Wind-powered cargo ships sail past the 100-vessel milestone

The latest installations of wind propulsion technology on large commercial vessels have pushed the global fleet of cargo ships capable of harnessing wind energy beyond the 100-vessel milestone, representing over five million tonnes of deadweight (DWT) cargo carrying capacity.

The passing of this milestone marks a significant turning point in the uptake of wind propulsion in the commercial fleet. What was once widely viewed as a niche or historical form of ocean transport is now emerging as one of the fastest-growing practical decarbonisation solutions across multiple segments of the shipping industry.

These ships are fitted with over 230 individual wind propulsion systems, and collectively they are now saving over 100,000 tonnes of CO2 per year. The number of wind-powered ships is further boosted by 12 large cargo ships that are ‘wind-ready’ with infrastructure already installed on deck if, or when, full installation of a wind propulsion device is required, but these don’t feature in this headline number. Additionally, a fleet of dozens of smaller cargo ships, under 400GT are also utilising wind power, as are a number of traditionally rigged cruise ships and these are also not included in this tally.

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Gulf ceasefire ‘fundamental’ to global shipping: FM spokeswoman | Rig Jobs

A ceasefire, as well as peace and stability, in the Gulf region are the fundamental prerequisites for keeping the international shipping route safe and unimpeded, a spokeswoman for China’s Foreign Ministry has said.

Mao Ning made the remarks after United States President Donald Trump called on countries affected by rising fuel prices caused by the US-Israeli war on Iran to seize the Strait of Hormuz.

Trump also said that the US is going to hit Iran “extremely hard over the next two to three weeks”.

However, at a daily news conference in Beijing on Thursday, Mao said that the root cause for disruption to passage through the Strait of Hormuz lies in the illegal US-Israeli military operations against Iran.

Mao urged parties to the conflict to immediately stop military operations and start peace talks as soon as possible to resolve issues through dialogue and negotiation.

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War speeds orders as Korea shipbuilders secure steady contracts | Rig Jobs

As it approaches a month since war broke out between the United States and Israel and Iran, the order books of Korea’s shipbuilders show no signs of being hit. Some even said contracts are being concluded faster than before, unlike in the past when shipowners tended to delay newbuild orders as uncertainty grew.

According to the shipbuilding industry on the 26th, global shipowners have recently been wrapping up construction contract talks with Korean shipbuilders at a faster pace than before and continuing to place orders. According to Clarksons Research and the shipbuilding industry, major domestic shipbuilders (HD Hyundai Heavy Industries, Hanwha Ocean, Samsung Heavy Industries, HD Hyundai Samho) won orders for a total of 19 vessels over the 25 days from the 28th of last month, when the United States and Israel first struck Iran, through the present. That is nearly five times the four vessels in February, right before the war. The figures are close to or have surpassed March last year (20 vessels) and March 2024 (16 vessels).

A shipbuilding industry official said, “Uncertainty has grown due to the war in the Middle East, but there have been no cases where newbuild contract talks were postponed or orders were delayed,” adding, “According to working-level staff, it was common for the other side to drag out deals under the pretext of negotiations, but recently, the mood is rather to hurry and wrap up contracts.

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Robotization Wave Hits Shipyards

Major domestic shipbuilders are actively pursuing robot adoption. HD Hyundai, in particular, is utilizing more than 200 robots for welding, steel plate cutting, and other operations. The company has determined that robots are necessary to manufacture and deliver on time the four years’ worth of work secured through consecutive orders. As the growing number of robots raises worker anxiety, shipbuilders plan to continue discussions on employment stability through communication with labor unions.

According to industry sources on Feb. 24, as of early this month, HD Hyundai’s shipbuilding affiliates have installed a total of 211 robots (industrial and collaborative robots) at shipbuilding sites. This represents a 63.6% increase compared to the same period last year (129 units). By affiliate, HD Hyundai Heavy Industries increased its robot deployment from 73 to 131 units. HD Hyundai Samho installed 80 robots, a 42.9% increase from the same period last year (56 units).

The reason HD Hyundai is actively adopting robots is that work is overflowing. As a result of consistently securing orders since 2022, when the COVID-19 spread subsided, HD Hyundai currently holds three to four years’ worth of work. HD Korea Shipbuilding & Offshore Engineering, HD Hyundai’s shipbuilding intermediate holding company, secured an order backlog of $63.672 billion as of the end of last year.

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Maritime Action Plan Highlights Washington’s Misplaced Shipbuilding Obsession

On the eve of President’s Day weekend, the Trump administration released its long-awaited Maritime Action Plan (MAP), billed as a sweeping blueprint for reversing decades of US maritime decline. One of its core goals: resuscitating a commercial shipbuilding industry that has fallen into a near-total collapse.

To that end, the plan calls for a broad mix of subsidies, new fees, and mandates designed to coerce demand toward US shipyards.

Such logic is neither new nor uncontested. In a recent essay published by the Center for International Maritime Security, I examined similarly motivated legislative proposals now circulating in Washington and argued that they would impose substantial costs while failing to address the maritime challenges that actually matter. Many of those critiques apply equally to the MAP.

A Chasm of Competitiveness

The MAP declares that its objective is not merely to increase the number of ships built in the United States but to reconstitute an industrial base capable of “competitive international performance.” It further emphasizes the importance of constructing large, oceangoing commercial ships—the workhorses of global trade—rather than small craft or niche vessels.

It’s a vision sharply at odds with economic reality.

US shipyards charge roughly five times prevailing global prices for large commercial ships. As a result, few are built. Only three large oceangoing cargo ships have been delivered by US yards so far this decade (all for the protected domestic market where foreign-built vessels are prohibited by the Jones Act). Closing the chasm of competitiveness with leading international shipyards to spark domestic production would require not incremental improvement but a transformation of costs, productivity, and industrial organization on a scale not seen in modern US shipbuilding history.

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LNG discounts to LSMGO widen in major ports

Rotterdam B100’s discounts to pure HSFO, VLSFO and LSMGO have narrowed by $18-36/mt over the past week. It’s discounts to LNG has also narrowed by $68–75/mt, bringing the spread to $106-325/mt, depending on engine type and methane slip profile.

In contrast, B100’s premiums over liquefied biomethane (LBM) in Rotterdam have widened by $66–73/mt to $168–394/mt.

In Singapore, B30-VLSFO (UCOME) has flipped back to an $11/mt discount to pure VLSFO after briefly moving to a $3/mt premium last week. B100’s premium over pure VLSFO has edged $4/mt higher to $461/mt.

Liquid fuels

Conventional fuel grades in Rotterdam have declined by $18–36/mt, while B30-VLSFO has fallen by a smaller $14/mt over the past week.

The port’s B100 benchmark has remained unchanged, as a €5/mtCO2e drop in Dutch ZRE A tickets has failed to exert upward pressure on price.

VLSFO and LSMGO availability has remained tight for prompt delivery in the ARA region, with buyers advising lead times of 5-7 days, a trader told ENGINE. HSFO has been more readily available, with notice periods of 2-4 days, the trader added.

Singapore’s HSFO and VLSFO prices have slipped by $3–5/mt, while its pure LSMGO has fallen by $13/mt. The port’s B100 price has remained broadly steady with a modest $2/mt decline, while B30-VLSFO (UCOME) has dropped by a sharper $19/mt.

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Somtrans christens LNG bunker barge as alternative fuel demand grows

Bunker barge United LNG I has been officially christened in the port of Antwerp. It marks an important moment for shipping company Somtrans, main shipbuilding contractor RensenDriessen and outfitting partners TeamCo Shipyard and Gas & Heat. The vessel will enter service in early 2026, reinforcing the growing role of LNG bunkering in the Belgian and Dutch seaports.

The vessel is an estuary-class LNG bunker barge designed for both inland waterways and coastal service up to Zeebrugge. Measuring 135 by 21.46 metres, the barge carries eight cylindrical Type C cargo tanks of 1,000 cubic metres each, engineered to store LNG at –165 degrees Celsius. These cylindrical cryogenic tanks are central to the design and represent a significant technical step.

The hull was built in China and transported to the Netherlands. LNG tanks supplied by Gas & Heat in Italy were then installed in Rotterdam, before the vessel moved to TeamCo Shipyard for final outfitting. Shipbuilder RensenDriessen acted as the main contractor, coordinating every phase from hull construction to delivery, with TeamCo overseeing tank integration, engineering and yard execution.

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As the shadow fleet expands, loss of visibility poses a growing threat to maritime safety

The shipping industry has always been good at navigating uncertainty; however the rapid expansion of the shadow fleet represents a different kind of risk. It’s not just regulatory or geopolitical; it’s informational. Each vessel that goes dark removes a small piece of the world’s safety awareness, and that loss is beginning to matter, writes Yarden Gross, CEO and Co-founder of maritime technology pioneer Orca AI.

A PARALLEL SYSTEM MOVING OUT OF SIGHT

Concern over the shadow fleet’s growth is now being voiced at senior industry level. For example, Okeanis Eco Tankers CEO Aristidis Alafouzos recently argued that the trend is not only persistent but likely to accelerate. Indeed, another six tankers and four gas carriers were blacklisted by the US administration just last week, bringing the total of Iran-sanctioned vessels to 170. Including vessels carrying Russian oil, an estimated 16% of the global crude fleet is already blacklisted, and Alafouzos warns that sanction-driven rerouting, longer voyage times and increased congestion are stretching available capacity to the point where further expansion of the dark fleet is inevitable.

Experts suggest the true number of vessels operating outside conventional oversight could already exceed 3,000, some approaching end of life or operating without insurance. These vessels have been described as “ticking time bombs” that are unlikely to return to mainstream trades and in many cases are being run to exhaustion.

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Shipping giant CMA CGM resumes Russia trade with food cargo

French-based CMA CGM, the world’s third-largest container shipping line, has resumed limited services to Russia, notably to transport food, three years after withdrawing from the country following its invasion of Ukraine, the company said.

Like other Western firms, CMA CGM halted its activities in Russia, stopping its shipping services and also divesting stakes held in port terminals.

The group’s CNC subsidiary has now relaunched the shipping of foodstuffs such as citrus fruit and coffee to Russia to meet demand from certain customers, CMA CGM said in an emailed statement.

“This activity is very limited and conducted strictly in accordance with the sanctions regime in place,” it said, without giving further details.

French daily newspaper had previously reported the development, said CMA CGM was not using its own fleet but booking space for its containers on vessels of other lines.

CMA CGM joins Swiss-based rival MSC in shipping cargo to Russia. MSC has maintained shipments there during the war in Ukraine but limited them to food, medical and humanitarian goods.

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Autonomous Vessel Navigation System Verified by ABS for Fuel-Saving Verification Framework

ABS awarded a statement of compliance certificate to AVIKUS Co., Ltd., for the fuel-saving verification framework that AVIKUS has developed for HiNAS Control, an autonomous navigation system.

ABS joined AVIKUS, shipping company HMM Co., Ltd., and the Liberian International Ship and Corporate Registry in a project to assess the fuel-saving potential of the navigation system by analyzing ship performance data from vessels with HiNAS Control installed. A verification framework was developed by AVIKUS to predict potential fuel savings in general vessel operations. ABS reviewed the framework based on existing international standards.

The HiNAS Control system provides vessels with suggested optimal route and speed data and also automatically controls steering and RPMs that enable route tracking, collision avoidance and fuel savings. ABS reviewed the installation of the system based on ABS Requirements for Autonomous and Remote-Control Functions.

“Autonomous technologies are not isolated products but fully integrated within vessel infrastructure and the result of numerous advancements in a wide variety of mechanisms including sensors, imaging, connectivity, machine learning and more. When used in vessel operations, autonomous functions have the potential to increase safety, reduce greenhouse gas emissions and improve performance,” said Joshua Divin, ABS Senior Vice President, Marine Business Development.

“Securing ABS verification is a critical milestone, but it is more than a certificate—it is data-driven proof that AI-powered autonomy is a powerful lever for decarbonization and operational efficiency for the industry. A 4 to 5 percent fuel savings is not an incremental improvement; for a global fleet, it represents a fundamental shift in profitability and environmental compliance. We are proud to partner with industry leaders like HMM, ABS, and the Liberian Registry to commercialize this transformative capability and define the future of maritime logistics,” said Dohyeong Lim, CEO of AVIKUS.

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Maritime Trade Routes Reshuffling Once More

The global seaborne trade routes appear to be steadily return to their “factory settings” after a series of positive developments over the past few weeks. However, everything is still shaky and could reverse at any time. In its latest weekly report, shipbroker Xclusiv said that “in a notable development for global trade, the United States and China have agreed to temporarily ease a selection of tariffs and sanctions, marking a significant de-escalation in their ongoing trade tensions. Under the agreement, the U.S. has reduced tariffs on Chinese imports from 145% to 30% for a 90-day window, while China has lowered its tariffs on U.S. goods from 125% to 10%. This move has already had a measurable impact on the shipping industry, with a surge in freight volumes expected as businesses accelerate shipments to take advantage of the tariff reprieve. Companies are racing to import goods ahead of any potential reimplementation of higher duties”.

The shipbroker added that “shipping firms, including ZIM Integrated Shipping Services Ltd (ZIM), have reported increased demand, with their stock performance reflecting renewed market confidence. However, despite the short-term boost, the temporary nature of these tariff reductions has injected a degree of uncertainty into the sector. Industry players remain cautiously optimistic, recognizing that the core issues underpinning U.S.–China trade tensions remain unresolved. Moreover, analysts have raised concerns about potential supply chain congestion due to the sudden spike in cargo movement, drawing parallels to the disruptions experienced during the COVID-19 pandemic. While the tariff reductions offer immediate relief and stimulate shipping activity, the long-term outlook hinges on the durability of this truce and the broader geopolitical environment”.

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Dry Bulk Market: Capesizes Supported by Tightening of Tonnage

The Capesize market maintained a generally firm tone this week, supported by a tightening of tonnage in both the Pacific and North Atlantic, alongside a steady flow of cargo. In the Pacific, early-week momentum was driven by active miners on the C5 route and healthy operator volumes, while a notably shorter tonnage list helped sustain sentiment despite some mid-week stagnation and a holiday-induced slowdown on Thursday. Rates on C5 hovered around the $8.00 mark, although fixing volumes tapered off later in the week. On the South Brazil and West Africa to China routes, the market held relatively stable, though the length of the ballaster list continued to cap upside potential. The C3 index slipped from $19.845 at the start of the week to $19.345 by week’s end. The North Atlantic remained more encouraging, with consistent spot cargoes on both Transatlantic and Fronthaul routes. Tightening tonnage and firm fixtures mid-to-late week culminated in a strong Fronthaul fixture resulting in the C9 index pushing up by $1,126 today to end the week at $38,719.

Panamax

This week was characterized by fragmented activity due to various holidays around the world. In the Atlantic basin, fresh demand was minimal, but with a modest tonnage count, rates remained steady for most of the limited trans-Atlantic and front haul fixtures. Notably, a scrubber-fitted 82,000-dwt vessel delivered in the Spanish Mediterranean secured a rate of $17,750 for a trip via North Coast South America to the Far East. South America saw little change throughout the week, with rates starting to feel some pressure for end-May arrivals in Asia, and only a few fixtures emerging. Asia, also affected by holidays, lacked momentum despite increased coal demand from Indonesia and Australia. Indonesian round coal trips were the most active, starting the week around $11,500 but dropping to approximately $10,850 by week’s end. With minimal support from the FFA market, there was limited period news. However, at the start of the week, an 82,000-dwt vessel delivered in China achieved a rate of $12,000 for 8/10 month’s period.

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Landmark IMO deal set to shake up shipping

A decisive moment for global shipping regulation unfolded last week as the International Maritime Organization’s (IMO) Marine Environment Protection Committee (MEPC) concluded its 83rd session, which culminated in the approval of draft amendments establishing the ‘IMO Net-Zero Framework’. This 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 ‘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.

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Fed may need to stay patient on rates until summer, Bostic signals

New policies under the Trump administration are placing the U.S. economy in “incredible flux,” Atlanta Federal Reserve Bank President Raphael Bostic said on Thursday, and he suggested it is unlikely that the Fed will have enough clarity to move on interest rates before late spring or summer.

“There’s a lot of transition that’s happening, and in the midst of this transition it’s hard to know exactly where things are going to land,” Bostic said at an event hosted by the Birmingham Business Journal. He ticked off a list that included tariffs, trade policy, unpredictable bounces in inflation, consumer sentiment that is turning negative, immigration policy and its impact on the labor force, energy policy, tax policy, federal spending and geopolitics.

“I’d be surprised if we got a lot of clarity before the late spring or into the summer,” he said. “We’ll have to just sort of really be patient.”

The Federal Reserve will hold its next policy-setting meeting on March 18-19. Policymakers are expected to keep short-term borrowing costs in their current 4.25%-4.50% range.

President Donald Trump, since his January inauguration, has introduced a series of tariff actions followed by partial rollbacks or reprieves that have whipsawed industry and financial markets and contributed to financial market bets on earlier and additional Fed rate cuts.

Interest-rate futures contracts are now pricing in a better-than-even chance that the Fed will resume cutting U.S. short-term borrowing costs in May, with two more reductions to follow over the course of the year. Fed officials at the end of last year had projected just two rate cuts this year.

Bostic said tariffs will mean higher prices at some point for American households, which are already struggling with elevated costs, though whether that translates to higher inflation “is an open question.”

Other policies under the new administration, like deregulation and energy production, are fueling business optimism, he said.

After the Fed cut rates by a full percentage point last year, Bostic said he began this year thinking that he would need some time to assess the state of the economy before supporting any further action.

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Baltic Sea shipping tax could pay for undersea cable protection, says Estonian minister

Shipping firms may need to pay a fee to use the Baltic Sea, one of the world’s busiest shipping routes, in order to cover the high costs of protecting undersea cables, Estonia’s defence minister said on Wednesday following a spate of breaches.

NATO said last week it would deploy frigates, patrol aircraft and drones in the Baltic Sea after a series of incidents where ships have damaged power and communications cables with their anchors in acts of suspected sabotage.

In addition to the patrols, Defence Minister Hanno Pevkur said countries are weighing other measures to protect cables, including installing sensors to detect anchors dragged across the sea floor or constructing casings or walls around the cables.

But this will come at a cost, and whether countries or cable operators end up paying for it, consumers may be left ultimately footing the bill through higher taxes or utility costs.

Another option, Pevkur said, is levying a tax on vessels that sail through the Baltic Sea, that is bordered by eight NATO countries and Russia.

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Natural gas demand from US LNG export plants heads for first decline in 8 years

Demand for U.S. natural gas to produce liquefied natural gas (LNG) for export this year is headed for its first decline since the country started exporting the super-chilled fuel from the lower 48 states eight years ago.

The U.S. is the world’s largest exporter of the superchilled gas and a key provider of gas to Europe in the wake of Russia’s invasion of Ukraine. Natural gas prices have remained relatively high in Europe as the expected U.S. growth in output in 2024 has not materialized and the continent is bracing for a new gas price shock as colder winter weather depletes stocks.

Natural gas drillers have profited from robust demand from LNG export plants especially since sanctions on Russian gas boosted European demand for U.S. LNG. Producers have indexed some output to global LNG prices, so slowing flows of gas to LNG export plants means they have less incentive to grow output.

Since 2016, when Cheniere Energy’s LNG.N Sabine Pass export plant in Louisiana shipped its first cargo, feedgas to the plants increased every year, even in 2020 when lockdowns during the COVID-19 pandemic slashed demand for energy.

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Guangzhou Shipyard International delivers first of four ro-pax ferries to MSC | Rig Jobs

The first vessel of four ro-pax ferries ordered by MSC Mediterranean Shipping Group from Guangzhou Shipyard International has been delivered and officially named GNV Polaris, according to the company’s release.

GNV, the passenger business unit of MSC Mediterranean Shipping Group, and Guangzhou Shipyard International, a subsidiary of China Shipbuilding Group, have a contract to build four luxury ro-pax ferries.

The new ro-pax ferry will join the fleet of Grandi Navi Veloci (GNV), the passenger ferry operator of MSC Mediterranean Shipping Group, and will commence operations in Europe in January 2025 in the Mediterranean region.

GNV Polaris is a 1,500-ro-pax vessel with 3,100 linear meters of rolling stock. This is the first time that a ro-pax passenger vessel independently designed, specified and built in China will operate in Europe.

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Greece: Getting ready for a rebound | Maritime Crew

 Surprisingly soft recent growth numbers

After a solid second quarter, Greek seasonally adjusted GDP came in surprisingly soft in the third quarter of 2023, flat on the quarter (from 1.1% in 2Q23) but still amply positive on the year at +2.1% (from 2.6% in 2Q23). Lower government expenditure and soft exports were part of the explanation, together with slower consumption as pent-up demand weakened. However, consumption data looked somewhat puzzling given the country’s strong inward foreign tourism flows over the summer.

Growth-wise, the impact of floods which hit central Greece in September should have been contained in the third quarter, but more might show up in fourth quarter data, even though public funds might partly compensate. Having hit a relevant food-producing area, the floods have likely already had a role in keeping upward pressure on food prices, which, in November, were still growing at a strong 9% yearly rate.

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Palm ends lower on weaker Malaysian exports, Dalian gains cap losses | Sailor Job

Malaysian palm oil futures finished more than 1% lower on Monday following reports of lackluster exports this month, although gains in competing edible oils on the Dalian Commodity Exchange limited the downward trend.

The benchmark palm oil contract FCPOc3 for November delivery on the Bursa Malaysia Derivatives Exchange dropped 51 ringgit, or 1.29%, to 3,911 ringgit ($840.71) per metric ton.

Exports of Malaysian palm oil products during Aug. 1-25 were seen falling between 4.3% and 7.8% from a month-ago period, independent inspection company AmSpec Agri Malaysia and cargo surveyor Intertek Testing Services said on Friday.

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Best practices and safety considerations for nickel ore shipments | Shore Jobs In Shipping

General

The period from April to November marks the traditional typhoon season in the waters of the Philippines and China, coinciding with the peak season for nickel ore transportation in the Philippines. Typhoons and tropical storms pose significant challenges to the safe shipment of nickel ore. These weather conditions increase the moisture content before loading and cause severe rolling and pitching during the voyage and which in turn may result in liquefaction and shifting of the cargo.

Recently, a vessel covered by Skuld experienced a cargo liquefaction incident while en route to the discharge port. A vessel covered by another Club also faced a similar incident.

Best practice

The liquefaction of nickel ore during shipment can be attributed to two key factors, the moisture content of the cargo and the rolling and pitching of the vessel during the voyage. These factors, one internal and the other external, are both necessary conditions for cargo liquefaction to occur. However, by effectively monitoring and controlling these factors, the risk of liquefaction can be significantly reduced.

Closely monitoring moisture content of the cargo during loading and carefully managing navigation during passage are the best practices for preventing liquefaction incidents in nickel ore shipments.

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