Thursday, December 07, 2023

 

UK Plans First Commercial-Scale Deployment of Floating Wind in Celtic Sea

floating offshore wind farm
UK looks to launch the first commercial-scale floating wind farms in the Celtic Sea (Crown Estate)

PUBLISHED DEC 7, 2023 9:38 PM BY THE MARITIME EXECUTIVE

 

 

The UK is set to start the next phase of its development of offshore wind energy power generation looking to launch the first commercial-scale development of a floating offshore wind farm. Known as Round 5, The Crown Estate will start the leasing process in early 2024.

The industry stands at a crossroads in the UK. After having been an early developer and today having almost half as much operational capacity as the rest of Europe combined, they look to open up floating wind as the next phase of the industry’s development. The Crown Estate which manages which manages the seabed around England, Wales, and Northern Ireland, released further details today, December 7, for the leasing round for three commercial-scale floating wind projects in the Celtic Sea off the coast of South Wales and South West England. 

They highlight that floating wind technology has the potential to open new areas of the seabed for wind power generation. The anchoring technology they highlight will permit wind farms to move to areas of greater depth, further from shore, where wind patterns are stronger and more reliable versus the existing fixed-base turbines. 

"Floating offshore wind is a huge opportunity for Wales and the South West, with the potential to deliver billions of pounds of direct investment whilst bolstering our energy independence and net zero ambitions,” said Graham Stuart, the UK’s Minister of State for Energy Security and Net Zero. “Today's plans will build on the Government’s ambition to deploy up to 5GW of floating offshore wind by 2030.”

The first three wind farms planned for the Celtic Sea will have a combined capacity of up to 4.5 GW and are expected to be the first phase of commercial development in the region. The UK government declared its intention in 2023 to unlock space for up to a further 12GW of capacity in the Celtic Sea. By the 2030s, they predict the Celtic Sea could be providing 16 GW of renewable energy.

The Crown Estate notes that its goal is to support the development of the industry while creating the best value for the nation. They reported that the Round 5 program will adopt further changes to support the industry by enabling upfront investment in important workstreams to de-risk the process for developers. This will include investments in marine surveys to better understand the physical and environmental properties around the locations of the new wind farms. The Crown Estate has also outlined its intention to bring forward a new pilot fund to help accelerate supply chain projects.

The process for Round 5 will begin in early 2024 with pre-qualification questionnaires and an informational session on January 31 for prospective bidders to learn more details of the Round 5 tender. 


South Fork Wind Becomes First Large U.S. Wind Farm to Deliver Power

South Fork Wind Farm
South Fork's first two turbines were installed in November and today marked the delivery of first power (Orsted)

PUBLISHED DEC 6, 2023 2:07 PM BY THE MARITIME EXECUTIVE

 

 

New York’s South Fork Wind marked the delivery of its first power achieving a milestone for the beleaguered industry that is facing well-publicized financial and operational challenges. While smaller in scale at just 12 turbines to generate approximately 130 megawatts, it is still considered to be the first commercial-scale wind farm in the United States.

The project, which is a joint venture between Ørsted and Eversource, is located approximately 35 miles offshore from Montauk, New York on the eastern tip of Long Island. It has completed the installation of its first two turbines, with one operational, and expects to complete the installation of the 12 turbines by early 2024. When fully operational, they expect the wind farm will power about 70,000 homes.

Officials noted that it was nearly eight years in the making to reach this point. The project was first approved by the Long Island Power Authority in 2017 two years after they issued the first request for proposal. The federal site review was completed in 2017 and the project spent between 2018 and 2020 working on its construction and operating plan before gaining final federal approval in January 2022.

With offshore work beginning in 2023, the wind farm marked several key milestones. Boskalis's Bokalift 2, handled the foundation installation with the first steel entering the water in June. The wind farm also has the first U.S.-built offshore wind substation. Weighing 1,500 tons and standing 60 feet, it was built in Texas by Kiewit Offshore Services and after being completed in May was shipped to the site for installation. 

“South Fork Wind is not just a trailblazing project for the state, it’s also one of the foundations of America’s offshore wind energy industry,” said David Hardy, EVP and CEO Americas of the Ørsted Group. 

 

 

The U.S.’s first offshore wind farm was constructed in 2015 to provide power for Block Island, Rhode Island. The five turbines have been providing power in place of diesel generators since 2016 from the wind farm which is also operated by Ørsted. Five years later, Dominion Energy completed the installation of two 12-megawatt turbines in 2020 as a pilot project 27 miles off Virginia Beach.

Last month, the federal Bureau of Ocean Energy Management highlighted that it had approved the sixth large offshore wind farm project in the United States with Empire Wind. Proposed as a joint development between Equinor and BP, the wind farm would be located about 12 nautical miles south of Long Island, N.Y., and about 17 nm east of Long Branch, N.J. Together these projects would have up to 147 wind turbines with a total capacity of 2,076 megawatts of renewable energy.

These projects however are currently in jeopardy. New York regulators rejected a proposal from Equinor and BP, along with another proposal from Ørsted to reprice the power agreements for Empire Wind along with Beacon Wind and Ørsted’s Sunrise Wind.  The developers argued that the financial pressures required an increase in the electric offtake price to make the projects economical and have threatened to walk away from them which would be a major setback to New York’s plans. The state recently issued its next wind solicitation providing a path for these projects to be rebid in early 2024. 

First power from South Fork is also good news for Ørsted which has been one of the most impacted companies by the changing fortunes of the offshore wind sector. The company has walked away from large projects in New Jersey and announced it would be taking a financial write-down of approximately $5 billion due to the financial, supply chain, and development problems in its U.S. wind portfolio.

Despite the setbacks, BOEM contends that it remains on track to complete reviews of at least 16 offshore wind energy project plans by 2025, representing more than 27 gigawatts of clean energy. The Biden administration has called for 30 MW of offshore energy production for the U.S. by 2030.


UAE Makes Second Major UK Wind Farm Deal Expanding Renewable Energy Role

offshore wind farm
Iberdrola will co-invest with the UAE's Masdar in UK and other other wind and renewable energy projects (Iberdrola)

PUBLISHED DEC 5, 2023 8:21 PM BY THE MARITIME EXECUTIVE

 

 

The UAE announced plans for its second large investment in the UK offshore energy sector forming a partnership with Iberdrola which is set to develop one of the largest wind farms in the UK sector. This initiative which is part of a broader cooperation between the UAE’s Masdar and Spain’s Iberdrola follows a similar agreement announced days ago for the UAE to invest with RWE in another of the UK’s largest wind farms and is part of a broader strategy by the UAE to enhance its image by investing in renewable energy projects ranging from Germany to Poland, the USA, Indonesia, Kazakhstan, and elsewhere.

HE Dr Sultan Al Jaber, the UAE Minister of Industry and Advanced Technology and Chairman of Masdar, is also serving as the President of the COP28 conference taking place currently in Dubai. They are seeking to use the conference to highlight the UAE’s emerging role as a global investor and developer in renewable energy projects.

Under the agreement signed today on the sidelines of the COP28 conference, Masdar will acquire up to a 49 percent stake in the East Anglia Three wind farm that Iberdrola is developing. Masdar highlights that it will become a co-developer sharing the risks of the project which is now under construction and expected to be fully commissioned in the fourth quarter of 2026 providing up to 1.4 GW of energy. Through a subsidiary, Iberdrola already has the first phase of the project at the site which is part of the East Anglia Hub macro-complex, which is expected to provide a total of 3.3 GW.

Iberdrola secured a 15-year agreement firm the UK government for the site's third phase project in July 2022. The contract provides for a price of £37.35 per megawatt hour which is half the new UK maximum price in the next round auction of £73 per megawatt hour and illustrates the challenges facing the offshore wind industry. Analysts believe the UAE is taking advantage of the current troubles in the industry to expand its role taking risks but also demonstrating confidence in offshore wind energy.

The final terms of the agreement for the investment in East Anglia Three will be reached by the first quarter of 2024 and part of a larger transaction that will see the two companies work together to jointly invest in future offshore wind and green energy projects in Europe and elsewhere. Masdar last year acquired a stake in Iberdrola’s Baltic Eagle wind farm being built in Germany. They noted that exploration is already underway for additional projects. The two companies anticipate the total value of the investments could reach €15 billion.

Masdar highlights that it has been active in the UK and Europe for more than a decade investing in projects including the London Array and Hywind, which is Scotland’s first floating wind farm. The company, which is jointly owned by Abu Dhabi National Oil Company (ADNOC), Mubadala Investment Company, and Abu Dhabi National Energy Company (TAQA), reports it is targeting a renewable energy portfolio capacity of at least 100 GW by 2030 and an annual green hydrogen production capacity of up to 1 million tonnes.

Iberdrola’s Executive Chairman, Ignacio Galán notes the growing opportunities in offshore wind and renewable energy. He highlighted that this week at COP 28 a total of 118 governments pledged to triple renewable energy capacity by 2030.



Changeable Seas for Offshore Wind in the Northeastern U.S.

South Park Wind installation
Courtesy South Fork Wind

PUBLISHED DEC 7, 2023 4:00 PM BY ROBINSON+COLE LLP

 

Offshore wind (OSW) is a key component of the Biden administration's renewable energy goals, which include the deployment of 30GW of offshore electricity by 2030 and 110GW by 2050. For perspective, the administration claims that 30GW would power over 10 million homes.  The Northeast, with its favorable coastal shelf and prevailing wind conditions, has been at the forefront of offshore wind development in the United States.  While federal and state permitting efforts have advanced on several projects and turbines have started to leave coastal ports for their offshore destinations, other planned installations have stalled recently due to changing economic conditions.  Despite the economic obstacles to meeting the administration’s OSW goals, the Northeast and other coastal states continue to back offshore wind.

Recent Developments in Connecticut and Surrounding States

While economic headwinds have rattled project developers, Northeastern states are investing in OSW by employing partnerships and streamlining permitting to support and facilitate the development of coastal wind energy. They are also looking to the federal government for support.  In a September 13, 2023, letter, six coastal states (Connecticut, Rhode Island, Massachusetts, Maryland, New Jersey, and New York) urged President Biden to deploy additional federal resources to support the OSW industry. The American Clean Power Association (ACP) has stated that it intends to work with the Biden administration to address bottlenecking in the federal permitting process. The ACP also indicated its support for the Reinvesting in Shoreline Economies and Ecosystem (RISEE) Act, which would provide hundreds of millions of dollars to states adjacent to OSW leases.

In Connecticut, specifically, the Department of Economic and Community Development (DECD) recently released its Offshore Wind Strategic Roadmap (Roadmap), outlining the State’s plans, initiatives, and steps to further OSW development. To achieve its lofty goal of 100% zero-carbon electricity by 2040, Connecticut outlined four key pillars:

1) Infrastructure/Real Estate. Build off the progress made with projects like the State Pier Terminal in New London and the Ports of New Haven and Bridgeport. These deep-water ports are crucial to expanding marshaling, operations and maintenance, and other supporting capabilities for OSW development.   

2) Supply Chain. Increase regional capabilities and coordination across the OSW supply chain. The State will rely on its demonstrated expertise in composite materials and metal fabrication capabilities developed through its long history of government contract work.

3) Workforce. To achieve zero-carbon electricity, the DECD acknowledges that it must provide a local labor force to prepare for and connect with OSW-related jobs. To do this, Connecticut has partnered with other New England states to determine how to incorporate early education and workforce development initiatives to secure skilled personnel. 

4) Research and Development. To encourage further research and development, Connecticut has partnered with UCONN, Yale, and investment institutions to promote research activities related to OSW.

To implement its Roadmap, Connecticut has established the Connecticut Wind Collaborative (CWC). The CWC will oversee the implementation of the pillars outlined in the Roadmap. The new non-profit organization will be comprised of OSW leaders from academia and across the government, private, and public sectors. Additional information about the CWC’s structure and authority will be released in the future.

Connecticut has also recently partnered with Massachusetts and Rhode Island to cooperate and coordinate on OSW development. An October 3, 2023, Memorandum of Understanding (MOU) between the three states outlines an approach to soliciting multi-state bids for OSW development that will benefit the states collectively. The MOU’s primary objective is to encourage collaboration between the states in hopes of leveraging buying power and making the development of OSW projects more cost-effective. While the MOU does not require any one state to work with the others on new proposals, it does ensure that each state will benefit equally from multi-state bids for any OSW project proposal, and requires each state to consider whether a bid can result in a multi-state project. MA Governor Maura Healey said the MOU will “amplify the many benefits of offshore wind for all three states, including regional economic development opportunities, healthier communities, lower energy bills and advantages to environmental justice populations and low-income taxpayers.” 

The MOU also encourages good-faith coordination between the states when considering both independent and multi-state OSW projects. When considering a multi-state bid, applicants will be required to designate which states are impacted by the proposed project. Approval of a multi-state proposal may be contingent upon approval from all three participating states. The MOU clearly states that it is not meant to be seen as a legal authority binding the states to enter into contracts or other agreements.

The MOU’s objectives of collaboration and reducing costs for bidders are already being implemented. Connecticut’s recent Request for Proposal (RFP), published on October 27, 2023, provides a pathway to solicit multistate bids. In addition, the Connecticut RFP includes a provision that allows bidders to submit pricing at a rate indexed to the price of “listed macroeconomic factors and commodities” that will be fixed at some date in the future. The indexed pricing approach allows bidders to account for changes that may occur after the bid due date, but before the project reaches final close, by adjusting their proposed price up or down by no more than 15%.  This flexibility is intended to ease the financial hardships many OSW developers are currently facing.   

Financial Hardships

While the coastal New England states continue to solicit proposals for OSW development, several developers have run into commercial roadblocks that have substantially reshaped the economic analysis. Global events such as COVID-19 and the war in Ukraine have caused the scarcity of some materials and the skyrocketing costs of others. According to Building a National Network of Offshore Wind Ports, a publication released by The Business Network for Offshore Wind, there is now an estimated $22.5-$27.2 billion discrepancy between available financing and the financing required to construct the OSW facilities needed to achieve the administration’s OSW goals.

Other pressures driving development costs include the surge in demand for OSW globally, rapid increases in turbine sizes over the last decade, expansion of offshore wind into deeper waters requiring more costly technological solutions, historically-high interest rates and commodity input prices, and competition for construction materials in and outside of the OSW industry. Changing market conditions have had at least some impact on almost every OSW project currently under development. 

In a constantly changing landscape, the current status of OSW projects in the Northeast continues to evolve:

Project NameStateMWDeveloperProject StatusPermitting Status
Vineyard WindMA800AvangridUnder ConstructionReceived BOEM Record Decision
Beacon WindMA1200EquinorPermitting stageEIS review
Revolution WindRI704Orsted/ EversourceUnder ConstructionReceived Final Approval for DOI Construction
Park City WindCT800AvangridStalledStalled
South Fork WindNY132OrstedUnder ConstructionReceived BOEM Record Decision
Sunrise WindNY924OrstedObtaining permitsEIS review
Empire Wind 1NY816EquinorPermitting stageBOEM released final EIS
Empire Wind 2NY1200EquinorPermitting stageBOEM released final EIS
Ocean Wind 1NJ1100OrstedCanceledCanceled
Ocean Wind 2NJ1150OrstedCanceledCanceled
Skipjack WindMD966OrstedConducting SurveysEIS review
Coastal Virginia WindVA2590Dominion EnergyObtaining construction permitsReceived BOEM Record Decision

 

Revolution Wind, set for construction south of Block Island, is one project proceeding intact and is estimated to deliver 400 MW of power to Rhode Island and 304 MW of power to Connecticut. Orsted and its then-partner Eversource locked in project costs prior to the current market instability and recently announced a final investment decision confirming that construction is expected to be completed by 2025.  Eversource, however, is withdrawing from the wind sector, announcing in September that it would be selling its fifty percent interest in its three jointly-owned contracted OSW projects with Orsted: Revolution Wind, Sunrise Wind, and South Fork Wind. Currently, workers at the New London State Pier in Connecticut continue to assemble parts for the South Fork Wind turbines. These turbines can be seen off the coast of Montauk Point as the nation’s first commercial-scale OSW farm takes shape. At present, Revolution Wind and Sunrise Wind are also proceeding as planned.

The offshore wind market has changed, however, and other projects have stalled or been canceled.  Orsted recently ceased development of the Ocean Wind I and II projects in New Jersey and will announce final plans to terminate, postpone, or continue other OSW projects in the United States in 2024.  Also, citing unanticipated economic factors, Avangrid has terminated its power-purchase agreement for Park City Wind, which was expected to supply roughly 14% of Connecticut’s electricity.  The project is expected to be rebid.  

Despite these setbacks, state governments continue to explore OSW development and ways to alleviate some of the economic and logistical hurdles standing in the way of progress.

 

Maersk to Proceed with $500M Investment in Southeast Asia

Maersk containership at berth
Maersk is proceeding with a half-a-billion dollar investment in Southeast Asia (file photo)

PUBLISHED DEC 4, 2023 5:42 PM BY THE MARITIME EXECUTIVE

 

 

Maersk reports it plans to move forward with a more than half-a-billion dollar investment in Asia as part of the execution of its global integrator strategy focusing on an overall logistics solution. The investment, which is expected to span over three years, targets the company’s logistics and services operations as well as its ocean shipping and terminal operations despite the strong financial headwinds the company is currently experiencing.

“Southeast Asia is the fastest growing area in Asia Pacific,” emphasizes Vincent Clerc, CEO of A.P. Møller–Maersk, noting the e-commerce boom, government’s efforts to capitalize on global manufacturing diversification, and rising inter-regional trade spurring sustained growth in the region. “Our investment reflects the commitment to being the global logistics integrator.”

During the third quarter, while reporting a nearly 50 percent decline in quarterly revenues and EBIT income falling from $9.5 billion to just $538 million, the company said it intended to continue to move forward with the investments in its strategy. Clerc however warned investors that with “challenging times ahead,” the company was cutting costs including completing a 10,000-head staffing reduction that was already more than 50 percent completed.

The total investment planned for Southeast Asia will be more than $500 million and will cut across the company’s warehousing and distribution operations as well as air cargo, inland logistics, ocean shipping, and terminal operations.

Maersk reports it will invest in scaling its warehousing and distribution footprint by up to 50 percent across the area to augment its ocean, air, and land capabilities, serving both international and domestic markets and demand. By 2026, Maersk expects to add nearly 480,000 sqm capacity spread across Malaysia, Indonesia, Singapore, and the Philippines creating mega distribution centers that are strategically located.

They highlighted the investments being made at Port of Tanjung Pelepas, located in Malaysia, where it is poised to become a key integrated logistics hub. Furthermore, Maersk is also investing in increasing its landside warehouse capacity at Singapore's Changi Airport, intending to solidify its position as Maersk’s regional air freight hub.

Other investments will include significantly increasing haulage truck capacity in Southeast Asia including a pilot biodiesel-based haulage trucks and the introduction of EV trucks by 2024. In the ocean and terminal segments, Maersk will continue to invest in expanding its infrastructure across the region through APM Terminals. 

Additionally, the company revealed that it is working closely with authorities in the region to explore opportunities in building green fuel infrastructure to support its future green vessel fleet.

Maersk currently has a presence in four markets in Southeast Asia, including Singapore, Malaysia, Indonesia, and the Philippines. 


Maersk Settles Lawsuit Over Ever Given's Suez Canal Shutdown

Ever Given aground
Image courtesy Suez Canal Authority

PUBLISHED DEC 1, 2023 8:40 AM BY THE MARITIME EXECUTIVE

 

Maersk Group has decided to settle a lawsuit over the disruption caused by the grounding of the massive boxship Ever Given, which shut down the Suez Canal for six days in 2021. 

The number-two ocean carrier filed suit in Denmark against unspecified parties in connection with the grounding, and had sought damages of about $45 million. Danish outlet ShippingWatch confirmed Thursday that the lawsuit has ended with an out-of-court settlement. 

The Ever Given went aground in the Suez Canal on March 23, 2021, shortly after she entered the southern entrance. Her length exceeded the canal's width, and with bow and stern firmly wedged in each bank, she blocked the waterway to all marine traffic. 

For the complex salvage operation, the Suez Canal Authority brought in shore-based excavating equipment, cutter suction dredgers and at least 10 tugs. With much effort, the ship was finally refloated on March 29. The event made global headlines and put shipping in the spotlight, providing consumers with a rare direct example of how maritime commerce can affect their daily lives. 

Over the course of the six-day shutdown, up to 400 ships had their voyages disrupted by the shutdown of the canal, including 50 boxships with connections to Maersk.  In response, Maersk sued shipowner Shoei Kisen Kaisha and operator Evergreen at Denmark’s Maritime and Commercial Court for damages from the disruption.

Evergreen denied responsibility for the incident. “As Ever Given is leased by Evergreen under the terms of a time-charter agreement, all expenses for the refloating operation and any liabilities are the responsibility of the vessel’s owner," the firm said in a statement after the suit was filed. 

The case's progress was closely watched in the liner shipping world, as a win for Maersk could provide a blueprint for other affected carriers to file similar claims. On Thursday, Maersk confirmed that it has withdrawn the lawsuit, following news of a settlement agreement. 

Boskalis, owner of salvor SMIT Salvage, filed suit in a London court earlier this year seeking compensation from Shoei Kisen Kaisha for its role in freeing the stranded ship. According to the FT, the estimated value of the Ever Given job was in the range of $25-50 million.

SMIT has continued to work with Shoei Kisen Kaisha: the salvor played a role in the response to the burning car carrier Fremantle Highway, which caught fire off the coast of the Netherlands in July. 

Korea Blames “Unauthorized” Alterations and Maintenance for 2017 Casualty

Bulker Stellar Daisey
Maintenance issues and alterations were blamed for the 2017 loss of Stellar Daisy, a tanker converted to become a bulker (NSRI file photo)

PUBLISHED DEC 5, 2023 4:53 PM BY THE MARITIME EXECUTIVE

 

More than six years after the loss of the converted bulk carrier Stellar Daisy, a South Korean inquiry into the sinking which claimed the lives of 22 crewmembers confirmed the findings blaming maintenance issues while also adding some new details on the contributing factors.

The loss of the Stellar Daisy on March 31, 2017, approximately 2,000 nautical miles from the Port of Montevideo, Uruguay with 24 crew members on board shined light on the then-common practice of converting aging tankers into large bulk carriers. Having begun her life in the 1990s, the Stellar Daisy was a converted very large ore carrier (VLOC) with an overall length of 322 meters (1,056 feet) and 266,141 dwt. She had 10 cargo holds.

The conversion was carried out at Cosco (Zhoushan) Shipyard, and typical of the VLCC-to-VLOC conversions the center cargo tanks were outfitted with the addition of deck hatches to be used as bulk cargo holds. The process required the hull framing to be reinforced and modified with the addition of about 6,000 tonnes of structural steel.

According to a report from Korean news agency Yonhap, the Busan Regional Maritime Safety Tribunal issued a ruling today, December 5, citing “neglect of maintenance by its operator,” as the cause of the Stellar Daisy casualty. Previous investigations reported that cracks had been seen on the vessel and believed it split in two and sunk. The Stellar Daisy was fully loaded carrying 260,000 tons of iron ore at the time of the casualty.

The tribunal, according to the report from Yonhap, reported that it found the vessel’s operator Polaris Shipping had installed an unauthorized wastewater storage device on the bottom of the ship. They concluded that the company did not inspect or strengthen the ship's hull. The shipping company was supposed to conduct repairs to safely load cargo on the Stellar Daisy, but the tribunal ruled that Polaris let the ship set sail without reinforcement.

Polaris’ maintenance and operations have previously been cited in the investigations into the casualty. The Marshall Islands in 2020 issued a report from its investigation citing structural damage that was likely due to a combination of factors, including the strength of the ship’s structure being compromised over time due to material fatigue, corrosion, unidentified structural defects, and multi-port loading, as well as the weather conditions the vessel encountered in the days preceding the casualty.

In 2020, Polaris Shipping and its CEO Kim Wan-Jung were found guilty of failing to report defects with the vessel and he was sentenced to six months in jail. Polaris in 2021 scrapped the last of its converted ships, but last year South Korean prosecutors filed a new round of charges against the CEO of the company and six employees at the urging of the families of the lost crewmembers.

“The tribunal's decision is expected to affect civil and criminal proceedings related to the sinking,” writes Yonhap. They said that the trial is still proceeding on the charges brought in 2022 against the six individuals and other cases are also ongoing related to the casualty.

The Korea Register of Shipping was also investigated but the tribunal acquitted the class society. Yonhap reports that the decision said it was “difficult to recognize the causal relationship between the ship inspection agency and the sinking of the Stellar Daisy.”

The loss of the Stellar Daisy brought renewed attention and criticism to the conversion of old tankers to bulkers. The industry has abandoned the practice and in 2020 Brazilian iron ore mining company Vale announced that it would begin phasing out all the converted ships from its operations. BIMCO commented that the high cost of maintenance was dooming the class of ships making them uneconomical to operate.

 

Fortescue Unveils Ammonia-Fueled Ship Calling for Regulations to Catch-Up

Ammonia dual fuel vessel
FFI Green Pioneer is being prepared to operate on a mix of ammonia and diesel fuel (Forestcue)

PUBLISHED DEC 3, 2023 5:40 PM BY THE MARITIME EXECUTIVE

 

 

Fortescue, an Australian mining company that is working to become a green technology company, reports it completed the retrofit to create the world’s first ocean-going ammonia-fueled ship. The company’s flamboyant founder and chairman Andrew Forrest arrived in Dubai last week for the COP28 conference aboard a vessel the company has named FFI Green Pioneer

The converted PSV however made the three-and-a-half-week trip from Singapore on diesel fuel. Forrest explained, “At the moment, the regulatory landscape does not allow for ammonia ships to operate.” He told reporters that they made the trip from Singapore as a symbol to the world of the technology solutions and regulatory changes needed to decarbonize shipping.

He is calling on regulators and ports to license green ammonia loading to facilitate pollution-free shipping. Forrest says that now that green ammonia is emerging as a bulk marine fuel, it is time for the ports to become capable of handling the fuel. However, he contends that no port would permit him to operate today on ammonia.

“This is seriously limiting the progress of the decarbonization of shipping. I look to the leadership of the world’s ports to make clear that running the world’s global shipping on dirty bunker fuel has to stop, as we have a pollution-free alternative.”

Fortescue Future Industries acquired the 13-year-old supply ship MMA Leveque early in 2022 from Australia-based MMA Offshore. Built in 2010 in Indonesia, the 3,100 dwt vessel was originally outfitted with four diesel-electric Cummins main engines.

 

 

The company says it spent the past 18 months developing the systems, process, and technology needed to run the Green Pioneer as an ammonia dual-fuel ship. They used similar technology to a four-stroke engine the company retrofitted and demonstrated at its facility in Perth, Australia earlier this year. The engine runs on a blend of ammonia and diesel.

A gas fuel delivery system was installed on the supply ship while two of its four engines were converted to operate as dual-fuel on a mix of ammonia and diesel. Forrest says that regulations meant the vessel was not able to carry ammonia or demonstrate its technology to use ammonia while in Dubai. However, when the vessel returns to Singapore after the conference, Fortescue says it will complete commissioning to enable the first ammonia transfer and reach flag and class approval.

The company says it does not plan to stop with this first demonstration. It is also working on its broader plan for a world-first fuel transfer and marine vessel with approval to use ammonia as a fuel. Forrest told reporters in Dubai that the company is committed to launching a 300-meter (984 foot) 270,00 ton ammonia-fueled iron ore bulker by the end of this decade.

Wärtsilä Expands Methanol Engine Offering to Accelerate Sustainability

methanol engine
Wärtsilä is expanding its methanol offering to offer the broadest line of engines (Wärtsilä)

PUBLISHED DEC 5, 2023 7:15 PM BY THE MARITIME EXECUTIVE

 

 

Wärtsilä is looking to offer shipowners the broadest portfolio of methanol-fueled engines to help them meet the regulatory challenges to support the move to lower carbon emissions and increase sustainability for shipping. A global leader in power and propulsion for the marine market, Wärtsilä Marine Power seeks to continue to lead the market today by introducing four additional methanol-fueled engines to its portfolio.

“We recognize that it is vital for ship owners to have maximum flexibility and to keep options open as the industry navigates the uncertain pathway to net zero, and we are working hard to deliver this operational flexibility,” said Stefan Nysjö, Vice President of Power Supply, Wärtsilä Marine Power. “Our track record is already very solid, and this expanded engine portfolio adds to both our accomplishments and our long-term commitment to the maritime industry.”

The move to expand the methanol portfolio comes as the industry continues to move toward methanol as the emerging best alternative currently available to achieve the goals for decarbonization. Martin Wold, a consultant at DNV highlighted yesterday that four more methanol-fueled ships were ordered in November pushing the orderbook to over 200 vessels due in the next five years. While there were only a few orders overall in November, it was equally split between LNG and methanol-fueled propulsion and methanol has quickly risen to the second most ordered option while other alternatives such as ammonia remain theoretical with many challenges still to be addressed.

With today’s announcement, Wärtsilä reports it will add the Wärtsilä 20, Wärtsilä 31, Wärtsilä 46F, and Wärtsilä 46TS to its portfolio of engines capable of operating with methanol fuel. The Wärtsilä 32 was launched last year as a methanol engine and has already received type approval certificates from several classification societies. The Wärtsilä 20 engine family can be ordered with methanol combustion capabilities. The four new methanol engines will be available for deliveries at different points from 2025 onwards.

Further, throughout the Wärtsilä diesel engine portfolio, covering both new engines, and those currently in operation, Wärtsilä is developing the corresponding methanol retrofit capabilities. Methanol upgrades are either available or under development for the Wärtsilä 31, Wärtsilä 32, Wärtsilä 46F, Wärtsilä 46TS and Wärtsilä ZA40S engines.
 
“Decarbonisation is front and center to our strategy going forward, and the development of engines capable of running on future fuels is crucial to that,” said Roger Holm, President of Wärtsilä’s Marine Power business. 

The company also highlights that it is backing its extensive experience with strong investments in developing new fuel-flexible technologies and products. Wärtsilä is one of the few marine engine builders with extensive experience in methanol engines, having converted the first of four engines on the ferry Stena Germanica in 2015. Last year, the Wärtsilä 32 Methanol engine and MethanolPac storage and supply system were launched, becoming one of the first commercially available solutions for using methanol as a fuel in the maritime industry. 

  

CSSC Designs Containership Using Molten Salt Nuclear Reactor

nuclear-powered containership
Concept for the first nuclear-powered containership (CSSC/Weibo)

PUBLISHED DEC 5, 2023 11:42 AM BY THE MARITIME EXECUTIVE

 

 

Designs were unveiled in China today, December 5, for the world’s first large containership using the new nuclear power concept known as Molten Salt reactors. The design was developed by Jiangnan Shipbuilding, a division of the Chinese state-owned China State Shipbuilding Corporation (CSSC) and as if to prove that it is more than a theory, they reported that DNV issued an Approval in Principle (AiP) certificate for the design.

Few details were provided for the design with reports highlighting that China has classified the details of its efforts with thorium-based reactors because of the potential military applications. China however highlights that it has an abundant and less expensive supply of thorium meaning that it could be a cost-effective and zero-emission alternative for shipping and other industries. The thorium would be used as a safer alternative to uranium-based reactors.

CSSC writes in a statement posted to Weibo, “This type of ship has high safety as the reactor operates at high temperatures and low pressure, meaning it can avoid in principle core melting.” They highlight that the thorium reactor would not require high-pressure containers and pipelines as the reactor does not use large amounts of water for cooling. In the event of an accident, the core solidifies at ambient temperature, and in addition to normal shutdown methods, CSSC writes that the salt fuel can also be quickly discharged from the reactor to prevent spreading.

The concept design is for a 24,000 TEU containership, which they are calling the world’s largest nuclear-powered containership. Other safety features they reported include the location of the reactor, which was not explained. CSSC highlights that the concept adopts a “double-sided redundant design.”

Reporting on the presentation at a conference in China, the South China Morning Post says China got the first thorium-based molten salt reactor running earlier this year during a test in the Gobi Desert. The paper contends most countries including the United States have abandoned efforts to develop the reactors because of the complexity of the technology.

Several projects are looking at the concept of the Molten Salt reactor to provide mobile power but this appears to be the most advanced design. In the United States, the American Bureau of Shipping was contracted to lead a study into nuclear propulsion and its applications to commercial shipping nearly 80 years after the U.S. demonstrated the first commercial nuclear propulsion ship, the now long-ago retired ns Savannah. Russia continues to operate a nuclear-powered commercial ship while several projects are exploring Molten Salt reactors placed on barges or ships that could be positioned to provide power in remote areas or for emergency recovery operations.


Car Carrier Boom: CSSC Books Order for 12, DNV Approves Largest Design

largest car carrier
Hyundai Glovis will operate on charter between 12 and 20 of the largest car carriers with 10,000 units (CSSC)

PUBLISHED DEC 7, 2023 6:05 PM BY THE MARITIME EXECUTIVE

 

 

The vehicle transport sector is continuing its rapid growth with a new generation of the world’s largest Pure Car and Truck Carrier (PCTC) set to emerge from the Chinese shipyards. China State Shipbuilding Corporation (CSSC) celebrated the largest order for the largest yet-built car carriers while at the same time, China Merchants rolled out the design for an even larger ship. This comes as the sector is capacity-constrained and now has as many as 100 new vessels on order.

During this week’s China International Maritime Exhibition CSSC signed a multitude of orders but the company was highlighting what it said was the largest single PCTC order in shipbuilding history. It is for a new class of the vessel which they also highlighted as the largest and most advanced in the sector.

The new ships will have a total of 14 car decks with five of them being lift or movable decks for a total capacity of 10,800 units. The vessels will have the capability to load ultra-high and ultra-heavy ro-ro cargo as well as a range of vehicle types. Special consideration is given to transporting hydrogen, compressed natural gas, liquified petroleum, and other new technologies for powering vehicles including electric vehicles, which they expect will drive the industry’s growth. The ships will also be able to transport dangerous cargo and refrigerated containers.

The design and range of capabilities will improve the vessel’s density and flexibility of cargo loading. CSSC highlights that while the vessel’s capacity will be 16 to 20 percent larger than the current biggest vessels with a 9,000-unit capacity, transport costs will be eight percent lower per unit. 

The ships will also be environmentally sensitive. They are designed to operate on LNG while also being ready for either ammonia or methanol. 

Two of CSSC’s subsidiaries booked a combined order for a minimum of 12 of the vessels and possibly as many as 20 if the options are exercised. As was announced earlier in the week, six of the vessels will be built at Shanghai Waigaoqiao Shipbuilding for Seaspan. It marks the first time the containership company has expanded into the car carrier segment. They also have an option for up to four more vessels.

In a second surprise development, South Korea’s HMM, another primarily container carrier, also ordered six of the vessels to be built at Guangzhou Shipyard. They also have an option for up to four more ships. It is part of HMM’s previously announced strategy designed to expand the company and diversify into other segments to balance with the performance of the containerships.

Delivery is set to begin in 2026 for all the vessels. They will also be operating under long-term charters to Hyundai Glovis, which is one of the world’s largest operators of PCTCs. The company reported last month that its board had approved the plan to build the new class of next-generation vessels.

 

Deltamarin's rendering of the design for the largest PCTC designed with China Merchants

 

The title of the largest vessels in the category may however be short-lived. During the same trade fair, China Merchants Jinling Shipyard received design approval (AiP) from DNV for a new even larger car carrier. The concept calls for a vessel able to transport 11,000 units. It would also have 14 decks and be 767 feet (234 meters) in length with a 131-foot (40-meter) beam. China Merchants emphasizes like CSSC that the size would increase efficiency and reduce transport cost per vehicle.

The vessels were designed in partnership with Deltamarin and would feature an optimized hull and a stern flow device to improve operating efficiency. They will also use air lubrication for the hull to reduce drag. Powered by LNG, the new class of car carriers would be equipped with a 4,200 cbm LNG tank to maximize range. 

China Merchants reports it is already in discussions with an unnamed potential customer for the vessel.

 

Hijacked Car Carrier's Crew Treated "As Well As Can Be Expected"

A Houthi naval forces commander welcomes the crew of the seized car carrier Galaxy Leader (Houthi Military Media)
A Houthi naval forces commander welcomes the crew of the seized car carrier Galaxy Leader (Houthi Military Media)

PUBLISHED DEC 5, 2023 5:54 PM BY THE MARITIME EXECUTIVE

 

The crew of the hijacked car carrier Galaxy Leader are being allowed to have a limited amount of contact with their families, and the information that they've passed on suggests that they are being reasonably well-treated by the Houthi rebels who captured the ship, according to the shipowner. 

In a statement, owner Galaxy Maritime Ltd. called on the crew's nations of origin to redouble their efforts to free the seafarers. "The 25 crew members being held have no connection whatsoever with the current situation in the region," Galaxy Maritime said Monday. "Nothing can be achieved by their further detention."

17 members of the Galaxy Leader's crew are Filipino, and the remaining eight are Bulgarian, Romanian, Ukrainian and Mexican citizens. The government of the Philippines says that it is putting a high priority on securing the release of its nationals aboard Galaxy Leader. Philippine President Ferdinand Marcos Jr. canceled a planned trip to Dubai for the COP28 climate summit in order to focus on negotiations for the seafarers' release, and said that Manila was dispatching a delegation to Tehran. (Iran is the Houthi movement's foreign sponsor.) 

Galaxy Leader was hijacked by heavily-armed militants and a Houthi-operated helicopter on November 19. The orchestrated, carefully-filmed boarding appeared to catch the car carrier's crew by surprise. The ship was diverted to Hodeidah, then relocated to Al Salif, both controlled by Houthi separatists. 

On arrival, a top Houthi commander boarded the ship and told the crew that they would be treated as "guests." In a recorded encounter, he invited them to ask for anything that they might need. 

Since the ship anchored off Al Salif, it has become something of a tourist attraction for the Houthi population at large. Multiple videos posted to social media show Yemeni nationals dancing, playing music, sharing a narcotic herb with crewmembers, and taking photos of themselves on board. One recent image appears to depict a college graduation ceremony on the top deck. 

The Galaxy Leader is operated by Isle of Man-based Ray Car Carriers, a firm with ownership ties to an Israeli shipping magnate. There are no Israeli nationals aboard, according to the Israeli government. Houthi leaders have promised to target Israel-linked shipping in retaliation for the ongoing Israeli military operation in Gaza, and have launched multiple attacks on merchant vessels in the Red Sea over the past two weeks. 

According to Politico, some U.S. officials are concerned that the White House is treating these attacks with less than the degree of concern that they deserve. The crews of the destroyers USS Carney and USS Thomas Hudner have shot down nearby drones multiple times, fearing the possibility of an attack. 

Over the weekend, Houthi forces targeted three more ships, Unity Explorer, AOM Sophie II and the Number 9, according to U.S. Central Command. USS Carney shot down three UAVs while assisting Unity Explorer.

The Biden administration has hedged on whether U.S. Navy warships were targeted by any of these attacks. However, Pentagon officials told Politico that it is clear that U.S. warships are "under threat" like never before in the Red Sea. “You’d be hard-pressed to find another time” when the threat level was higher, one official said.

Officials have also made clear that the disruption is not just a regional Houthi phenomenon. U.S. Central Command assesses that "these attacks, while launched by the Houthis in Yemen, are fully enabled by Iran." 

 MAN OVERBOARD

UK’s MOB Callout Turns into Case of Illegal Immigration

MOB search
Angle RNLI Lifeboat led a massive multi-agency search Sunday night and again Monday (Angle RNLI)

PUBLISHED DEC 5, 2023 6:15 PM BY THE MARITIME EXECUTIVE

 

 

British authorities now believe that a man overboard search commenced on Sunday evening along the coast of Wales was instead a case of illegal immigration. The report prompted a massive multi-agency search on Sunday and again on Monday, only for the authorities to now report they arrested the individual onshore in the villages in Pembrokeshire on the coast of Wales.

The call-out began Sunday, December 3 when the crew aboard an unidentified crude oil tanker requested assistance saying it had reason to believe a crewmember had gone overboard. The tanker was at Valero’s Pembroke Oil Terminal located on the Milford Haven Waterway. The crew reported that they had found indications that someone was overboard and had searched the vessel. They reported an unidentified crewmember was missing.

HM Coastguard confirmed that it received the call that someone was missing from the tanker and likely in the water. They dispatched the RNLI lifeboat from Angle to start the search. A police boat also joined in the search and the lifeboat reports after making “best speed” to the scene they also launched their inflatable Y boat. A Coastguard rescue helicopter also was sent to assist with the search but later turned back due to heavy rain which made it unsafe for it to continue to participate in the search.

The lifeboat reports carrying out multiple legs searching the area around the vessel as well as along the coastline and waterways. The crew utilized its searchlights, image intensifiers, and thermal imaging equipment to aid in the search, all to no avail. After being in the area from around 10:00 p.m. local time and despite the heavy rains the search continued until 2:00 a.m., when the lifeboat was prepared for its next call.

 

Angle RNLI search over 32 miles of shoreline and around the vessel in two searches despite heavy rain (Angle RNLI)

 

On Monday, with the weather having improved, the lifeboat was again dispatched to conduct an additional search of the area. They report completing a search covering 32 miles of shoreline before the crew and lifeboat were stood down.

Later that night the police report arresting the crewmember on shore. He is said to be in good condition and without further details the police report the crewmember is being held on suspicion of being an illegal immigrant. The case has been handed over to the Border Force.

 

Western Australian Government Unveils Plan for Relocation of Fremantle Port

Fremantle Australia
The plan calls for the relocation of container operations from the Inner Harbour 15 miles tothe south to join the bulk port (Fremantle Ports file photo)

PUBLISHED DEC 3, 2023 2:50 PM BY THE MARITIME EXECUTIVE

 

 

Following years of intensive studies and consultations, the Western Australian (WA) government has unveiled its preferred design and location for the relocation of the container operations currently in Fremantle. The port, which handles nearly all the container traffic for all of Western Australia is quickly running out of capacity and also occupies prime real estate which official highlight could be better used for the city.

The preferred design and location unveiled by the WA government on November 29 calls for the relocation of the container operations from its current location to Kwinana, approximately 15 miles to the south, and uniting the container operations with the existing bulk cargo operations. Known as the Westport Project the container operations would be adjacent to the existing Outer Harbour, which is one of Australia’s major bulk cargo ports handling grain, petroleum, liquid petroleum gas, alumina, mineral sands, fertilizers, coal, sulfur, iron ore, and other bulk commodities.

The planning for the new container terminal has been ongoing for years with officials highlighting the concept of placing containers in Kwinana was first suggested in 2006. Between 2018 and 2020, they report the Westport Taskforce explored 25 different locations ranging from Fremantle to Cockburn Sound and Bunbury for the new container terminal before selecting the preferred location. They started with 30 different design options, narrowing it first to seven and then three before selecting the design that they believe provides the best opportunities as well as environmental outcomes.

Currently, the port which is located in the Fremantle Inner Harbour in Perth, handles imports and exports of around 800,000 containers with terminals operated by DP World and Patrick. However, this port infrastructure and its surrounding roads are expected to reach capacity within the next two decades, hence the necessity for a new terminal. Long-term planning calls for the port to grow to more than three million containers over the next 50 years.

 

Government officials released the preferred design for the new container port (Fremantle Ports)

 

The new design includes a container terminal adjacent to the shoreline of the current Kwinana Bulk Terminal. Another aspect is a new breakwater to provide enhanced protection to the port and docked ships. The design will allow the new container terminal to handle larger ships than the existing Fremantle terminal and also incorporates redevelopment of the aging Kwinana Bulk Terminal jetty. The new facility would also be supported by an enhanced multi-modal infrastructure with road and rail links.

“A world-class port in Kwinana is critical for our state to remain a global economic and industrial powerhouse for decades to come,” said WA Premier Roger Cook. “Through this design, we can ensure WA can continue to meet trade demand long into the future while strengthening our supply lines.”

The move to relocate Fremantle Port is also expected to unlock around 260 hectares of prime inner urban land in Fremantle. The state government has indicated it wants to transform the space into a “vibrant precinct” to cater to WA’s growing population. One proposal is to establish a public space and residential facilities. Fremantle Port would continue to be a working port for cruise ships, visiting naval vessels, and recreational craft.

The next step is the development of a project business case report, scheduled to be finalized by mid-2024. Previously the budget for the project was set at A$4 billion (US$2.7 billion) but government officials said that was pre-pandemic and they expect to determine the timeline and cost for the new terminal based in the next phase of the project.