It’s possible that I shall make an ass of myself. But in that case one can always get out of it with a little dialectic. I have, of course, so worded my proposition as to be right either way (K.Marx, Letter to F.Engels on the Indian Mutiny)
Tuesday, December 16, 2025
HD Hyundai Buys Tiny Welding Robots for Human Shipbuilding Tasks
HD Hyundai Heavy Industries has begun using compact, lightweight welding robots that can be moved around the shipyard to automate complex welding tasks - even inside the interior of a ship under construction. The development brings robotic repeatability and speed to tasks that were previously reachable only by human workers, who are in short supply in Korea's shipbuilding industry.
The new capability is the product of a joint initiative between welding robot builder JCT and precision-control company Rainbow Robotics. The robotic arm weighs about 24 pounds and fits in a suitcase, and has been designed and tested for shipyard operations - including welding unusual shapes and curvatures.
The real challenge for this kind of work is not in the hardware - welding robots have been around for decades - but in the controls. Each steel joint location is well-defined in digital drawings of the ship's scantlings, but the task of manually programming each specific arm movement in sequence to carry out each weld would be a challenge every time the robot is picked up and moved.
Instead, software developed by HD KSOE links the digital drawings of the ship to the robot's control systems, and the robot uses these diagrams to figure out where and how to weld, without time-consuming human guidance.
"RB series collaborative robots can be applied to various welding methods without separate coding, enabling rapid automation even in complex environments such as shipyards," Rainbow Robotics CEO Lee Jung-ho confirmed to Chosun Daily.
Chinese shipyard industry publication EWorldShip reports that HD Hyundai has bought 35 of Rainbow Robotics' devices and HD Hyundai Mipo has purchased another 27, for a total of 62. When including all other announced mobile robot buys across the conglomerate's Korean footprint, EWorldShip estimates that HD Hyundai now has on site (or on order) a total fleet of about 170 units - nearly double the number it had the same time last year.
The change is driven in part by Korea's demographics. As experienced welders and fitters retire, there are fewer young Korean nationals interested in taking up a shipbuilding career. The Korean "Big Three" shipbuilders actively recruit in international labor markets to bring in guest workers, including trainees from Vietnam and Thailand. This pattern is now expanding across Korea's manufacturing landscape: a recent survey by the Korea Enterprises Federation found that 45 percent of small manufacturers need more foreign workers, mostly because of difficulty in hiring locals.
In addition, Korea faces fierce shipbuilding competition from China, where heavy state subsidies and government backing have built a globally dominant sector that competes hard on both price and (increasingly) quality. Tech proponents believe that robotic systems provide a direct answer to all of these competitive challenges - labor availability, production cost and consistency - so long as the technical hurdles of integration into the workflow can be solved.
Korea’s HJ Heavy Industries Wins First U.S. MRO Project
USNS Amelia Earhart will be going to Korea for three months of maintenance and pairs (USNS file photo)
South Korea’s HJ Heavy Industries has signed its first repair and maintenance contract for a U.S. Navy support vessel. It becomes the first of Korea’s mid-sized shipyards to enter the business, which is seen as a lucrative segment for the companies.
The U.S. has sought to undertake more of the repair and maintenance work overseas, close to the area of deployment, to lessen the downtime for critical support ships. It is also a strategic relationship-building opportunity for the yards that look to gain more work as part of the Korean Make American Shipbuilding Great Again program.
HJ reports it had been working since 2024 to be certified to bid for the U.S. maintenance, repair, and overhaul (MRO) market, and this year had completed the inspections with visits from the Commander of the U.S. Naval Forces Korea, the U.S. Navy Supply Systems Command Field Inspection Team, and the U.S. Deputy Assistant Secretary of Commerce. It followed HD Hyundai and Hanwha Ocean, which had previously been certified to undertake contracts. Hanwha Ocean has already completed two MRO contracts, and HD Hyundai recently won its first MRO contract.
The yard reports it won the MRO assignment for the USNS Amelia Earhart, a 40,000-ton displacement dry bulk and ammunition carrier. Commissioned in 2008, the vessel is capable of supplying up to 6,000 tons of ammunition, food, and cargo, as well as 2,400 tons of fuel. It is used for at-sea resupply of the U.S. carriers and warships.
The vessel is due to arrive at the Busan Yeongdo Shipyard in South Korea in January. The project includes maintenance work, inspections, repairs for the hull and major systems, replacement of parts, and painting. The ship is due to be delivered back to the U.S. Military Sealift Command around the end of March.
HJ Heavy Industries, which is the revitalization of the former Hanjin Shipyard, sees this as a turning point with international recognition for the mid-sized shipbuilder. It says this assignment will be its foundation in the MRO market, which is notable for the mid-sized shipbuilder.
The shipyard notes that it is also a continuation of its long heritage with naval shipping. It was the first Korean shipyard designated as a maritime defense contractor in 1974. In the past 50 years, it notes that it has worked on over 1,200 vessels, including construction and maintenance projects.
Hapag-Lloyd Pursues Strategy to Add Feeders that Improve Efficiency
Hapag-Lloyd is pursuing a replacement strategy in the feeder segment (file photo)
Hapag-Lloyd is moving forward with its corporate strategy to expand its fleet of feeder containerships that will enhance the efficiency and environmental performance of the fleet. Feeders have taken on an increasing importance as the carrier is part of the new Gemini Cooperation with Maersk that is built around a network of feeders and hub ports for the liner service between Asia and Europe.
The carrier announced last week that it had ordered eight 4,500 TEU containerships at an investment of more than $500 million. Further, Hapag said it had decided to add another 14 newbuilds, meaning it would add a total of 22 new vessels, each with a capacity of less than 5,000 TEU. It said it would include four 1,800 TEU and four 4,500 TEU vessels on long-term charters. It will also charter six 3,500 TEU vessels.
Hapag cites that the strategy replaces older tonnage while also reducing its dependency on the charter market. As they are new ships, they will also be more cost-efficient and designed to take advantage of new emission reduction technologies and fuels.
The company’s newbuild order was placed with the Chinese shipyard CIMC Raffles for the eight 4,500 TEU vessels. They will be delivered in 2028 and 2029, and they will be the company’s first newbuilds equipped with dual-fuel methanol engines.
Hapag reports these new ships will be up to 30 percent more efficient than older ships of the same size class. They will be able to save up to 350,000 metric tons of CO2 per year when using methanol propulsion.
The move into methanol follows an agreement in April 2024 with Seaspan to retrofit in 2026 and 2027 five 10,100 TEU vessels under charter to dual-fuel methanol propulsion. In anticipation, Hapag-Lloyd in November 2024 also entered a supply agreement with China’s Goldwind for 250,000 metric tons of green methanol per year.
MPC Container Ships of Norway announced another order on December 16, saying the vessels would be under a long-term charter, which reports linked to Hapag. It contracted for six 3,700 TEU vessels to be built by China’s Taizhou Sanfu Ship Engineering. The company reports it will invest $292.5 million and over the 10-year charter expects $479 million in revenue and around $288 million in EBITDA. The initial charter is for 10 years with extension options.
The ships, which will start delivery in the second half of 2028, will employ a design that optimizes speed and fuel consumption for regional and feeder trades. They, however, will be flexible to shift between trade lanes as the markets evolve. The ships will be prepared for alternative fuels and advanced emissions-reduction technologies.
Hapag-Lloyd emphasized that the new ships are part of its overall commitment to be a driver of sustainability in container shipping. It highlights that it currently has in service or planned a total of 37 vessels that are dual-fuel LNG powered, which can also operate using biomethane.
These orders are rounding out a record year for containership orders. The sector is leading the drive toward alternative fuels in commercial shipping and employing new technologies. For the first time, the sector’s total orderbook is topping 5 million TEU of capacity, leading to speculation of potential overcapacity and a resulting acceleration in disposing of the oldest, less efficient tonnage.
Odfjell Tankers Launches Green Corridor Between Brazil and Europe
Odfjell's tanker Bow Leopard will be one of the vessels operating the corridor (Odfjell)
Norwegian shipping major Odfjell reports it has initiated the first green corridor for service between Brazil and Europe. The company emphasizes that this is not a one-off demonstration, but instead, with supply contracts, it becomes a long-term commitment to demonstrating what is possible today.
The company reports it has secured a supply of sustainable biofuel, which will be used as its chemical tankers make the 5,000-nautical-mile journey between Brazil and Europe. The corridor will operate 12 to 15 voyages per year, each lasting about 40 days.
“We do this to demonstrate that certified fuel, technology, and infrastructure are already available,” says Harald Fotland, CEO of Odfjell. “It may not be a perfect corridor yet, but a solid start. Its success depends on collaboration across the value chain, and we are committed to developing it further together with relevant stakeholders. Through this, we show that sustainable biofuel is a viable option for deep-sea shipping today.”
In Brazil, the currently available sustainable biofuel is the so-called certified B24. It is a blend of 24 percent renewable biodiesel derived from waste oil and 76 percent VLSFO (Very Low Sulfur Fuel Oil). The company reports it has established an offtake on the B24 biofuel blend in Rio Grande to secure long-term availability.
It notes that the Ports of Antwerp-Brugge, Rotterdam, and Rio Grande are also working together with the company to advance the green corridor through increased efficiency and optimized port-stay processes. It says the initiative aligns with the IMO’s 2030 targets and the EU’s Fit for 55 ambitions, and builds on the 2024 Norway-Brazil MoU to establish a green, transatlantic shipping corridor, as well as the company’s goal to reduce emissions. Int notes it has already reduced its carbon intensity by more than 54 percent compared to the 2008 benchmark.
Odfjell is self-funding the project and moving ahead without subsidies. The company says it hopes the project will inspire broader industry action while it works with customers and partners to accelerate the transition to low-emission maritime transport.
Report: “Intractable Impasse” in Hutchison-BlackRock-MCS Deal Due to China
China has reportedly increased its demands in the negotiations while the European Commission is concerned over competition in Barcelona (BEST Hutchison)
A new report indicates that with negotiations dragging on for months, the sale of Hutchison’s international terminal operations to a partnership of BlackRock and MSC’s Terminal Investment Limited (TiL) may have now hit an “intractable impasse.” The Wall Street Journal, in an exclusive report, writes that China has “upped its demands,” possibly sinking a potential agreement.
Earlier reports said that China was demanding an equal share for the state-owned shipping company, COSCO, in the deal alongside BlackRock and MSC’s TiL. The WSJ report says, possibly as a bargaining chip in the broader trade talks with the United States, Chinese officials have now said COSCO must have a majority stake in the acquisition of the terminals in Panama, as well as 40 operations globally.
WSJ reports that BlackRock, which would have had majority ownership of the two terminals in Panama, and the partnership, which would have also acquired the other international terminals, “had been open to offering COSCO an equity stake.” China was demanding COSCO’s participation in the deal in exchange for its approval. Chinese officials had accused Hong Kong billionaire Li Ka-shing and his family of being unpatriotic and damaging Chinese trade interests in the proposed sale of the terminal portfolio for $22.8 billion.
The new report says China increased its demand in the ongoing negotiations. WSJ says the demand for majority control and veto rights is not acceptable to BlackRock and TiL. Similarly, a spokesperson at the White House told the newspaper it would not accept those conditions. Donald Trump has asserted that China controls the Panama Canal in violation of the U.S.-Panama treaty and threatened to take back the canal.
Panama responded to the pressure from the United States by taking steps to distance itself politically from China and recently set terms for the sale of new terminal concessions at each end of the canal. The Panama Canal Authority invited all the major terminal operators and shipping lines to bid for the terminals and expects that it will complete the bidding by January. Early reports said COSCO was expected to bid, but WSJ reports it is barred from bidding because it is a government entity.
WSJ points out that China has, in the past, moved to block other deals that it said would endanger its trade and shipping interests. In 2014, China blocked a proposed alliance between Maersk, MSC, and CMA CGM.
The Hutchison deal is encountering other problems even before the terms have been finalized. They missed the end of the lock-up period, and now the European Commission said it is investigating the situation in Barcelona. On December 9, the Commission said it would conduct an in-depth investigation of the proposed sale, citing the potential for a lack of competition in Barcelona. MSC, it points out, has significant operations in Barcelona, while Hutchison’s terminal is one of only two, with the other operated by Maersk’s APM.
“The preliminary investigation indicates that the transaction may significantly reduce competition in the market for the provision of container terminal services at the port of Barcelona and potentially lead to higher prices and lower quality of services for container liner shipping companies competing with MSC,” the Commission wrote in its statement.
The investigation will explore the potential that MSC might gain preferential treatment in Barcelona. They speculate that “Such discriminatory treatment may notably take the form of higher prices, late access to the berth, limited availability of cranes and storage space for MSC's competitors.” Competitors they write could have “limited possibility to switch to the other deep-sea container terminal” in the port of Barcelona.
The European Commission has 90 working days, until April 30, 2026, to reach its decision. However, it could all be moot if the terms of the deal cannot be agreed upon and win the approval of China and the United States.
Severe Weather Disrupts Shipping in the North Atlantic
AIS data shows just one ship located near the region of massive 50-foot wave heights (Pole Star Global)
A severe, rapidly-intensifying storm is forcing ships to divert southwards to avoid serious conditions. A massive low of just 938 millibars is churning south of Greenland, bringing winds of up to 80 knots and "phenomenal" seas of up to 54 feet - genuinely difficult weather, even for large merchant ships.
AIS data provided by Pole Star Global suggests that almost all transatlantic shipping has diverted well to the south in order to avoid the worst wave heights, which are located in the southeastern and southwestern quadrants of the storm. Just a handful of ships are within the most affected area, located due east of Newfoundland - notably the 60,000 dwt bulker Nord Allegro, currently making about three knots and headed southeast, away from the storm.
"What makes this storm stand out is the extraordinary pace at which its central pressure is falling. When a large mid-latitude (extratropical) cyclone deepens by more than 24 hPa within 24 hours, it is classified as a bomb cyclone – the result of explosive cyclogenesis, also known as bombogenesis," commented weather consultancy Meteoblue in a statement. "In this case, the pressure is dropping even faster than this threshold, placing the system among the most intense North Atlantic storms observed so far this season."
Disruptive weather
Stormy North Atlantic weather has already caused multiple casualties around the British Isles over the last week. A French-registered trawler, Fastnet, grounded near Dingle, Ireland on Sunday and remains hard aground. The crewmembers were successfully helicoptered off, and salvors are now attempting to access the vessel to assess its condition and begin defueling - but heavy swells are impeding progress. Pollution remains a concern, as the ship could contain up to 10,000 gallons of fuel.
On the other side of the Irish Sea, a 24-meter guard boat from an offshore wind farm is under monitoring after running aground on the shores of North Pembrokeshire, Wales.
In the early hours of December 11, the guard boat Resolute grounded on the rocks on the coast near the town of Aber Hywel. Four crewmembers were on board, and they sent a distress call to request rescue. A helicopter aircrew responded to the scene, but the boat was moving too much in the surf to safely extract the survivors. Instead, the Fishguard RNLI inshore life boat - a small rubber-fendered craft - was tasked with approaching in shallows and waves to retrieve the crew. One person went overboard and into the water during the attempt to transfer to the inshore lifeboat, and the coxswain had to maneuver away from the wreck to retrieve the man-overboard. After the survivor in the water was safely brought aboard, the last crewmember was retrieved from the wrecked guard boat and all were transferred ashore.
Plans are under way to defuel the Resolute for pollution prevention purposes. It remains aground, and has reportedly taken on water.
Another minor casualty has disrupted food supplies to the Isles of Scilly, off England's far southeastern tip. The small coastal cargo vessel Gry Maritha sustained damage in heavy weather after departing Penzance on Friday evening, and was unable to offload cargo in St. Mary's. Local sources told BBC that the vessel could not berth at the destination port because of heavy swells in the harbor, and had to return to mainland England without offloading. Instead, air freight operators flew four tonnes of goods across the short distance to St. Mary's in order to ensure adequate supplies for residents.
Cruise Ship Limits Become Effective on the French Riviera
The rules became effective to limit large cruise ships anchoring on the French Rivera (Disney Cruise Line)
The regional authorities governing the ports along the French Riviera signed the new decree, which makes effective the limitations on the number of cruise passengers at the popular ports, including Nice and Villefranche. It comes after a tumultuous year in which the local authorities attempted to impose their own restrictions on cruise ship calls.
While pressing the efforts at the local level, the local government had said it required the action of the regional prefects to set the policy for cruise ships. The efforts were driven by both concerns for the environment and overtourism, as well as the efforts to maintain an upscale image for the region. The local efforts specifically targeted the large ships in the broad market segment while welcoming the smaller, luxury cruise ships.
The Prefect of the Alpes-Maritime and the Maritime Prefect of the Mediterranean worked together to develop the new regional strategy for managing cruise ships. During the signing ceremony on December 9, they highlighted that the effort sought to reconcile the protection of the environment with the desire to maintain tranquility for the local populations while also recognizing the economic and tourist issues.
In August, the regional authorities highlighted that 52 cruise lines planned calls for at least one port of call on the French coast, including Monaco. They said it represented 2,030 port calls made by 147 cruise ships.
The joint effort by the two authorities included consultations that began in July and a plenary meeting in October. They highlight that a draft code was produced and ultimately received a favorable opinion from the federal government’s department that oversees environmental issues.
The inter-prefectorial degree became effective on December 9. It sets an average annual daily level of 2,000 passengers, but permits up to 3,000 passengers in a single day, provided there is strict compliance with the annual 2,000 passengers per day average. The passenger number is regardless of the number of ships.
There is also a limit of one ship per day per anchorage for ships over a capacity of 1,300 passengers. The limitations do not apply to ships that berth in ports nor the ferries that operate to destinations such as Corsica.
During the peak season from July 1 to August 31, the limitation increases to a total of 15 ships per month with a capacity of over 1,300 passengers. Again, this applies to all the anchorages.
The target of the restrictions remains the larger and mega cruise ships, which the local authorities do not see as keeping with their upscale image and which put too many people ashore at one time. However, the local rules had been pursuing limits of 900 or 1,000 passengers per ship, which was relaxed in the final rules to ships over 1,300 passengers. One of the goals was to have some of the largest cruise ships, which often have 3,000 or even 6,000 passengers, move to the west, docking instead in the port of Marseille.
Further seeking to encourage environmental responsibility among the cruise ships visiting the Riviera, the rules give preference for scheduling and port call authorizations to the lines that adhere to the Sustainable Cruise Charter in the Mediterranean. In 2025, they highlighted that 27 companies representing over 1,300 port calls had adopted the charter. It calls for reducing discharges at sea and the recovery of waste, as well as the reduction of noise and light pollution, and reducing greenhouse gas and air pollutants. The companies also commit to raising environmental awareness among their passengers.
Irish Coast Guard Rescues 14 Fishermen From Grounded Trawler
The Irish Coast Guard has successfully rescued the crew of a French fishing vessel that drifted onto the rocks near Dingle, a small port on the southwestern tip of Ireland.
On Sunday morning, the trawler Fastnet lost power while outbound from Dingle. Before the crew could recover propulsion, the boat drifted towards the rocky shore near the Dingle lighthouse, just outside the sheltered harbor. With strong winds and heavy swells, there was little time to prevent a grounding.
At about 1130 hours that morning, the master of the Fastnet made a distress call to the Irish Coast Guard, which dispatched multiple assets to the scene, including a fixed-wing search plane and the helicopter aircrew Rescue 115. The Dingle coast guard unit's response boat, the RNLI lifeboat out of Knightstown and the Irish Navy patrol vessel George Bernard Shaw also got under way.
The local response boat crew tried to get a line across to establish a tow, but the rough surface conditions and shallow near-shore waters made this impractical. The only possibility was to evacuate the crew by air. Despite rough weather conditions and patchy fog, the helicopter airlifted all 14 crewmembers safely from the Fastnet and delivered them to shore.
According to Irish media, traces of diesel have been spotted on the surface, suggesting a likely hull breach. The trawler continues to be battered by stormy weather, raising concerns of further pollution if it should break up.
Fastnet is a 28-meter bottom trawler built in 2000. It is French-registered, Spanish-owned, and based in A Coruña, according to fishing industry media.
U.S. Coast Guard Rescues Fisherman From Burning Boat Off Florida
On Sunday, the U.S. Coast Guard rescued a fisherman from the water after a commercial fishing vessel caught fire about 100 miles to the west of Clearwater, Florida.
At about 1530 hours on Sunday, Coast Guard Southeast District received an EPIRB alert from a fishing boat at a position off Florida's Gulf coast. Watchstanders dispatched a Jayhawk helicopter aircrew to the scene to investigate. On arrival, the aircrew found a burning vessel and one individual alive and afloat in a life raft.
At about 1745 hours, in moderate surface conditions, the aircrew deployed their rescue swimmer into the water and retrieved the survivor unharmed.
“The boater was able to quickly deploy a life raft and abandon their burning vessel,” said Petty Officer 2nd Class Isaiah Andrews, a search & rescue controller at Southeast District command center. “Through quick actions and the utilization of an emergency position indicating radio beacon our aircrew was able to narrow the search area for a timely rescue.”
The cause of the fire is under investigation.
It is the second high-profile rescue for the region's Coast Guard units in less than a month. In late November, a helicopter aircrew rescued four people who had survived atop the upturned hull of their boat for 20 hours off Clearwater, including a 90-year-old man.
Strait of Gibraltar Ferry Tossed by High Waves, Damaging Dozens of Cars
The ferry Ciudad de Mahon encountered rougher conditions that she was expecting when she left the port of Algeciras and sailed out into the Strait of Gibraltar. Force 7 winds from Storm Emilia was blowing hard, tossing the ro/ro ship about in unexpectedly high waves.
Late Saturday night, the vessel made an attempt to depart Algeciras for Ceuta, leaving the dock three hours behind schedule. But she didn't make it far. After heavy pitching and rolling in the severe swells, the vessel had a reported "rogue wave" encounter in the early hours of Sunday morning. A large wave hit the vessel and caused her to heel, briefly lifting the propellers out of the water, El Faro reported. The master decided to return to port for safety reasons.
When the wave hit, vehicles on the car deck shook loose and slid about, causing considerable damage. Dozens of drivers had their vehicles' bodywork dented up, and more than a few were shaken by the experience, according to El Faro de Ceuta. Luckily, no physical injuries were reported.
On return to Algeciras, the vessel was delayed in docking for about two hours to wait for an open berth, according to the paper. Passengers were allowed access to food while waiting for the ship to dock. In all, the brief round-trip took about five hours out and back.
Passenger videos from the vehicle decks show a scene of chaos, with cars piled together at odd angles and an abundance of bent sheet metal. Some vehicles showed signs of severe damage, and there will likely be many claims for smaller bodywork repairs.
According to El Faro de Ceuta, Ciudad de Mahon was selected for this particular voyage because she is larger than the ship ordinarily assigned to this route, and the company believed that she would be better able to withstand the effects of the storm. The master and the port authority green-lighted the departure, the Algeciras Maritime Authority told El Faro.
"The weather conditions near the entrance to the port of Ceuta were more severe than the forecast for departure from Algeciras, and the rough waves made it impossible to maintain a stable course for docking in the port of Ceuta," operator Balearia said in a statement, offering compensation to passengers for damaged vehicles.
After a thorough inspection of the vessel - and a change in the weather - the Ciudad de Mahon has been allowed to resume operations. No further investigative steps are planned.
As of Monday, the ferry was operating on her normal route to and from Algeciras, making multiple crossings per day.
ONE Boxship Loses Containers Overboard off Gran Canaria
Courtesy PolicÃa Portuaria de Puertos de Las Palmas
The container ship ONE Continuity has pulled into port in the Canary Islands for assistance after losing about 50 boxes over the side in heavy weather, according to the local port authority.
According to local TV station RTVC, the ONE Continuity was hit by heavy waves while transiting off the coast of Maspalomas, Gran Canaria, south of the island chain. The vessel lost about 50 containers off her stern in a stack collapse - all empties, according to the outlet - and headed for Las Palmas for refuge. No injuries were reported.
The vessel arrived at the Port of Las Palmas on Wednesday morning and tied up at the pier with the tilting stacks dockside-to, creating access for shoreside cranes and alleviating the risk of dropping containers into the water.
Courtesy PolicÃa Portuaria de Puertos de Las Palmas
The delicate operation to clear the collapsed stack got under way on Thursday morning, with assistance from the local authorities. Heavy weather arrived in the Canary Islands on Friday (Storm "Emilia"), forcing a temporary suspension of the work. The terminal operator made the decision to wait for fair weather and hold off on further operations until Monday. As of Sunday night, the ONE Continuity remained moored alongside in Las Palmas.
ONE Continuity is an 8,000 TEU boxship built in 2008. She was among the first vessels to be repainted in Ocean Network Express' signature magenta color, a shade often described on social media as "pink" and in the European press as "rose." (The Japanese carrier notes that it is indeed magenta, not pink.)
Stack collapses are an occasional hazard in the ocean freight industry, and it was a busy start to the month for lost containers. On December 6, the boxship Baltic Klipper lost 16 reefer boxes over the side off the Isle of Wight, delaying the departure of a cruise ship and putting thousands of pounds of green bananas onto the shore. TME's UK correspondent reports that the spilled cargo was still quite edible, once ripened.
EU Sanctions Oil Traders While Ukraine Sanctions Majority of Shadow Fleet
The EU sanctioned oil traders while Ukraine listed nearly all the shadow fleet tankers (file photo)
In an effort to continue to keep the pressure up on Russia, and specifically targeting oil revenues, the European Union’s Council is targeting the traders and operators that it says support the Russian oil trade. At the same time, Ukraine sanctioned nearly the entire shadow fleet while saying it would continue to work with its partners to block the vessels generating funds to prolong the war.
The Council of the European Union highlights that the EU has already sanctioned over 2,600 individuals and entities, but in the latest step, it is targeting businessmen and entities linked directly to the major Russian state-owned oil companies Rosneft and Lukoil. The Council announced it was adding nine “shadow fleet enables” to its sanctions today, December 15. Reuters also quotes analysts as saying it is likely the EU will add at least 40 more tankers to its sanctions listing.
“The entities targeted today are shipping companies based in the United Arab Emirates, Vietnam and Russia, which own or manage tankers that are subject to restrictive measures imposed by the EU or by other countries for being part of Russia’s shadow fleet, and that transport crude oil or petroleum products while practicing irregular and high-risk shipping practices,” according to the official announcement.
The European Union accuses the companies of “practicing irregular and high-risk shipping practices. It highlights that they are targeting traders in the oil and companies that control the vessels and work to conceal the actual origin of the oil products.
Among the individuals are Murtaza Lakhani, who has been previously linked by reporting by Bloomberg and the Financial Times, to the oil trade. He is reported to have control over multiple companies in the United Arab Emirates that are linked to the oil exports. His lawyers call the charges “unfounded.”
Among the entities are 2Rivers Group, aka Coral Energy, which has frequently been linked to many of the shadow fleet tankers. Another company, Nova Shipmanegement, has been linked to Omani-flagged tankers that were reported to be involved in the oil transfers.
Ukrainian President Volodymyr Zelenskyy over the weekend also reported that Ukraine had sanctioned nearly 700 additional vessels, which he called a significant part of the shadow fleet transporting Russia’s oil. He said it was the largest sanctions package specifically targeting tankers reporting they were not only Russian-flagged vessels but also under the flags of more than 50 jurisdictions.
“We support the concept of a complete ban on providing maritime services to vessels involved in the export of Russian energy carriers. Pressure on Russia and diplomacy for the end of the war must go hand in hand to achieve the necessary result,” wrote Zelenskyy, announcing the latest move.
It is part of a wider campaign seeking to pressure Russia in the peace negotiations by cutting the revenues from the oil sector.
Removal of Stranded Shadow Tanker Completed to Bulgarian Anchorage
Kairos had drifted within 1,000 yards of the Bulgarian shoreline (Maritime Administration)
Bulgaria’s Maritime Administration reported late on Monday, December 15, that the blast-damaged tanker Kairos has been successfully relocated from the coastline to a secure anchorage. The vessel will now be held and only released after the Chinese owner repays the salvage costs.
The Kairos (149,989 dwt) drifted toward the Bulgarian coastline more than a week ago under uncertain circumstances. The vessel was damaged in a drone attack while sailing north of Turkey, which caused an explosion and fire, leaving the ship disabled. After the Turkish authorities assisted in putting the fire out, the vessel was towed by a private contractor that appeared to release the ship on December 5, and it nearly grounded near Ahtopol. Bulgaria evacuated part of the remaining crew.
Over the weekend, the salvage company hired by the government, BMF Tug Service, tested the operation and prepared the vessel. Because there was no power on board, the situation was more challenging, and the skeleton crew had reported that the port side bow anchor had jammed when they tried to deploy it.
A 150 kW emergency marine generator was placed on a workboat, which was positioned alongside the tanker. On Sunday, the crews tested their ability to restore power to the hydraulic system. The operation tested the ability to raise the starboard anchor, and they also restored the port side anchor as a spare. They also planned for the placement of the tow lines.
Three crewmembers had remained aboard the vessel while it was anchored near the shore, and on Monday, additional crewmembers were returned to the ship. Early in the morning, the salvage crew attached lines from the three tugs that were sent for the operation and raised the starboard anchor.
The tow moved the vessel nearly 30 nautical miles, and for safety, they were not planning to travel at more than 2 to 3 knots. Late Monday afternoon, the vessel reached Burgas Bay and was anchored in a predetermined location away from traffic and out of danger.
The Maritime Administration reports it will tally the final cost of the salvage operation and, within the next two days, present the bill to the Chinese owners of the tanker. Only after the bill has been paid will Bulgaria permit the owner to remove the tanker.
Because the vessel is under sanctions, Bulgaria points out that it cannot assist with repairs. It can only aid the owner in the removal of the ship.
Swedish Navy Reports Russia’s Steps to Protect Shadow Tankers in the Baltic
Sweden's navy and coast guard are reporting an increased Russian presence as Sweden increased monitoring of the shadow tanker fleet (Swedish Coast Guard)
The Swedish Navy is confirming that Russia is taking increased steps to protect the shadow tanker fleet while it is operating in the Baltic. During an interview with SVT Nyheter, the Swedish Navy’s Chief of Operations Marko Petovic detailed the actions the Navy and Coast Guard have seen or heard taken by Russia as Sweden and other nations increased their monitoring of the Baltic.
“The Russian naval presence has become more permanent and present in large parts of the Baltic Sea,” Petkovic told STV. “We have seen and received information that there are uniformed personnel aboard some of these shadow fleet tankers.”
Petkovic was confirming earlier reports that surfaced a few months ago that uniformed military personnel are aboard some of the shadow fleet tankers. The Swedish Navy believes they come from private security companies.
Russia was outspoken about the efforts of the Baltic nations and others to stop and inspect the tankers. The countries have cited the environmental threats from the tankers as well as the lingering fears after the reports of damage to subsea cables at the beginning of 2025.
The Swedish government announced starting on July 1 it would be enforcing new rules on ships that pass through Swedish territorial waters or the economic zone. Regardless of whether the vessels were scheduled to call in Swedish ports, it said the Coast Guard would be challenging the vessels for proof of insurance. Estonia had already been taking actions, and Finland and Germany also reported they were increasing their efforts.
Petkovic said Russia’s response is a demonstration of the importance it places on the shadow fleet operations. He believes the response, however, has currently “tied up” the Russian Baltic Navy.
He does not see any immediate risk, but says Russian vessels are a “fairly constant presence” in several specific zones adjacent to shipping lanes.
The European Union has continued its efforts at sanctioning the tankers and the enables. It has also discussed efforts to stop and detain more of the tankers for inspections. French President Emmanuel Macron has advocated for stopping the tankers, saying holding them even for a few days would disrupt the economics of the operations.
Bellingcat: Russian Traders are Shipping Ukrainian Grain to Saudi Arabia
Krasnodar at Iskenderun, 2023 (file image courtesy Capt. M. Jendi / VesselFinder)
Open-source intelligence agency Bellingcat (in cooperation with Lloyd's List) has detected a new buyer of "stolen" Ukrainian grain, and in an unexpected location: Saudi Arabia.
Kyiv claims that grain produced in and exported from Russian-occupied parts of eastern Ukraine is stolen property, given the patterns of land expropriation and seizure of goods under Russian rule. Russia denies this claim, asserts that the territory is inherently part of Russia, and says that the goods produced there can be freely sold and traded as Russian products.
Because of the controversial nature of the trade, vessels moving grain out of ports on the Sea of Azov or the Crimean Peninsula have been closely tracked by Western analysts and ship-spotters. During the period of the Russian-aligned Assad regime's rule, Syria was a leading destination, and its newly-independent government still receives cargoes. Bellingcat and other outlets have since identified other takers in Egypt, Turkey, Houthi-controlled regions of Yemen, and Russia-aligned Iran and Venezuela.
Now, new buyers appear to have emerged in Saudi Arabia, according to Bellingcat. The outlet tracked a single vessel - the Russian-flagged bulker Krasnodar - on two voyages from a sanctioned terminal in Sevastopol to Saudi Arabia's Red Sea ports. On the first voyage, the ship departed in late August (with AIS likely turned off to disguise the port call in Crimea) and arrived at King Abdullah Port in Saudi Arabia in September. Along the way, prolific ship-spotter Yoruk Isik photographed the vessel southbound in the Bosporus, showing her in laden condition.
Krasnodar returned in late September - her in-ballast status visible thanks to Isik's photography - and turned off her AIS in the Black Sea. Satellite imaging picked up the vessel at the Avlita grain terminal in Sevastopol in the second week of October, then at the port of Jazan, Saudi Arabia in November, and then once more at the same Sevastopol terminal in late November.
The charterer, Russian grain trader Petrokhleb-Kuban, denies that its vessels call at the Sevastopol grain terminal, which is under sanctions. It also denies trading any grain from Ukraine, and denies that Krasnodar disabled its AIS. Instead, it suggests, Krasnodar called at the Russian port of Kavkaz, Russia - not in occupied Crimea. (Bellingcat verified the ship's location at the sanctioned Avlita grain terminal in Sevastopol three times by satellite imaging.)
Petrokhleb-Kuban told Bellingcat that the bills of lading for these voyages showed the grain's origin as Russian, and the port of origin as Kavkaz. Given that the ship's AIS was not visible during port calls in Crimea, and the vessel's documents reportedly did not reference Ukraine, it is possible that Saudi port authorities were unaware of the cargo's true nature - though Ukraine's representatives did bring it up with Saudi diplomats at an IMO meeting recently, Ukrainian development official Alona Shkrum told Bellingcat.
The grain trade is just one aspect of the increasingly contested maritime trade lanes in the Black Sea. Ukraine has also targeted Russia-linked tankers with its suicide drone boats, damaging three vessels, and Russia has repeatedly attacked Ukrainian ports and the vessels that call at them - including a round of multiple strikes on Turkish-owned ships last week.
