an Engine Power Limitation (EPL), or a ShaPoLi (Shaft Power Limitation). EPL is the general name given to a procedure that limits the maximum engine power achievable by a marine engine. ShaPoLi procedures limit the power transmitted by the shaft to the vessel’s propellers.

Limiting an engine’s maximum power will directly reduce its Maximum Continuous Rating (MCR). MCR is a key component of the EEXI equation, and decreasing the value used in the equation will decrease the outputted EEXI value, making EPL a vital tool in limiting vessel emissions. Alongside the addition of ESDs, vessels can be made more efficient and compliant with EEXI regulation.

EPL can be performed both mechanically and, in the instance of electronically controlled engines, digitally. Mechanical engine power limitations are achieved by making a physical alteration to the engine, whereas digital engine power limitations can be carried out by crew using the ship’s software. Both processes are overridable, and in the event of emergency the limitation can be removed.

A ShaPoLi requires the addition of a control unit and sensors to monitor and limit the power transmitted by the propeller shaft. Like an EPL, it is overridable (Royal Institution of Naval Architects).

An EPL or ShaPoLi will reduce the range of speeds that a vessel can travel at, and most importantly, will likely reduce the ship’s operational speed. This means that less fuel efficient vessels could be forced by the regulation to ‘slow steam’. This is not only a vital consideration for the shipowner, but also for the world cargo fleet, which could experience an overall drop in average operational speed if a significant number of owners decide to implement EPLs/ShaPoLis.

A reduction in speeds will inevitably eat into owners’ profits and competitiveness, and they could quickly find themselves losing business to more efficient vessels unconstrained by slow steaming. If this is the case, questions about the viability of running the vessel will undoubtedly begin to be posed.

So, whilst EPL and ShaPoLi can be the ideal solution for some vessels, they cannot drag the most inefficient vessels into compliance.

When monitoring a fleet, portfolio, or potential acquisition, judging the required cost and work to bring vessels into compliance can be challenging, especially when looking at a large number of vessels every day. This is why VV has built an Energy Power Limitation (EPL) ‘goal seek’ function into its Energy Efficiency product, that allows users to instantly calculate the required power reduction to achieve compliance, with zero data input required.

Category 3

For some vessels, the two options available will be operation outside regulations, emitting CO2 above maximum levels, and demolition. In the former case, vessels would face loss of their International Energy Efficiency Certificate (IEEC), banks may refuse to finance or refinance vessels with design indices above a certain limit, and port authorities may impose penalties on non compliant vessels entering their waters.

If EEDI/EEXI is to be successful in aiding decarbonisation, the threshold at which it becomes unprofitable for a non compliant vessel to operate commercially needs to be set low and in line with the EEXI calculation. It will also require a concerted effort from the key players in the industry to introduce punitive measures.

Wherever this threshold lies now, vessels on the wrong side will most likely find themselves as prime candidates for demolition.

Conclusion

The three methods discussed in this article deal with mitigating the effects of burning fossil fuels. The transition to alternative fuels will be a slow process, as the relationship between Shipping and the oil and gas industry is complex and symbiotic. In order to achieve global decarbonisation targets, switching to alternative fuels is the only sustainable, long term option available.

This transition can be enabled by newbuilds powered by ammonia, bioLNG and hydrogen, however the development of alternative fuel retrofitting technology will also be necessary for a switch that is stable and minimally disruptive.

As the 2023 deadline approaches, access to EEDI/EEXI calculations for an extensive range of cargo vessels is essential to monitor and analyse market fundamentals.

The challenge of decarbonisation will extend to all areas of Shipping, and EEXI alone will present a myriad of challenges to owners, operators and financiers. These players will need to understand the dynamic market by using accurate data and analytics developed by VesselsValue.

For anyone seeking to keep track of this, VesselsValue enables the Energy Efficiency of individual vessels, portfolios and fleets to be accessed easily.

VesselsValue data as of June 2022.
Source: VesselsValue

In his previous statement Russian President has said it was about the export of 5-6 million tonnes of wheat and 7 million tonnes of corn from Ukraine.

Russian President Vladimir Putin met with President of the Republic of Turkey Recep Tayyip Erdoğan on the sidelines of the Summit of the heads of states of the “Astana Troika”, the Kremlin website reported.

“I want to thank you for your mediation efforts, for providing a Turkish platform for negotiations on food issues, on the problems of grain exports through the Black Sea. With your mediation, we have moved forward. Not all issues, however, have yet been resolved, but the fact that there is a movement is good itself,” the Kremlin press office quoted Vladimir Putin as saying.

Vladimir Putin speaking at the SPIEF 2022 in June, stated that Russia does not interfere with the export of grain from Ukraine and is ready to ensure the safe passage of merchant ships from the respective ports, provided that they would be cleared of navy mines by the Ukrainian side. At the same time, there is a possibility that the payment for this grain will be used for the purchase of weapons by the Ukrainian side, Russian President said.

Source: https://en.portnews.ru/news/332557/

The Russian Consulate General in Chennai holds control over the situation

The Russian Embassy in India is aware of the Russian cargo ship detention in the Indian port of Cochin. The ship had delivered military cargo for the Indian Armed Forces. The Russian Consulate General in Chennai holds control over the situation, says the Ministry of Foreign Affairs of the Russian Federation.

According to the statement, the Embassy has requested the Indian Ministry of External Affairs to provide official explanations of the incident circumstances and asked the ministry to ensure full compliance with the rights of Russian ship owners and crewmembers.

According to the information obtained by the Russian Ministry, the detention is connected with the claim of the Estonian shore service company Bunker Partner OU which says that the ship owner allegedly has a debt.

“We emphasize that the court allowed the unloading of the military cargo as it has nothing to do with the lawsuit,” reads the statement.

According to earlier statements, the Kerala high court Monday ordered that a Russian ship, MV MAIA-I, be seized over non-payment of fuel charges of around Rs 1.87 crore ($23,503) to an Estonian firm. As the ship is carrying arms for the Indian Navy in Kochi, the court has allowed unloading of the cargo while in detention, according to The Times of India. The court noted that the ship is docked at the Cochin Port Trust.

Source: https://en.portnews.ru/news/332535/

A permanent two-way checkpoint has been opened at port Vostochny for crossing the state border of the Russian Federation by sea, says press center of FSUE Rosmorport. The limits of the checkpoint have been approved by the Order of RF Ministry of Transport dated 21.03.2022 (No 87).

The reconstructed checkpoint is located at the terminal of Eastern Stevedoring Company LLC. It has been fitted with equipment for borer, customs and other types of control.

Within the limits of the border checkpoint, there are 4 plots of land owned by the Far East Basin Branch of Rosmorport and 4 berths leased out to the sea terminal operator. In the first half of 2022, throughput of those terminals exceeded 3.6 million tonnes making 9.1% of the total turnover in port Vostochny. Exports accounted for 49.8% of the operator’s throughput, imports – for 44.6%.

Source: https://en.portnews.ru/news/332522/

[Brief] A marine pilot at the port of Yalova, Turkey died Monday after falling from a pilot ladder into the water.

At about 1300 hours Monday, pilot Cafer Kiribrahim was out at the Ciftlikkoy anchorage area off Yalova in order to rendezvous with the tanker Alhena. His pilot boat came alongside the tanker and he transferred over to the pilot ladder. However, after reaching the ladder he fell into the water, according to local media.

A police response boat recovered Kiribrahim unconscious and brought him to shore, where he was treated by paramedics and transferred to Yalova State Hospital. Despite doctors’ attempts to revive him, he passed away.

According to CNN Turkey, Kiribrahim may have suffered a heart attack while he was on the ladder, then fell into the sea.

Alhena is a 2012-built product tanker flagged in the Bahamas. A port state control inspection at Rotterdam in June found issues with her pilot ladder arrangements, according to her Equasis record (though the PSC inspection’s finding may not have had a causal relationship with the accident).

The climb from a moving pilot boat up the side of a moving ship involves risk, and pilot ladder accidents are not uncommon. In an attempt to address pilot transfer safety issues, SOLAS V Regulation 23 provides specific measures for pilot ladder arrangements and equipment.

source: https://maritime-executive.com/article/boarding-accident-claims-marine-pilot-s-life-off-yalova-turkey

ANCHORAGE, Alaska — Coast Guard task force returned to Anchorage Friday after a nine-day deployment conducting facility inspections in Northwest Arctic Borough.

From July 6 through 15, members of Sector Anchorage’s Marine Safety Task Force (MSTF) and the Environmental Protection Agency (EPA) inspected 24 bulk fuel storage facilities in 11 Alaskan communities, including Kotzeue, Kivalina, Noorvik, Selawik, and Utqiagvik.

Sector Anchorage has approximately 380 inspected waterfront facilities in their area of responsibility (AOR), 346 of which are not accessible by road.

“Fuel facilities are critical to the survival of these remote communities,” said Petty Officer 1st Class Christopher Houvener, a marine science technician and team lead. “They rely on fuel to heat their homes and schools during sub-freezing winter months. Many of these facilities are located in remote parts of the state with a lack of available resources and infrastructure, which means outside help isn’t readily available to them if something goes wrong. So, it’s important for us to ensure their facilities are not putting them or the environment at unnecessary risk.”

The primary goal of facility inspections is to ensure public safety and protection of our marine environment throughout Alaska. Repairs are expensive, and failure of these facilities could negatively impact remote Alaskan villages and potentially leave them unable to heat their homes and schools, operate their vehicles, and continue their way of life. Remote pollution incidents require significantly higher levels of resources to clean up.

“We were grateful for the opportunity to work with our partner federal agency, the Coast Guard, conducting joint inspections,” said Torri Huelskoetter, on-scene coordinator for EPA. “Our goals were to get eyes on the facilities, establish relationships within the communities, and work toward regulatory compliance. These communities face unique challenges. By going there and speaking with them, we can better address the issues they’re facing and work with them to meet compliance.”

See also Fury as Manchin Tanks Climate Spending

MSTF are multi-mission teams from Coast Guard Sector Anchorage deployed to service Arctic and Western Alaska regional hub communities and from there, service more rural and remote communities in a “hub and spoke” approach. Each MSTF is tasked with meeting the needs of the regulated community by providing commercial fishing vessel exams, bulk oil storage facility inspections, and port state control exams over an approximate two to three-week period.

Source: https://alaska-native-news.com/coast-guard-task-force-returns-from-conducting-facility-inspections-in-northwest-arctic-borough/62754/

Prysmian, the Italian energy and telecom cable systems provider, has won two contracts worth approximately €250 million (around $253,3 million) by Red Eléctrica de España, S.A.U., the transmission system operator of the Spanish power grid.

The contracts are for the development of two projects: a submarine power interconnection between the islands of Tenerife and La Gomera, and another submarine power interconnection between the Spanish mainland and Ceuta (a Spanish city on the north coast of Africa).

Prysmian wil design, supply, install, and commission a 66 kV HVAC(High Voltage Alternating Current) double circuit, three-core submarine power cable with EPR insulation and synthetic-wire armoring, to connect Tenerife and La Gomera at the world record depth of nearly 1150 meters for a 66 kV three-core cable.

Prysmian will also be responsible for manufacturing and installing a 132 kV HVAC double circuit, three-core submarine power cable with XLPE insulation, and synthetic-wire armoring, to connect the Spanish mainland and Ceuta through the Strait of Gibraltar with maximum depths of 900 meters. Ceuta is a Spanish autonomous city on the north coast of Africa.

Both systems comprise 90 km of submarine route and approximately 11 km of land route for the double link between the Spanish mainland and Ceuta.

The subsea cables will be manufactured in Prysmian’s Norderham Plant (Germany) and Pikkala Plant (Finland). The land cables will be made at Prysmian’s local plant in Vilanova (Spain). Prysmian will use its Giulio Verne cable-laying vessel. The commissioning of both cable systems is scheduled for 2025.

“This award confirms the mutual trust and long-standing relationship between Red Eléctrica and Prysmian Group, because it is the latest of several projects developed together in Spain to enhance the national power grid’s reliability. We are proud to support Spain in meeting its Energy Transition goals by 2030, providing our state-of-the-art submarine and land cable systems,” stated Hakan Ozmen, EVP Projects BU, Prysmian Group.

source: https://www.marinetechnologynews.com/news/prysmian-subsea-power-cables-621189

The latest update on the progress of the third phase of Shahid Rajai port complex development plan shows an increase in the nominal unloading and loading capacity of the container terminal of this port from 6.3 million to 8.4 million TEU.

PMO News Portal – As part of the third phase of Shahid Rajaee port complex development plan, the third basin of Shahid Rajaee port along 1400 meters of wharf will be built, which has the capacity to berth ships with a tonnage up to 18,400 TEU.

The development of the third phase of Shahid Rajaei port complex is planned to be to be completed by the end of the year (Iranian calendar). the plan includes the completion of the final stage of the construction of wharf, the completion of dredging operations, and the installation of wharf facilities with a physical progress of 94%.

Promoting the status of Shahid Rajaei container port in competition with other ports in the region is one of the other benefits of the full implementation of the third phase of Shahid Rajaei port development plan. the main targets of the port complex development plan include increasing the nominal unloading and loading capacity of the container terminal from 6.3 million TEU to 8.4 million TEU, construction of three wharves with a length of 1,400 meters, dredging of basin No. 3, and landscaping and construction of infrastructure and superstructure facilities in an approximate area of 113 hectares.

Source: https://www.pmo.ir/en/news/58761/latest-update-on-the-development-plan-of-Shahid-Rajaei-Port-Complex

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Ship Owners Load up on Newbuildings and Second Hand Vessels

Maritime Meeting Reveals a New Phenomenon: Alleged Russian Grain Laundering

EEXI: Achieving Vessel Compliance

Turkey has contributed to solving the problem of grain exports through the Black Sea – Vladimir Putin

RF Ministry of Foreign Affairs asked Indian authorities for official explanations on circumstances of Russian ship detention

State border checkpoint opened at port Vostochny

Boarding Accident Claims Marine Pilot’s Life off Yalova, Turkey

Coast Guard Task Force Returns From Conducting Facility Inspections in Northwest Arctic Borough

Prysmian’s Subsea Power Cables to Connect Canary Islands, Ceuta to Spanish Mainland

latest update on the development plan of Shahid Rajaei Port Complex

Keeping Your IHM Up-to-Date: What Ship-Operators Must Know in 2025

This Week in Maritime Safety & Environment: Key Developments Every Shipowner Should Know

Navigating Crew Well-Being: Work & Rest Hours on Board and How “CrewExpress” Elevates Compliance

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