Peru's New Chinese Megaport Reveals a Refined Belt and Road

China’s gain is America’s loss as deal wraps up control of key Latin American port for more than half a century.

New cranes arrive at the freshly-built port of Chancay, Peru, 2024 (COSCO)

Published Dec 15, 2024 8:28 PM by The Lowy Interpreter

 

 

[By Selwyn Parker]

China should be extremely grateful to the Peruvian government of Dina Boluarte. Courtesy of her Congress, which rewrote the rules of foreign ownership to make it happen after a long dispute with the country’s ports authority, China’s state-owned Cosco shipping giant has wrapped up exclusive use of Peru’s brand-new Chancay deep-water megaport for up to 60 years.

Numerous other benefits come with the deal. For a relatively small investment of about US$1.6 billion – its share of the total $3.6 billion cost – Cosco has a 60 per cent stake. China also gets an important new connection between China and Latin America in the form of two new container shipping routes.

Simultaneously, the logistics costs of China’s exports into the region will fall significantly, and the revenues of the operator, Cosco Ports, will increase. There will also be further opportunities for Chinese connections in the region, as President Xi Jinping made a point of mentioning when he officially opened the port in mid-November.

Once again, China’s Belt and Road strategy has beaten the United States to the punch. Located 80 kilometres from the capital Lima, the port symbolises America’s continuing and costly neglect of Latin America. It says much that Peru, a nation of 38 million, already has a substantially bigger trade with China ($36 billion) than it does with the United States ($21 billion) when it should, of course, be the other way around.

American neglect

Outgoing President Joe Biden’s state visits to Peru and Brazil in November are only his second to South America during his entire term. As the Atlantic Council points out: “At both stops he will seek to regain US momentum but without much to offer following Democratic Party losses last week.” Donald Trump made just one visit to this region of 33 countries in his last term and that was to Argentina.

Meantime, the port is a classic Belt and Road operation that takes more than it gives. While it promises to boost Peru’s exports into the Pacific, deliver $4.5 billion a year in revenues, and create 8,000 jobs, its construction was mired in controversy. Peru’s Ojo Público news outlet notes that Cosco and Volcan, a local mining group that shared construction, were able to seize a large maritime area that was supposed to be earmarked for defence, start work without any environmental studies (landslides during construction of a 1.8-kilometre-long tunnel buried homes), and bought up publicly owned land at less than a dollar a square metre. Compensation claims of local protest groups “were met with indifference and harassment”.

Senior US military are also concerned. Last year, General Laura Richardson of the US Southern Command warned that China is “on the 20-yard line of our homeland”, citing Chancay’s potential to be a dual-use facility, accommodating military vessels. If that were to happen, Cosco Ports would be in the middle.

“If a conflict were to break out in, for example, Taiwan or the South China Sea, this global network of 38 Cosco-operated ports could pose a serious logistical challenge for foreign militaries looking to move ships or supplies to the Indo-Pacific”, warns the Atlantic Council.

And it’s now 39 ports. In October, Cosco bought a substantial stake in Thailand’s largest container port, Laem Chabang, for US$110 million, according to its website. Extremely profitable according to its latest accounts, Cosco claims a 28 per cent profit on a fast-growing income, about a quarter from its overseas ports. As of late 2024, Cosco was building and/or operating ports in strategic waterways from the Aegean Sea to the Panama Canal.

The Atlantic Council believes it’s high time Western countries stepped in with their own capital projects in order to “counter malign Chinese (and Russian) influence in Latin America and the Caribbean”. These should be “attractive and affordable alternatives for regional economic development” that would be based on investment in projects that would serve as alternatives to Beijing-backed initiatives. The problem may be that Western-style capitalism cannot compete with China’s state-managed version. For instance, no American firm bid for the major expansion of Colombia’s Bogota metro, while three Chinese firms did.

Meantime, as the Lowy Institute’s latest Pacific Aid Map shows, China is refining its Belt and Road strategy in the Pacific through “a resurgence in new project commitments [that] signal a revival in Beijing’s engagement with the region”. In concrete terms, China is targeting specific countries with big-ticket grants rather than loans while handing out “high-frequency smaller grants administered through its embassies”. The Solomon Islands’ Constituency Development Fund has, for example, banked “a large-scale direct budget transfer” from Beijing, while Kiribati’s Social Stability Fund is a recipient of a substantial transfer, also courtesy of Beijing. As the Institute explains, each of those loans is “characterised by weak accountability mechanisms”. (No reference to these grants can be found on either country’s official government sites.)

Death knell

Peru’s new port may mark the death knell of another epic project – a gigantic, 125-kilometer-long canal through Nicaragua that would rival the Panama Canal. Originally mooted more than a century ago, it was revived in 2013 by a shadowy Chinese company called HKND that committed to building the canal before 2020. “World trade has been so developed today that it needs a new canal,” said its promoter Mr Wang Jing. Progress went as far as a 50-year right issued by the Nicaraguan government, renewable for a further 50 years, but little has been heard since.

Meantime, Peru’s new port expands Chinese economic influence deep into the country and beyond. Very much designed for the future, it can handle a million containers, six million tons of bulk cargo and, in a big boost for China’s automotive sector, 160,000 vehicles. A 1.8-kilometer-long tunnel leads straight to the Pan-American Highway. Next up will be a regional distribution hub that will essentially warehouse Chinese-made goods destined for South America.

In short, an economic beachhead for China in Latin America to the cost of the United States.

Selwyn Parker is an author and journalist specialising in Asia-Pacific, European and Latin American issues. This article appears courtesy of The Lowy Interpreter and may be found in its original form here. 

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

 

Port Tampa Bay Welcomes PLRS Crane to Improve and Expand Capabilities

Published Dec 17, 2024 11:30 AM by The Maritime Executive

 

[By: Port Tampa Bay]

Port Logistics Refrigerated Service (PLRS), which operates a cold storage and marine container terminal at Port Tampa Bay, debuted a new Konecranes Gottwald Generation 6 Mobile Harbor Crane today. The new crane was already at work, offloading cargo from the Dole Aztec, which arrived with fresh produce from Central America. The new crane, purchased by PLRS, is an energy-efficient addition to the facility's current two high-speed Gottwald models and will help to expand, quicken, and improve refrigerated and break-bulk cargo handling while enhancing heavy lift capabilities at PLRS.

“The new Gottwald crane adds to our significant and expansive capabilities and increases our customer support within the containerized, break-bulk and heavy lift cargo markets,” explained Nate Pitmon, Vice President & Executive Managing Director of Port Logistics Refrigerated Services.

“With addition of the new crane and the ongoing expansion of our facility, we are positioned to rapidly grow our customer base and are open to new market opportunities,” said Russell Smeback, CFO and VP Business Development for Port Logistics Refrigerated Services.

“As Florida’s population continues to grow, it is important to serve the state’s largest food and beverage sector, which sits in the Tampa/Orlando I-4 corridor. PLRS has been a terrific perishable cargo partner, and we celebrate the expansion of their capabilities with the addition of a third crane,” explained Paul Anderson, President & CEO of Port Tampa Bay.

“We are pleased to see our strategic partner, Port Logistics Refrigerated Services, make an investment that will improve their operational efficiencies. As our trade with Latin America grows, PLRS is staying ahead of the curve and ensuring they have the infrastructure ready to meet market demands,” said Raul Alfonso, Executive Vice President and Chief Commercial Officer.
PLRS is home to a 135,000-sq.ft. facility designed to handle large volumes of imported and exported cargo, specializing in fresh produce, proteins, and other perishable food and beverage commodities. Regional imports and exports are currently being shipped to and from Guatemala, Honduras, Mexico, and Costa Rica. The facility’s temperature-controlled warehouse contains separate refrigerated/frozen rooms containing more than 4,000 pallet positions, 250 reefer plugs expanding to over 500 in 2025, and a fumigation building. PLRS is a full-service, flexible, and independent self-contained port terminal operation situated on 13.7 acres along BERTH 219 and features its own Radiation Portal Monitor.

Additionally, the facility has an on-site customs inspection area, dedicated refrigerated fumigation services, and a customs lab, with the ability to expand to add ripening rooms and repacking services. It is conveniently located at Berth 219 and can simultaneously accommodate two large ships and barges while offering quick access to CSX railways and the I-75/275 and I-4 transportation corridor. The Tampa/Orlando I-4 Corridor is the state’s largest and fastest-growing market, as well as Florida’s distribution hub for the grocery/food and beverage sector. In addition, other Southeastern markets such as Atlanta and Charlotte are accessible by truck with one-day runs, improving supply chain logistics for the Southeast United States.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

 

Italy's Counter-Migration Laws Force MSF to End Rescue Vessel Ops

MSF personnel engage in an at-sea rescue in the Central Mediterranean (MSF file image)

Published Dec 15, 2024 8:10 PM by The Maritime Executive

 

 

Italy's counter-migration policies have forced the migrant rescue vessel Geo Barents to leave the Central Mediterranean route, operator Doctors Without Borders (MSF) confirmed Friday. 

MSF and its peer NGOs have operated a small fleet of rescue vessels in the central Mediterranean for years, finding unseaworthy migrant craft and saving the occupants before or during a sinking. Their stated mission is to reduce the route's fatality rate and to save the migrants from further abuse in Libya's notorious detention centers. In Italy, however, these rescue NGOs are often viewed as facilitators of migration, as the rescue vessels deliver hundreds of foreign nationals to Italian shores every time they dock. 

In January 2023, the Italian Parliament passed a controversial counter-migration law sponsored by the government of Prime Minister Giorgia Meloni. The law requires Good Samaritan rescue vessels to head to port immediately after each rescue, foregoing additional rescues even if they are in the immediate vicinity of people in distress. The law also allows authorities to designate faraway ports for disembarkation, effectively taking each rescue vessel off-station for days by making it transit from the Libyan EEZ to northern Italy after each rescue. The captains and NGOs are liable for fines of up to $50,000 and vessel impoundment for violations. Italy has vigorously enforced these requirements, repeatedly detaining rescue vessels for weeks at a time. 

For the past year, rescue NGOs have complained that Italy's counter-migration measures - along with port state detentions for alleged deficiencies - have impeded their work. The NGO Doctors Without Borders (MSF), which operates the rescue vessel Geo Barents, reported Friday that it will have to withdraw from its at-sea rescue mission because of the impact of repeated detentions. 

"Italian laws and policies have made it impossible to continue with the current operational model," MSF confirmed. 

In the past two years, Geo Barents has been detained four times and has spent a total of 160 days held in port, MSF reported. When not in port, the ship has spent about half of its operating hours transiting to and from officially-designated ports in northern Italy, more than 800 nautical miles away from the rescue zone.

MSF says that it has rescued about 94,000 people in the Mediterranean since 2015, including about 12,700 people in 190 operations aboard Geo Barents. The NGO's leaders say that they will look for ways to return to this mission in the future, but for now they are suspending rescue operations. 

"After careful consideration, we have come to the conclusion that it is untenable to operate the Geo Barents under such absurd and senseless Italian laws and policies," says Juan Matias Gil, MSF search and rescue representative. "The rescue capacity of humanitarian vessels is significantly under-utilized and actively undermined by the Italian authorities."

 

Great Lakes Bulker Refloated After Three Weeks Stuck on St. Lawrence

Tim S. Dool was refloated after more than three weeks stuck on the St. Lawrence (SeawayNNY)

Published Dec 16, 2024 5:45 PM by The Maritime Executive

 

Canadian and U.S. officials are confirming that the efforts to refloat the Great Lakes bulker stuck in the St. Larence River for more than three weeks were finally successful. The Tim S. Dool (28,471 dwt) was pulled free of the shoal on Monday morning, December 17, and moved to a berth to undergo further inspections.

The 57-year-old laker was only able to be pulled free after crews had been lightering the vessel since last Thursday, December 12. The ship was sailing through the St. Lawrence Seaway with a load of wheat grain when it ran aground in U.S. waters southwest of the Eisenhower Lock, near Massena, New York. Because it is not a self-loader the operation required bringing in a crane and barges and a slow painstaking effort of taking grain off the vessel. 

The operation stopped on Sunday night when they felt a sufficient amount of weight had been removed. During the week, observers saw other vessels alongside servicing the ship and its crew.

Two tugs were seen tied to the Tim S. Dool this morning and at high tied they began pulling. The vessel was also using its power, and shortly after 0800, it was reported that they had the ship free of the shoal which was outside the navigation channel. The U.S. Coast Guard had reported that operations on the St. Seaway in the area would be suspended during the refloating operation. There had been speed restrictions on the river during the lightering operation but it had remained open to other vessels.

The tugs Ocean Tundra and Ocean Serge Genois accompanied the vessel to a berth in Wilson Hill, New York. The Coast Guard reported the vessel’s hull would undergo a further survey but so far there had been no signs of pollution from the ship or significant water ingress. The crew was not injured in the grounding.

It was unclear what caused the vessel to veer outside the shipping channel and ground on November 23. After an initial survey, three tugs had traveled from Montreal. They were unsuccessful in attempts to refloat the vessel leading to the decision to begin the lightering operation.

It comes as the St. Lawrence Seaway and ships race to move the final loads of the season before the shipping lane begins closing for the winter. Management announced the plan is to close the navigation season on January 5, 2025, in the Montreal-Lake Ontario section and on January 10 in the Welland Canal.

 

Salvors Arrive to Pump Fuel Off of Lost New Zealand Survey Ship

The submerged wreck of HMNZS Manawanui is visible, along with a light sheen, in this file image from Oct. 2024 (NZDF)

Published Dec 16, 2024 10:04 PM by The Maritime Executive

 

 

A deck barge with oil removal equipment has arrived in Apia to pump off fuel from HMNZS Manawanui, the New Zealand survey and salvage ship that ran aground and sank off Samoa on October 5. Due to a variety of contracting, permitting and logistics challenges, it has taken 10 weeks for the New Zealand Navy to select a commercial salvor and mobilize to the site, and work to remove the Manawanui's remaining fuel will finally begin once the last approvals are in hand and the contractor is ready. 

The salvors’ tug and barge have arrived in Apia, Samoa, and the salvor is now "working through the necessary approvals and permissions from the Samoan government to allow the fuel and other pollutants removal to commence." While awaiting administrative sign-off, the contractor's crew is working on setting up the fuel extraction equipment and clearing the decks for dive operations. 

The team also has to confirm locations for the barge's mooring system, which will hold it steady next to the reef while fuel is being pumped out. “The NZDF has specialist engineering and dive personnel providing oversight and professional advice to the salvors. This response is complex and technical, and it’s extremely important we do a careful and thorough job," said NZDF's cleanup operation commander, Commodore Andrew Brown. As in so many salvage projects, weather and sea state will drive the timeline and determine when and how much the response team can do. 
                                                                                                                                                                        
Ahead of the removal operation, local officials and elders held a "clearing the way" blessing for the barge and the dive team, in line with Samoan customs. Nearby residents are invested in the process: fishermen from local villages report that they smell diesel floating in with the tide, and some have discussed organizing a lawsuit to seek compensation. The NZDF has emphasized that any releases are small and that the vast majority of the ship's fuel is contained in its tanks.  

"The safe removal of fuel and other pollutants from HMNZS Manawanui is absolutely critical. New Zealand is determined to do the right thing as we know how important the coastal and marine environments are to the people of Samoa, especially those on the southwest of Upolu," said Commodore Brown. 

A preliminary investigation determined that the bridge team on Manawanui left the autopilot on and then attempted to make manual course corrections with the helm controls, allowing the ship to run aground. Three bridge team members could face disciplinary proceedings. 

 

Anemoi Completes Installation of Rotor Sails Onboard Vale VLOC

Sohar Max with Anemoi Rotor Sails Image Credit: Anemoi Marine Technologies/Vale S.A.

Published Dec 17, 2024 8:00 AM by The Maritime Executive

 

[By: Anemoi Marine Technologies]

Anemoi Marine Technologies completed the installation of five Rotor Sails onboard the 400,000 dwt Very Large Ore Carrier (VLOC), Sohar Max, making it the largest vessel to receive wind propulsion technology to date. Sohar Max is a first generation Valemax, built in 2012 in China’s Rongsheng shipyard.

The project showcased global collaboration between Brazilian mining giant Vale S.A., Omani shipowner Asyad and UK-based Rotor Sail provider Anemoi.

The five 35 m tall, 5 m diameter Rotor Sails were retrofitted onboard Sohar Max at the COSCO Zhoushan shipyard in China, in October 2024. In addition, Anemoi has installed its bespoke folding deployment system, which will enable to sails to be folded from vertical to mitigate any impacts on the vessel’s cargo handling operations.

With the installation of the Rotor Sails, it is expected that Sohar Max will now be able to reduce its fuel consumption by up to 6% and cut carbon emissions by up to 3,000 tonnes annually. Sohar Max has just completed a voyage to Tubarao, during which the rotor sail test period began and testing will continue on future voyages.

“Since 2010, Vale has been operating with highly efficient ships and, in recent years, has fostered initiatives for the adoption of wind energy, which will play a central role in the decarbonization of maritime transport of iron ore,” says Vale’s Director of Shipping, Rodrigo Bermelho. “This project reinforces this tradition of Vale’s shipping area of investing in innovation and stimulating the modernization of the fleet to reduce emissions, in partnership with shipowners.”

“This is an exciting landmark project for Anemoi, and wind propulsion in general, as it demonstrates the significant impact wind energy has on even the largest vessels. Installing our Rotor Sails on this scale is a proud moment, showcasing our award-winning technology on another ore carrier,” said Nick Contopoulos, Chief Production & Partnerships Officer of Anemoi Marine Technologies. “We are thrilled to be a part of Vale and Asyad’s ongoing sustainability plans and to support their efforts in driving decarbonisation across the maritime industry.”

“We extend our deepest thanks to all our partners who made this retrofit possible. Together, we’re advancing meaningful change and driving the industry towards a greener future.” he added.

In October 2024, Vale announced it is also set to install Anemoi’s Rotor Sails onboard the 400,000 dwt VLOC NSU Tubarao, which is owned by NS United Kaiun Kaisha. The project, which is due for completion in September 2025, is expected to achieve significant reduction of fuel consumption and carbon emissions.

These projects with Vale are the latest in a series of ongoing installation projects Anemoi has with some of the world’s biggest shipowners and operators, which are looking to harness wind energy to increase the efficiency of their vessels by reducing fuel consumption and carbon emissions.

Rotor Sails are being increasingly embraced by shipowners who are aiming to achieve net-zero emissions and enhance the energy performance of vessels. Rotor Sails are a compact technology that offer a large thrust force to propel ships, helping them comply with pivotal international emission reduction benchmarks such as CII and EEDI/EEXI.

The products and services herein described in this press release are not endorsed by The Maritime Executive.

Kite Stacks for Vessel Propulsion

File image courtesy John Vetterli / CC BY SA 2.0

Published Dec 17, 2024 10:36 PM by Harry Valentine

 

 

Kite builders have for decades installed multiple kites on a single control line, forming an airborne train of kites that are usually flown in light wind conditions. Hobbyists have adapted frame-less kites to surfboard propulsion. Large-scale frameless kites have been adapted to propel boats using cross winds and trade winds, and there is scope to adapt such kites into trains to provide vessel propulsion.

Introduction

The history of kite-based boat propulsion dates back over several hundred years when frame kites were used to tow boats over short distances, when wind direction was suitable. At the time, kite frames were made from bamboo tied together with hemp or silk thread. Woven silk was used as flight material and hemp thread used as the towing line. The idea of installing multiple kites along a single line also dates back over a period of centuries, including to tow small boats over short distances across open sea.

Single large frame-less kites are presently used to assist in vessel propulsion, usually sailing parallel to a trade wind in the case of large vessels, or perpendicular to cross-winds as would be the case for passenger cruise and tour vessels. Precedent involving trains of kites made from bamboo and silk suggests suggest adaptation of large frame-less kites for modern vessel propulsion. Problems pertaining to kite train operation would revolve around storing the kites when vessels are in port, launching the kite train and retracting the kite train upon nearing the destination port.

Future Development

One of the research challenges would involve storage, launching and retracting trains of frame-less mega-size kites, while another challenge would revolve around development of suitable lightweight high-strength tether material capable of enduring severe ocean weather conditions. If a single kite can offer 2% of vessel propulsive requirements, research needs to establish whether a train of 10 kites at progressively higher elevations between 3,000 feet and 5,000 feet would be able to provide up to 20% of vessel propulsive requirements. There would be need for night time illumination of kite trains to alert small, low flying aircraft.

Borrowing from maritime history, clipper ships of a bygone century carried international trade sailing parallel to and propelled mainly by trade winds. Modern technology allows wind-powered vessels to use more powerful wind energy that blows at over double the speed, at over 3,000 feet elevation and offering many times the pulling force. Accessing high altitude wind energy that blows at double the speed difference between wind speed and boat speed would offer the potential of eight times the power from a parallel trade wind. There would be potential to install multiple kite trains at mast spacing to convert energy from cross-winds to propulsive power.

Material Requirements

Kites assembled into airborne trains for trans-ocean propulsion will need to combine high strength with light weight, be waterproof, be resistant to solar UV radiation and endure repeated operation during severe weather conditions over many years, using synthetic textiles such as Kevlar and woven glass fibre fabric. While frame-less wind-inflated kites have been made from nylon fabric and polyester fabric, repeated long-duration exposure to solar UV radiation will eventually break the chemical bonds that keep such fabric intact.

Lightweight, ultra-high strength and weather resistant tethers would connect airborne stacks of mega-size kites to the decks of ships. Multiple tethers made from any Kevlar, glass fiber, or carbon fabric would likely be suitable for vessel towing applications.

Super-Kites

Kite enthusiasts and hobbyists have developed kites controlled by multiple tethers, allowing a ground-based operator to adjust tilt and angle relative to wind direction to move the kite sideways or vertically. While most super-kites include a frame, frame-less super kites would need to form the basis of future vessel propulsion. When sailing parallel to trade winds, the width of the vessel would determine how many parallel kite-trains would pull the vessel.

Sailing in crosswinds allows for installation of kite-trains along the length of a vessel, at spacing equivalent to mast spacing on a wind-driven sail ship. There may be scope to experiment with an extended length catamaran vessel based on canoes, involving multiple kites intended for surfboard propulsion and installed at mast-spacing in parallel kite-trains along the length of the vessel, with up to 10 kites per tether.

Launching and Retrieval

When a ship is in port, stacks of propulsion kites would need to be retracted and contained in a storage area, perhaps inside an extension built into the upper region of the bow. Tugs would move the ship from quayside and from the port terminal area, where kites might be unfurled and launched skyward. The tethers would be unrolled from drum spools that could be coordinated to adjust kite tilt angle and flight elevation. Wind speed and tether tensile strength would determine flight elevation. 

On approach to destination ports, readjustment of kite tilt angle would reduce flight elevation and allow for reeling in of tethers. The combination of kite retrieval, folding and packing into storage would require a step-by-step procedure involving one kite at a time. Deck based machinery would need to repeatedly connect to each tether upstream of each kite to allow for each kite in the stack. The process would likely take 2 to 4 hours depending on the number of mega-size frameless kites in the stack, which could number as high as 50 kites.

Conclusions

 Kites and trains of small kites have been used to tow small vessels over short distances in Asia, when winds were suitable. It is theoretically possible for kite-trains or stacks of kites to gain access to sufficient propulsive power to propel large vessels. The main constraint will be the tethers or towing cables that will need to combine immense tensile strength with low weight and extended usable service life in repeated adverse weather conditions, at competitive cost.   

Top image courtesy John Vetterli / CC BY SA 2.0

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

 

Trapped Ships Freed as Temporary Locking Begins on Germany’s Moselle River

First vessel transited today using the temporary lock system (WPA)

Published Dec 16, 2024 2:58 PM by The Maritime Executive

 

A temporary locking scheme was developed at the Müden lock on the Moselle River in an effort to free some of the trapped vessels after an accident destroyed the lock gates. While it was successful and the first vessel cleared the lock on Monday morning, December 16, the WPA Mosel-Saar-Lahn authority emphasizes it is a limited temporary solution until the lock can be repaired likely in the spring of 2025.

Starting late last week, the authority began making preparations and testing its temporary solution. On Saturday they performed a test locking operation to permit ships to begin to move downstream. Late last week they removed the two gates that were destroyed when a cargo ship failed to stop and hit the gates during a locking operation. The lock was drained and inspected, and some additional welding work was completed to prepare for the temporary operation.

 

Bridges normally used for maintenance are forming a temporary gate to permits vessels to travel downriver (WPA)

 

They are using the lock beams which are normally used to close the lock for maintenance and have to be set by crane. The process permits them to flood the lower chamber, move a vessel in, and lower the vessel, but they point out that once the operation begins they have no way to stop it. It takes about two hours to clear an individual vessel.

Monday morning, the GMS Allegria, a 262-foot (80-meter) cargo ship was first to proceed using the new method. The vessel is loaded with malting barley. Once the vessel was secured and the upper gate set, the water level began to decline. It took about 30 minutes to lower the vessel so that it could proceed on the Moselle.

The lock at Müden is critical as it permits larger cargo ships carrying metal scrap, agricultural products such as grain or rapeseed, tankers, and some passenger vessels access between the Rhine and the Saar and moving between Germany, France, and Luxembourg. A limited amount of the cargo can be moved by rail or road but parts of France and Luxembourg were stranded by the accident.

 

With the temporary gate in place, the damaged lock gates were removed last Friday (WPA)

 

Over the weekend, the WPA completed a survey with 74 vessels all moored above Müden and backed up to France registering for transit. Priority is being given to the ships laden with cargo, three tankers, and six passenger ships. In addition, five push barges registered, and two ships moving containers. A further 29 vessels are empty.

The authorities expect to be able to free five to six of the trapped ships a day with the goal of having them all out by the end of the year. They, however, noted that due to the shortened length of the lock push convoys are currently a problem. They no longer fit in the chamber.

Plans are underway for the full repairs. Many of the parts however will need to be individually fabricated leading to the expectation that it will take months to restore full operations and two-way vessel traffic on the Moselle.

 

Navigating Methane Slip: A Key Step Towards Maritime Decarbonization

Juha Kytölä, Director of R&D and Engineering at Wärtsilä

Published Dec 17, 2024 5:06 PM by Wärtsilä

 

 

As the shipping industry embraces liquefied natural gas (LNG) as a transitional fuel on the road to the 2050 net-zero emissions target set by the International Maritime Organisation (IMO), understanding and mitigating methane slip—the unintended release of unburned methane during the combustion process—becomes imperative for vessel owners and operators. According to Clarksons Research, in the first half of 2024, alternative fuel investments accounted for about one-third of all newbuild orders and 41% of the tonnage ordered. Key orders included LNG (109 orders, 51 excluding LNG carriers), methanol (49 orders), ammonia (15 orders), LPG (42 orders), and hydrogen (4 orders).

This surge in LNG adoption is partly driven by uncertainty surrounding the availability and pricing of more sustainable future fuels, which has supported continued interest and investment in LNG as a viable bridging fuel for the maritime sector.

Methane, the primary component of LNG, is a potent greenhouse gas with a global warming potential (GWP) approximately 28-34 times greater than carbon dioxide (CO2) over a 100-year period. Although methane slip occurs in relatively small percentages, its substantial GWP makes it a significant environmental concern, particularly in the context of maritime decarbonization.

Juha Kytölä, Director of R&D and Engineering at Wärtsilä, emphasizes the critical nature of addressing methane slip: “Methane has a much higher global warming potential than CO2. Reducing methane emissions is not just an environmental necessity but also a strategic move to enhance the overall sustainability and efficiency of maritime operations. By tackling methane slip, we assist with decarbonization efforts while also improving the economic performance of shipping fleets.”

Methane slip in the maritime industry

Compared to traditional marine fuels, LNG offers notable environmental benefits, including lower CO2 emissions, virtually zero sulfur emissions, and a significant reduction in nitrogen oxides (NOx) by approximately 85%. Additionally, LNG infrastructure continues to expand with little sign of this slowing in the immediate future, providing a strong argument for ship owners weighing up the practicalities of potential emissions reduction pathways for vessels.

However, the long-term viability of LNG as a marine fuel is contingent upon effectively addressing methane slip. Elevated methane emissions undermine the environmental advantages of LNG, posing a challenge to the industry's decarbonization objectives. Consequently, reducing methane slip is not only an environmental imperative but also a matter of operational efficiency and cost-effectiveness for ship owners.

Addressing methane slip requires an approach that encompasses advancements in engine technology, combustion efficiency, and fuel management. Leading the charge is Wärtsilä, a prominent player in marine engine manufacturing, which has developed innovative solutions to minimize methane emissions.

Wärtsilä’s NextDF technology enhances combustion efficiency, ensuring more complete fuel burn and thereby reducing methane slip and NOx emissions significantly. “By optimizing fuel distribution within the combustion chamber, NextDF ensures that each cylinder operates at peak efficiency, drastically minimizing the chances of unburned methane escaping into the atmosphere. This not only helps in meeting regulatory standards but also significantly enhances the economic viability of using LNG as a marine fuel,” Kytölä explains.

The role of bio-LNG in future fuels

While LNG serves as an effective transitional fuel, the maritime industry is also exploring the potential of Bio-LNG to further mitigate its carbon footprint. Bio-LNG, derived from sustainable biomass sources, offers a drop-in solution compatible with existing LNG infrastructure and engines. This compatibility facilitates a seamless transition to lower-carbon operations without necessitating significant retrofits or additional investments.

Kytölä continues: “Ship engines that use LNG can later transition to biofuels, such as biogas, without needing major retrofits. This flexibility is crucial for the maritime industry’s long-term decarbonization strategy, as it allows for incremental improvements and the integration of more sustainable fuel options as they become available – and available in the quantities and locations required.”

The adoption of Bio-LNG is projected to grow, with estimates suggesting it could meet up to 3.1% of the shipping sector’s energy demand by 2030, increasing to 12.6% by 2050. When blended with fossil LNG, Bio-LNG’s contribution to energy demand coverage expands substantially, enhancing its viability as a sustainable fuel option. The flexibility of LNG engines to switch to Bio-LNG without major modifications positions Bio-LNG as a critical component in the long-term decarbonization strategy of the maritime industry.

Adding methane slip into the equation

The development of accurate methane emissions measurement and reporting protocols is crucial for establishing transparent and reliable emissions inventories. Enhanced measurement techniques will enable more precise monitoring and management of methane slip, facilitating better regulatory compliance and informed decision-making.

“Looking ahead, the maritime industry is likely to embrace a multi-faceted approach to reducing greenhouse gas emissions – not just focus on carbon emissions. This requires not only advancing engine technologies and adopting cleaner fuels but also implementing operational strategies that optimize vessel performance and fuel efficiency. Hybrid solutions, retrofittable engine upgrades, and the integration of emerging fuel technologies like ammonia and methanol further diversify the toolkit available to ship operators striving for sustainability and all contribute towards achieving net zero,” Kytölä concludes.

The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.

 ECOCIDE

As Fuel Washes Up on Black Sea Beaches, Third Russian Tanker Reports Leak

Spilled mazut from the tankers Volgoneft 212 and 239 fouls a beach near Anapa (Russian social media)

Published Dec 17, 2024 3:15 PM by The Maritime Executive

 

 

As a massive fuel spill from the lost tankers Volgoneft-212 and Volgoneft-239 washes up in Russia's corner of the Black Sea, a third ship in the same fleet has reported an internal tank leak. 

According to Russian transport agency Rosmorrechflot, the aging river-sea tanker Volgoneft 212 sank in a severe storm Sunday about five nautical miles outside of the Kerch Strait. Waves in excess of 25 feet were forecast by Russia's meteorological agency in advance of the sinking. A video taken by a crewmember shows that the aging vessel broke up in the storm, and the bow could be seen floating away from the bridge deck. 

In addition, the tanker Volgoneft-239 went aground off Taman in the same storm on Sunday. Early reports on Monday indicated that this vessel was also leaking fuel oil, and the crew was evacuated for safety.

A third tanker, Volgoneft-109, reported Tuesday that it had developed an internal leak in a cargo tank. This crack was spilling fuel into a ballast tank, according to state news outlet TASS. The vessel remains stable and watertight at a position off Kavkaz, on the Sea of Azov side of Kerch Strait. The crew is still on board, attended by a salvage vessel. 

New bystander footage emerged Tuesday showing the disastrous outcome of the spills on the Russian side of the Kerch Strait. Weather has carried the fuel onto shore near Anapa, a popular destination for Russian domestic tourism, and about 15 nautical miles of beachfront are covered in sludge. Volgoneft-212 was carrying about 4,300 tonnes of mazut, a Russian and Central Asian residual fuel oil produced from low-quality feedstocks. 

Volgoneft-212, 239 and 109 were all built between 1969 and 1973, produced under a major construction program in the Soviet Union that delivered hundreds of ships for the Black Sea-Volga "river-sea" tanker and freighter fleet. Many of these aging vessels are still in service today; with Western sanctions and domestic shipyard bottlenecks, Russian operators appear to have few options for replacing them in the near future. 

 

Beyond simple solutions: Leopoldina Discussion Paper on the responsible development and use of generative AI

Leopoldina

Since programs such as ChatGPT and Dall-E have become available to the general public there has been intense discussion about the risks and opportunities of generative Artificial Intelligence (AI). Due to their ability to create texts, images, and videos these AI applications can greatly benefit people’s everyday lives, but can also be misused to create deep fakes or propaganda. In addition, all forms of generative AI reflect the data used to train them and thus the objectives underpinning their development. Both aspects elude control by institutions and norms. There are now some strategies to counteract the lack of transparency and objectivity (bias) of generative AI. However, the authors of the discussion paper, published today in English by the German National Academy of Sciences Leopoldina, warn against placing too much faith in these strategies. In “Generative AI – Beyond Euphoria and Simple Solutions” they take a realistic look at the possibilities and challenges regarding the development and application of generative AI. The authors of the discussion paper argue for a nuanced view of technologies and tools that make generative AI more transparent and aim to discover and minimise distortions. They discuss dealing with bias as an example: Without an active attempt to counteract it, AI systems reflect the respective societal and cultural relations of their database and the values and inequalities contained therein. However, according to the authors, deciding whether and how to actively counteract this bias in the programming is no trivial matter. It requires technological and mathematical, as well as political and ethical expertise and should not be the sole responsibility of developers. Strategies used to date to counteract the lack of transparency of generative AI also offer only a rather superficial solution. Users are often unable to understand how generative AI works. The still-new research field known as explainable AI develops procedures that aim to make AI-generated suggestions and decisions comprehensible retrospectively. However, the authors point out that the resulting explanations are also not reliable, even if they sound logical. It is even possible to deliberately manipulate explainable AI systems. The authors thus stress that generative AI should be used and developed with the utmost caution in cases where transparency is essential (for example in legal contexts). They also elucidate the various possibilities for deception with respect to generative AI, for example when users are unaware that they are communicating with AI, or when they do not know what AI is or is not capable of. Users often attribute human capabilities such as consciousness and comprehension to AI. The quality, ease, and speed with which texts, images, and videos can now be generated creates new dimensions for possible misuse, for example when generative AI is used for propaganda or criminal purposes. The discussion paper also addresses the issue of data protection. The success of generative AI is based partly on gathering and analysing users’ personal data. However, to date there is no convincing approach to ensure that users have the final say when it comes to the sharing and use of their data. The discussion paper has been published on the Leopoldina website: www.leopoldina.org/en/generative-ai Publications in the series “Leopoldina Discussion” are contributions by the authors named. The Academy’s discussion papers offer scientists the opportunity to present thought-provoking ideas and to encourage and guide discussions flexibly and outside of formal working group processes. The discussion paper was published in German on 17 October 2024 and an English translation is now available. It was created by the philosopher Professor Dr Judith Simon, Professor of Ethics in Information Technology at the University of Hamburg/Germany, the law expert Professor Dr Indra Spiecker gen. Döhmann, Professor of Digitalisation Law at the University of Cologne/Germany, and Leopoldina Member Professor Dr Ulrike von Luxburg, computer scientist and Professor of the Theory of Machine Learning at the University of Tübingen/Germany. The three researchers are members of the Leopoldina Focus Group “Digitalisation”. The focus group: https://www.leopoldina.org/en/policy-advice/focus-groups/digitalisation/ The Leopoldina on Bluesky: https://bsky.app/profile/leopoldina.bsky.social  The Leopoldina on X: https://www.twitter.com/leopoldina The Leopoldina on YouTube: https://www.youtube.com/@nationalakademieleopoldina About the German National Academy of Sciences Leopoldina As the German National Academy of Sciences, the Leopoldina provides independent science-based policy advice on matters relevant to society. To this end, the Academy develops interdisciplinary statements based on scientific findings. In these publications, options for action are outlined; making decisions, however, is the responsibility of democratically legitimized politicians. The experts who prepare the statements work in a voluntary and unbiased manner. The Leopoldina represents the German scientific community in the international academy dialogue. This includes advising the annual summits of Heads of State and Government of the G7 and G20 countries. With around 1,700 members from more than 30 countries, the Leopoldina combines expertise from almost all research areas. Founded in 1652, it was appointed the National Academy of Sciences of Germany in 2008. The Leopoldina is committed to the common good.