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)
Friday, November 29, 2024
Canada selects location for used nuclear fuel repository
Thursday, 28 November 2024
Fourteen years after beginning its consent-based siting process, Wabigoon Lake Ojibway Nation and the Township of Ignace have been selected as the host communities for Canada's proposed deep geological repository.
(Image: NWMO)
"This is a historic moment," Nuclear Waste Management Organization President and CEO Laurie Swami said. "This project will solve an environmental issue and supports Canada's climate change goals. And today's decision was driven by a consent-based siting process led by Canadians and Indigenous peoples. This is what making history looks like."
The Nuclear Waste Management Organization (NWMO) said the announcement was an important milestone in delivering on its promise to not leave Canada's used fuel as a burden for future generations to manage. There is international scientific consensus that a deep geological repository is the safest way to manage used nuclear fuel over the long term, and Canada is among the leading countries in implementing this solution, the organisation said.
Launched in 2010, the NWMO's community-driven, consent-based site selection process included clear commitments that the plan could only move forward in an area with a site that meets rigorous safety standards and has "informed and willing" hosts. By 2019, the initial list of 22 communities that had expressed an interest in learning about the project and exploring their potential to host it had been narrowed down to two, both in Ontario: the Wabigoon Lake Ojibway Nation-Township of Ignace area and the Saugeen Ojibway Nation-South Bruce area.
Earlier this month, members of Wabigoon Lake Ojibway Nation indicated their willingness to move forward with the process. The Township of Ignace confirmed its willingness to proceed in July, following a community vote.
"This important decision for Canada was possible because of the communities' leadership and active engagement over a decade of learning, as well as considering the future of their communities," NWMO said. "The safety of the site was also established through rigorous site assessment and technical studies."
There has been widescale public information and consultation over the plans (Image: NWMO)
The project will now move forward to the regulatory decision-making process. The NWMO has agreed to an Indigenous-led Regulatory Assessment and Approval Process, a sovereign regulatory process that will be developed and implemented by Wabigoon Lake Ojibway Nation to ensure that potential impacts of the project are assessed against Wabigoon Lake Ojibway Nation's Anishinaabe values, and that conditions to mitigate any impacts are designed by Wabigoon Lake Ojibway Nation and complied with by the NWMO. The project will also undergo the regulatory decision-making processes of the Canadian Nuclear Safety Commission and through the Government of Canada's impact assessment process.
Wabigoon Lake Ojibway Nation Chief Clayton Wetelainen said the nation views its role as the potential host for Canada’s used nuclear fuel as "one of the most important responsibilities of our time".
"This project will be under intense scrutiny by our Nation’s regulatory process in addition to the regulatory oversight by the Impact Assessment Agency of Canada and the CNSC," he said. "Wabigoon will ensure that safety, environmental protection and Anishnaabe values are upheld throughout this process," he added.
Township of Ignace Mayor Kim Baigrie expressed her gratitude to the Wabigoon Lake Ojibway Nation and Ignace communities and the other communities that were involved in the site selection process, for their leadership and engagement, and commended the NWMO for its progress in advancing a "safe, responsible and informed" plan. "Thanks to our commitment to health and safety, Canadian nuclear energy will continue to power communities at home and allies around the world - providing Canadians jobs and opportunities for generations," she said.
Ontario’s Minister of Energy and Electrification Stephen Lecce thanked the leaders of Wabigoon Lake Ojibway Nation and the Township of Ignace for their leadership and willingness to host the project. "As our government expands our zero-emissions nuclear fleet to meet rising energy demand, Ontario is cementing its position as a world leader in all parts of the nuclear lifecycle – this achievement by NWMO is just the latest example," he said.
How will the deep geological repository work?
Canada's used nuclear fuel is currently in interim storage at reactor and laboratory sites. NWMO's project timeline envisages construction of the repository - which will be more than 600 metres below ground and have an underground footprint of about 2 kilometres by 3 kilometres - beginning in around 2033, subject to being granted the necessary licences. Operations of the repository - which will use a series of engineered and natural barriers that work together to contain and isolate used nuclear fuel - are expected to begin in 2040-2045.
(Images: NWMO)
Above-Water Applications of Voith-Schneider Propulsion
The Voith Schneider propulsion system rotates on a vertical-axis and is well-proven in tug boat and ferry boat propulsion. A new-generation Austrian company has advanced that technology to rotate on a transverse-axis above water in aeronautical application, with capability for vertical lift-off. Their technology has possible application in wing-in-ground (WIG) vehicles that require vertical lift-off capability at land-based coastal terminals.
Introduction
The history of transverse-axis machinery in vessel propulsion predates the development of longitudinal-axis propellers. Side-wheel and stern-wheel propulsion technology evolved from waterwheels that had for centuries been installed along rivers to deliver mechanical power and proved quite successful in early riverboat operation. Side-wheel propulsion technology proved to be problematic in ocean operation when waves caused vessels to roll, alternately lifting one of the side-wheels above water and affecting vessel directional control. During the early 20th century, several aircraft developers attempted to adapt transverse-axis technology to airplane propulsion, with limited success.
While inventor Ernst Schneider intended to develop a turbine for hydro-electric power dams, the Voith group sought to adapt Schneider’s concept to operate as a water pump. By 1931, the water pump had been developed into a propulsion system for a ferry vessel that sailed on Lake Constance. During early 1960s, designers developed a horizontal-axis version of the Voith Schneider technology to operate on aircraft. Many decades later in Austria, designers at the Cyclo Tech group in Austria adapted modern, lightweight high-strength material to operate on a transverse-axis, in aeronautical propulsion and with prospects for future success.
Applications Above Water
The original intention by Ernst Schneider was to operate the rotary technology as a turbine. In this modern era, there may actually be potential to adapt Schneider’s concept to operate as a vertical-axis wind turbine, installed above the deck of a boat. The design allows the blades to change angle with respect to direction of fluid flow, in turn reducing the parasitic drag that is inherent in vertical-axis wind turbines. It is a concept that needs to be tested to determine whether is could efficiently activate a marine propulsion system and enable a vessel to sail into a headwind.
The transverse-axis aeronautical propulsion system offers the combination of vertical lift-off, tough-down and propulsion. It has potential application in ground effect vehicles that due to coastal wave conditions at numerous coastal locations internationally, could be designed to touch down on and lift off from land-based coastal terminals. The transverse-axis propulsion is system is compatible with ground effect wings. A forward mounted propulsion system would direct a rearward flow of air to move at low elevation directly under the ground-effect wings. Companion rear propulsion assemblies would provide a greater percentage of forward thrust.
Flying Car
Cyclo Tech of Austria is focused on developing a flying car that uses forward and rear transverse-axis propulsion assemblies based on the Voith Schneider concept adapted to aeronautical service. It is a technology that could ferry small groups of passengers between the deck of a ship anchored offshore and a coastal location, or between a ship sailing parallel to a coastline and a shore-based location. The Cyclo Tech flying car could carry ship pilots to and from the deck of a moving ship during rough sea conditions, when transfer of pilot between small boat and large vessel is problematic.
The inclusion of ground effect wings into the design of the Cyclo Tech flying car would extend its operating range across water, such as carrying passengers to and from the deck of an offshore drilling platform. The vertical lift-off and touch down capability of the Cyclo Tech vehicle enhance its attractiveness as the technology to carry ship pilots to and from the decks of vessels, or personnel to and from the land pad of an offshore platform. There may be a market for large commercial versions of the technology capable of carrying 12-people between land and offshore locations.
Future Development
While Cyclo Tech has undertaken a considerable amount of research and development into adapting the Voith Schneider propulsion system to aeronautical application, their version of the flying is a prototype with much potential for future development. The growth of airline travel at overcrowded airports provides market opportunity for a vehicle with vertical lift-off and touch-down capability, at small terminals that involve limited space. A large-scale wingless version of the technology could carry passengers over short distances across land while a winged, large-scale variant could be developed to travel over extended distances above water a water surface.
There is likely potential to increase the diameter and width of the rotors, with the option of developing a vehicle with 3-pairs and even 4-pairs of rotors spaced along a fuselage that might also include forward and rear ground-effect wings. A ground-effect winged version of the technology might feature partially enclosed rotors with variable area outlet, to increase air exit speed that would in turn increase vehicle travel speed above water. Vectored thrust that redirects the air stream would assure vertical lift-off and touch down at land-based coastal terminals that offer limited space for vehicle acceleration and deceleration.
Conclusion
The work undertaken by Cyclo Tech of Austria has greatly advanced the concept of adapting maritime-based vertical-axis propulsion technology for the combination of transverse-axis lift-off, touch down and propulsion involving aeronautical technology. As a matter of coincidence, their technology also has potential involving maritime vehicles that travel just above the water surface, using ground effect wings. There is much potential to develop the Cyclo Tech concept to ground effect vehicle application, to provide extended operating range and higher speed capability above a water surface, perhaps involving a vehicle built with the combination of forward and rear ground-effect wings.
Ernst Schneider originally envisioned the vertical-axis technology converting energy at a hydro-electric power dam, except staff at Voith envisioned the technology as a water pump with possible vessel propulsive application. The may be potential to develop a vertical-axis wind turbine based on Ernst Schneider’s original concept, for testing on the deck of a wind-powered vessel where the wind turbine drives an underwater propulsion system. So far, people such as New Zealand engineer Jim Bates, Canadian physics professor Brad Blackford and British researcher Peter Worsley have built wind-powered vessels with horizontal-axis wind rotors, that have sailed directly into headwinds.
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
KR (Korean Register) has released insightful analysis of Carbon Intensity Indicator (CII) ratings across its fleet in the fall edition of KR Decarbonization Magazine, offering crucial insights for maritime companies navigating the industry's green transition.
First launched in 2022, the KR Decarbonization Magazine is a quarterly publication designed to provide clients with timely insights into decarbonization strategies. The magazine aims to assist the maritime sector in navigating increasingly stringent greenhouse gas regulations introduced by the International Maritime Organization (IMO) and the European Union (EU).
The latest issue provides an in-depth analysis of CII ratings across KR-classed vessels, revealing industry-wide decarbonization trends. It also includes a comprehensive overview of cutting-edge advancements in liquefied hydrogen carriers.
The issue features an exclusive interview with HD Hyundai Heavy Industries' Executive Vice President RHEE Sangkee on the development of ammonia-powered vessels. RHEE outlines the significant technical advances in ammonia engine development, safety protocols, and exhaust gas aftertreatment systems. His insights provide shipping companies with essential guidance on ammonia's viability as a marine fuel, including key considerations for vessel operations, current development milestones, and future implementation timelines. The interview offers valuable perspectives for maritime stakeholders considering ammonia-powered solutions as part of their decarbonization strategy.
SONG Kanghyun, Head of KR’s Decarbonization and Ship R&D Center, commented, “With the IMO’s mid-term measures advancing rapidly, as seen at the 28th MEPC meeting, the time has come for the industry to adopt practical and actionable strategies. KR remains committed to supporting the maritime industry in addressing the decarbonization challenges through proactive and innovative approaches.”
Auramarine Ltd., the leading fuel supply systems pioneer for the marine and other industries and Quadrise Plc, the supplier of innovative clean energy solutions have announced a collaboration agreement to develop innovative solutions that will support maritime decarbonisation The purpose of the co-operation is to leverage the expertise of both companies in emulsion fuels, biofuels and fuel supply systems, providing innovative solutions for marine customers that support them in meeting decarbonisation and sustainability targets.
Quadrise will provide its expertise in MSAR®; (Multiphase Superfine Atomized Residue) and bioMSAR™ fuels. MSAR®; is a more environmentally friendly emulsion fuel that offers a lower-cost and is a cleaner alternative to heavy fuel oil (HFO) used in the marine and power generation industries. The Quadrise oil-in-water emulsion technology blends residual oils, water and additives to create a lower cost synthetic fuel oil that is more efficient. bioMSAR™ is the renewable biofuel version of MSAR®; incorporating sustainable components such as water-based glycerin and other lower-cost biofuels.
Auramarine will provide its expertise in designing and installing fuel supply systems (including Quadrise’s blend-on-board technology) for the conversion of marine vessels to support the use of Quadrise fuels. Auramarine’s vast experience in retrofits and modular fuel supply systems will enable it to find markets for Quadrise’s fuel technology on a wider scale and across multiple vessel types. Auramarine’s retrofit solutions do not require dry docking which makes implementation easier and more efficient, which provides further value to ship owners.
As part of the co-operation, Quadrise and Auramarine will work together to combine their resources and networks, jointly developing and promoting new sales opportunities that offer a comprehensive value proposition to the shipping industry to help them comply with new environmental regulations.
Commenting on the development, John Bergman, CEO of Auramarine, said: "We are pleased to announce this collaboration agreement with Quadrise, who are driving a positive shift in the marine sector with their proven emulsion technology to improve efficiency, lower emissions and supply new sustainable fuels. The current uptake of future fuels needs to be accelerated to meet decarbonisation targets within the maritime industry and new, viable innovations are essential to delivering this. By combining our strengths and expertise, we are confident that this partnership will drive further innovation and create significant value for our customers and other stakeholders.”
Jason Miles, CEO of Quadrise, continued: "We are delighted to sign this collaboration agreement with Auramarine, who have extensive experience and an enviable track record in the design, supply and servicing of fuel systems for conventional and future fuels. This collaboration is in line with our strategy of working with new channel partners to decarbonise shipping, adding the necessary expertise, network and resources of Auramarine in marine fuel systems to accelerate the implementation of MSAR®; and bioMSAR™ fuel conversions globally."
The products and services herein described in this press release are not endorsed by The Maritime Executive.
Value Group New €2 Million Investment from Energy Transition Fund Rotterdam
Installation of the Filtree System at the VM quayside in Rotterdam
Rotterdam-based sustainability innovator Value Group (Value Maritime and Value Carbon) announces that it has secured Energietransitiefonds Rotterdam (‘ETF-R’) as an investor. The fund’s investment will drive the further development of the Value Hub for CO2 offloading and processing in Rotterdam. The technology captures CO2, stores it, and allows it to be effectively reused or stored elsewhere. In the Port of Rotterdam, the maritime industry benefits from emissions reduction enabled by the technology.
Carbon care Value Maritime, part of the Value Group, is the innovative developer and installer of one of the first commercially viable hybrid CO2 capture and exhaust gas cleaning systems, known as Filtree. This system not only captures and stores CO2 but also cleans sulphur, ultra-fine particulate matter, and CO2 from ships’ exhaust emissions as well as oil residue and particulate matter from the vessels’ washing water. As a result, the Filtree System supports compliance with current and future environmental regulations.
The key to the Filtree System is its integrated carbon capture feature which allows ships to store the CO2 they collect onboard in dedicated fixed tanks or non-fixed battery containers. These onboard storage facilities can then be sustainably offloaded in port for reuse or further storage, managed by Value Maritime’s sister company, Value Carbon.
Value Group Co-Founder and Director Maarten Lodewijks says, “With InnovationQuarter as a new shareholder, Value Group gains a strong strategic partner to accelerate the development of our Value Hub in Rotterdam for CO2 offloading and processing. This partnership not only strengthens the realisation of this Value Hub as a blueprint for future Value Hubs but also drives the ongoing expansion and innovation of our patented Carbon Capture technology.”
Accelerating CO2 handling With ETF-R’s €2 million investment and further active support from InnovationQuarter, Value Group aims to accelerate the development of its Value Hub in Rotterdam. The Value Hub will manage the CO2 offloading from ships and ensure efficient, sustainable processing.
Meanwhile, a pilot programme in Westland greenhouses demonstrates the technology's practical application. Captured CO2 is released during the day to enhance photosynthesis and plant growth, showcasing a sustainable solution for agriculture.
InnovationQuarter/ ETF-R Senior Investment Manager Reinaud Struycken says, “We are very happy to be able to invest in a sustainable company that supports the reduction of CO2 emissions in Rotterdam and beyond. Their innovative 'catch & release' technology perfectly aligns with our vision for a cleaner and more sustainable Rotterdam. They serve as a prime example of how carbon capture and storage technology can benefit this and other sectors. ETF-R is looking forward to helping Value Group grow.”
Value Group The Value Group unites two innovative sister companies—Value Maritime and Value Carbon—working together to drive decarbonisation across shipping and industry.
Since 2017, Value Maritime has been at the forefront of maritime sustainability, helping dozens of shipowners and operators boost competitiveness through significant emissions reductions and cost savings. Its cutting-edge technology is designed to reduce the environmental footprint of shipping, contributing to a more sustainable future for the entire maritime industry. The goal is to help transform the way the sector operates, combining cleaner solutions with tangible financial benefits.
Meanwhile, Value Carbon focuses on land-based carbon management, addressing the entire carbon value chain. From carbon capture and handling to innovative reuse strategies, it aims to create efficient systems for storage and “catch and release” initiatives, all with a focus on generating both environmental and financial dividends. Together, the mission is clear: to help our clients achieve valuable emission reductions through sustainable, innovative technologies, backed by a team that is committed to making a real impact.
Rotterdam Energy Transition Fund The ‘Energietransitiefonds Rotterdam’ is a €100 million investment fund of the City of Rotterdam. The fund finances innovative companies and large sustainable projects that can contribute to Rotterdam's energy transition and circular economy. With the fund, the city aims to reduce CO2 emissions, improve air quality and reduce the use of raw materials. InnovationQuarter acts as fund manager for the Rotterdam Energy Transition Fund.
InnovationQuarter InnovationQuarter is the regional economic development agency for South Holland. InnovationQuarter manages funds worth more than €300 million. We finance disruptive startups and scale-ups that contribute to a cleaner, smarter, and healthier world. High risk, but also high impact.
The products and services herein described in this press release are not endorsed by The Maritime Executive.
TOTALLY QUALIFIED, NOT
Trump Picks Investment Manager John Phelan as Next Navy Secretary
The first Trump administration had seven Navy secretaries, a record in the history of the post.
John Phelan (right) and his wife Amy with fellow philanthropists at the Palm Beach Police Fire and Rescue Ball at Mar-a-Lago (Palm Beach Police & Fire Foundation)
President-elect Donald Trump has selected investment manager John Phelan to be the next Secretary of the Navy, replacing former surface warfare officer and shipbuilding reform advocate Cmdr. Carlos del Toro (USN, ret'd).
"It is my great honor to announce John Phelan as our next United States Secretary of the Navy!" Trump said, in a statement. "John will be a tremendous force for our Naval Servicemembers and a steadfast leader in advancing my America First vision."
According to Politico, other candidates who were considered but not selected included former Navy aviator Rep. Mike Garcia (R-CA) and former Navy doctor Rep. Ronny Jackson (R-TX), Trump's personal physician during his first term in office.
Phelan is a career-long investment manager who made his fortune running tech executive Michael Dell's personal fund, MSD Capital. In June 2022, during MSD's restructuring, Phelan stepped down from his post as its CEO and chairman "to focus on his personal investment and philanthropic interests." He went on to launch his own investment firm, Florida-based Rugger Management.
Phelan is known as a collector of contemporary art, a conservative political donor and a philanthropist. He and his wife reportedly split their time between homes in Palm Beach and Aspen, and he has been spotted before at Trump's private club in Palm Beach, Mar-a-Lago. Phelan is a Florida native, an avid fisherman, and a member of boards or committees at the Aspen Art Museum, the Whitney Museum, the Museum of Modern Art, the Fish & Wildlife Foundation of Florida and the CIA-focused Third Option Foundation.
Phelan played a widely-reported role in raising financing for the Trump 2024 presidential run. Earlier this year, he hosted Trump for a headline-grabbing campaign fundraiser at his Colorado home, charging entry fees of $25-500,000 per couple.
Phelan has no prior experience in the military, the public sector or the defense industrial base. He will be the only Secretary of the Navy since at least the Second World War to take the role without previous participation in the national defense establishment, whether in uniformed service, congressional oversight, political leadership or private-sector manufacturing.
"It might help that he has a personal relationship with the president. However, his lack of experience in defense and the Pentagon will hurt the Navy," CSIS adviser Mark Cancian told the Washington Post, noting that the Navy is starved of funding and will need politically influential leadership in order to build up its fleet. “It will take him a while to learn the levers of power.”
Phelan's nomination will require approval by the Senate, and he will serve at the pleasure of the president. The first Trump administration had seven Navy secretaries, a record in the history of the post.
THE WAR AT SEA
Philippine Coast Guard Finds Illegal Chinese Crew on Local Dredger
On Tuesday, the Philippine Coast Guard boarded a domestic dredging vessel at an anchorage near Manila and discovered that a large share of the crew were undocumented Chinese nationals - four of whom attempted to hide from the authorities during the inspection.
At about noon on Tuesday, the shipping agent for the Philippine-flagged dredger Harvest 89 (IMO 8591457) contacted the Philippine Coast Guard to notify the PCG of the vessel's planned departure. The ship was bound for San Felipe, Zambales for a domestic dredging contract. A vessel named Harvest 89 does not exist in international shipping databases, but the IMO number corresponds to the aggregates carrier Mao Hua 8, owned by Oromarine Shipping. The vessel was originally Chinese-registered, and was flagged into the Philippine registry in 2022.
When the PCG attempted to board the vessel for a pre-departure inspection, the agent attempted to prevent the officers from boarding. He allegedly told them that the ship's paperwork was correct and that there was no need to come aboard. In response, the PCG station decided to carry out a full inspection of the ship.
The boarding team found nine undocumented Chinese crew members, all without proper papers. The vessel's crew manifest named only eight Filipino crew members. Philippine cabotage laws require that all crewmembers on vessels in domestic trade - like Harvest 89 - must be Philippine nationals.
During a follow-up inspection, PCG officers found four more undocumented Chinese nationals who were trying to hide on board, bringing the total to thirteen. They also found one military-style uniform in a digital camouflage pattern, similar to People's Liberation Army fatigues. For the PCG, which faces off with Chinese forces in the South China Sea every day, the uniform raised "significant concerns regarding the intentions of these undocumented individuals."
Image courtesy PCG
The agency released the names and birthdates of every undocumented Chinese crewmember on board, and said it is working on options for legal action and detention of the unauthorized foreign crewmembers.
"We will continue our vigilant inspections and take necessary actions to address any violations of maritime laws," said PCG spokesman Jay Tarriela in a statement.
On the same day as the inspection on Harvest 89, shipowner Oromarine posted an "urgent" job recruitment notice on its Facebook page, seeking officers for a dredging vessel / sand carrier of about the same size. The firm says that it is in need of a new master, chief mate, second mate, second engineer and third engineer for the vessel.
Understanding Indonesia's Gambit With China in the South China Sea
China's nine-dash line claim, red line, and neighboring states' EEZs, blue lines (Courtesy U.S. State Department)
China and Indonesia recognise that they have overlapping claims in the South China Sea. However, this should not be construed as Indonesia’s acknowledging the legitimacy of the nine-dash line. Mutual recognition of disputes by both parties does not automatically give credence to the other party’s claim. Likewise, merely denying the existence of a dispute does not negate its reality. As the International Court of Justice noted in the Interpretation of Peace Treaties case: “Whether there exists an international dispute is a matter for objective determination.” These legal principles are essential to understanding the dynamics between Indonesia and China and the significance of their recent 2024 Joint Statement during President Prabowo Subianto’s visit to Beijing on 9 November.
Some critics argue that Indonesia has yielded to China, recognised the “nine-dash line”, or demand that Prabowo refrained from executing the statement by establishing bilateral cooperation to manage disputes. But recognising the existence of disputes does not signify Indonesia yielding to Beijing but acknowledges a natural progression in response to China’s assertive stance. Indonesia’s acknowledgment of disputes with China in the Joint Statement simply recognises the reality that disputes already existed because both sides have used legal arguments against one another since mid-2016.
As legal scholar Christopher Schreuer has previously observed, “Very little is required in the way of the expression of opposing positions by the parties to establish a dispute. In particular, the denial of the existence of a dispute by one party will be to no avail.” Therefore, Indonesia’s options are limited to shaping domestic rhetoric around these disputes, rather than preventing their existence. This should not necessarily be viewed as yielding to China.
Nevertheless, this joint statement is notable, even though its significance needs to be put into perspective.
Although Indonesian policymakers have previously floated ideas of joint cooperation in the Natunas with China, including Foreign Minister Marty Natalegawa in 2014 and Coordinating Minister of Maritime Affairs Luhut Panjaitan in 2016, this is the first time such intent has been formalised in writing. It departs from Indonesia’s longstanding policy of denying disagreements over whether China’s nine-dash line intersects with Indonesia’s Exclusive Economic Zone (EEZ) in the Natunas.
Since 1995, following Indonesia’s then foreign minister Ali Alatas’ visit to Beijing, Jakarta and Beijing had for a long time maintained that no disputes exist, downplaying any potential disagreements. Even in March 2016, when China Coast Guard vessels intervened as Indonesia attempted to seize a Chinese fishing boat, Kway Fey, caught in the Natuna EEZ, China’s foreign ministry spokesperson Hua Chunying dismissed the incident, reiterating that “Indonesia has no territorial claims over China’s Nansha Islands, and China fully agrees that the Natuna Islands belong to Indonesia.”
But a shift occurred in the months afterwards. For the first time, in response to a subsequent standoff between the Indonesian Navy and two CCG vessels that attempted to stop the arrest of a Chinese fishing boat, China employed a legal argument against Indonesia: “This took place in waters which are Chinese fishermen’s traditional fishing grounds and where China and Indonesia have overlapping claims for maritime rights and interests.” (emphasis added) China had used such a legal point against other South China Sea disputants, but not against Indonesia.
Indonesia countered by citing the UN Convention of the Law of the Sea, arguing that traditional fishing grounds are not legally recognised. As Indonesia and China began presenting legal arguments against each other – China relying on historical claims and Indonesia invoking UNCLOS – it marked the start of a formal dispute over fishing rights.
Foreign fishing vessels that have been captured and sunk in Natuna waters near Lagong island in Riau Islands province, Indonesia (Bay Ismoyo/AFP via Getty Images)
By 2021, Chinese fishing activities and law enforcement encroachments in the Natunas had become frequent. In response, Indonesia inaugurated a new military unit in the Natunas in 2019, conducted large-scale military exercises in 2020 and 2021, and intensified its defence diplomacy with the United States, focusing on border defence. Against this backdrop, China sent a diplomatic note in August 2021, demanding that Jakarta cease its activities in the Tuna Block. China’s denial of Indonesia’s right to drill gas within its continental shelf marked an expansion of its claim from traditional fishing grounds to broader maritime jurisdiction.
By this point, based on my fieldwork in Jakarta in the early 2022, key factions within the Jokowi administration had come to see denying disputes as no longer viable—a perspective that has persisted into Prabowo’s administration.
Interviews with stakeholders in 2022 revealed that the Jokowi administration was exploring alternative approaches, including those now enacted by Prabowo, and concluded that a tacit understanding allowing both sides to coexist in contested regions was preferable. Prabowo has evidently taken this a step further, offering to recognise the existence of overlapping claims with Beijing in exchange for Beijing’s support for Indonesia’s own domestic and geopolitical goals, particularly regarding its ambition to be part of Electric Vehicle global value chain.
Recognising disputes, as Prabowo has done, creates new opportunities – either for aggressively contesting Beijing’s nine-dash line through an international tribunal, as the Philippines has done in the past, or for managing tensions while shelving disputes. Jakarta and Beijing have favoured the latter approach since the joint statement was issued.
Jakarta might continue to deny being a claimant in the South China Sea disputes, as it does not claim any features in the Spratlys or Paracels. However, by acknowledging the disputes, it could collaborate with other Southeast Asian claimants to influence their resolution – whether through the conclusion of the long negotiations for a Code of Conduct or other mechanisms.
The question remains: can Prabowo solidify the alleged benefits of Beijing formally acknowledging these disputes?
Emirza Adi Syailendra is a PhD Scholar at the Strategic and Defence University, the Australian National University. He is also a Co-Investigator of a Strategic Policy Grant on Indonesia’s Maritime Strategy.
This article appears courtesy of The Interpreter and may be found in its original form here.
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
ALT. FUELS
Maersk Names Next Methanol Ship for Founder A.P. Møller
Maersk's new generation vessel arriving with the older vessels on dock (Maersk file photo)
The rollout of Maersk’s dual-fuel methanol containerships continued with the naming ceremony in Singapore for the A.P. Møller. The vessel, which is the ninth in the line’s fleet able to operate on methanol was named in honor of Arnold Peter Møller, founder of the company.
A.P. Møller (174,000 dwt) is part of the series of 18 large dual-fuel methanol vessels being built for Maersk and scheduled for delivery in 2024 and 2025. Built at Hyundai Heavy Industries in Ulsan, South Korea, she can carry 16,592 TEU. Maersk reports she is the seventh of these large dual-fuel methanol vessels to join the Maersk fleet in 2024, following sister ships including Ane Maersk which was the first of the class which was named in January. Others include Astrid Maersk, Antonia Maersk, Alette Maersk, and Alexandra Maersk.
The newest vessel of the class, A.P. Møller departed from Ningbo, China on November 16 to start her maiden voyage. She has made stops in Shanghai, Nansha, and Yantain, China before arriving on November 27 in Singapore. She is due to depart on November 29 with her next scheduled stops in Malaysia and Sri Lanka. Ms. Chan Su-Shan, the wife of the CEO of Temasek Holdings was the godmother of the vessel during the ceremony on November 28.
Naming ceremony for the newest vessel took place in Singapore during its maiden voyage (Maersk)
“Today marks a significant milestone in our journey of decarbonizing the maritime industry,” said Murali Pillai, Minister of State, Ministry of Law and Ministry of Transport in Singapore during the naming ceremony. “The arrival of A.P. Møller in Singapore not only showcases the advancements in shipping technology but also reinforces our commitment to support solutions that can reduce greenhouse gas emissions.”
Singapore officials highlighted that the port also conducted the inaugural ship-to-containership methanol bunkering for the Laura Maersk in July 2023. The feeder ship was the first introduced built to operate on methanol. Maersk also recently completed the first conversion of an in-service containership to dual-fuel methanol capabilities.
The delivery of the dual-fuel fleet Maersk highlights as a significant component of its decarbonization goal of achieving net-zero greenhouse gas (GHG) emission by 2040. During a press briefing in Singapore, Maersk told reporters that alternative fuel last year accounted for just three percent of the approximately 10 to 11 million metric tons of fuel it uses each year.
The line projected its alternative fuel use would probably rise to between 15 and 20 percent by 2030. They noted that however, the fuel strategy anticipates that it will be using a combination of biodiesel, green methanol, and bio-methanol. They have discussed the supply concerns for alternative fuels while again emphasizing the price gap and the need to support the transition to alternative fuels.
The new vessel, A.P. Møller reportedly loaded 500 metric tons of green methanol before it departed the HD Hyundai Heavy Industries shipyard earlier in the month. The new large dual-fuel vessels have the capacity to carry 16,000 cubic meters of methanol for a trip from Asia to Europe and back to Asia. The vessels are powered by MAN dual-fuel engines.
Hapag-Lloyd Follows Maersk with Large Methanol Supply Agreement from China
Hapag secured supplies of green methanol for its new fleet as it continues the introdcution of its LNG-fueled vessels (Hapag-Lloyd)
Hapag-Lloyd Follows Maersk with Large Methanol Supply Agreement from China
Germany shipping major Hapag-Lloyd reports it has completed a long-term supply agreement with Chinese energy company Goldwind to ensure a source of green methanol for the long-term power of its vessels. The deal comes almost a year after its soon-to-be partner Maersk completed a similar supply deal with Goldwind.
The new agreement is for the delivery of 250,000 tones of green methanol per year to Hapag-Lloyd. It will consist of a blend of bio- and e-methanol, ensuring greenhouse gas emissions reductions of at least 70 percent according to Hapag. As a company, Hapag-Lloyd aims to reduce the absolute GHG emissions of the fleet by around one-third compared to 2022. Compared to conventional fuels, the company reports the ordered quantity of green methanol can save a total of up to 400,000 tonnes of CO2e emissions in fleet operations per year.
“With the agreement, we are securing a significant proportion of our requirements for green fuels,” said Rolf Habben Jansen, CEO of Hapag-Lloyd. “This will bring us an important step closer to our goal of achieving net-zero fleet operations by 2045. It is and remains our ambition to play a leading role in the transformation of the liner shipping industry.”
Hapag is set to launch its new cooperation called Gemini with Maersk. Both companies have ambitions to be at the forefront of the transition and now both have long-term supply agreements with Goldwind. In November 2023, Maersk signed an offtake agreement calling for annual volumes of 500,000 tons of green methanol. At the time, Maersk called it the first large-scale green methanol offtake agreement for the global shipping industry.
Early volumes of the supply are expected to begin in 2026. Goldwind also plans to build a new green methanol factory adjacent to its existing project in Hinggan League, in northeast China. Goldwind plans to produce the fuels utilizing wind energy.
“The planned new factory will share technology, utilities, facilities, and infrastructures with its neighboring sister plant, boosting production efficiency,” said Liu Rixin, Head of Goldwind Green Methanol. It is still subject to the financial investment decision of the Goldwind board. We anticipate the completion of a megaton green methanol base in Hinggan League in late 2027.”
Maersk highlights the supply will be critical for its fleet of dual-fuel methanol containerships that it is in the process of rolling out. The seventh vessel was named today in Singapore.
Hapag earlier in the month announced a massive $4 billion investment in 24 new vessels. The orders include a dozen 9,000-TEU vessels from New Times Shipbuilding and a dozen 17,000-TEU vessels from Yangzijiang Shipbuilding. The company this month also marked the delivery of number eight in a series of 12 large, 23,660 TEU, LNH containerships being built by Hanwha Ocean (formerly Daewoo) as part of its fleet transition plan. Hapag also converted one in-service vessel starting in 2020 to LNG and recently announced a plan with Seaspan to convert five 10,100 TEU containerships on long-term charter to dual-fuel methanol operations starting in 2026.
Gasum has also agreed to provide Hapag-Lloyd with bio-LNG to fuel containerships sailing between Singapore and Rotterdam in 2025 and 2026. The supply that will meet Hapag’s obligation under its contract with the cargo owners project, ZEMBA, where it won the first bidder for a volume of low-carbon shipping from the buyers alliance that unites major shippers including Amazon, Patagonia, Bauhaus, New Balance, Nike, REI, and others. Gasum will bunker Hapag-Lloyd’s containerships with a total amount of 20,000 mt of bio-LNG during 2025-2026.
The well-known Danish fund manager Copenhagen Infrastructure Partners (CIP) which focuses on renewable energy investments is moving forward to develop ammonia-fueled carriers to lead in the energy transition. Its Energy Transition Fund entered into agreements with Norwegian shipping company Faerder Tanks and with Singapore-based BW Epic Kosan to develop one of the first fleets of ammonia-fueled ammonia carriers with a goal of launching an end-to-end solution for ammonia to be used by the shipping industry.
CIP is a leader in segments of the energy transition well-known for its investments in wind energy as well as pioneering projects in hydrogen and industrial-scale Power-to-X projects. The investment group is pursuing ammonia production with facilities to be located in Australia, South America, and Mexico and now looks to connect the supply and demand with a fleet of ammonia carriers. The goal is to deliver comprehensive, end-to-end solutions for ammonia-fueled tankers, promoting the green transportation of clean ammonia.
“Our objective is to facilitate the green transportation of clean ammonia by utilizing the cargo as fuel,” said Niels H. Lindegaard, Senior Business Advisor at CIP. “The dialogue with leading companies has given us valuable industry insights and the ability to develop safe and robust end-to-end bunkering solutions as well as first-hand knowledge about critical developments and maturity of solutions.”
Working with Faerder Tanks, CIP has entered into a Memorandum of Understanding to develop a 50,000 cmb ammonia carrier. CIP reports the vessel will feature high maneuverability and ship-to-ship bunkering capabilities, setting a new standard for medium gas carriers (MGCs). The first vessel, expected to join the fleet in the second half of 2028, is based on the successful MGC sector which they highlight has become a workhorse of the shipping industry.
Faerder Tankers highlights the innovative features of the design for its 50,000 cbm ammonia vessel to be built for CIP (Faerder)
Faerder Tankers is calling the vessels the next generation of MGCs. CEO Capt. Paal Stenberg said, “These innovative vessels represent a breakthrough in design and functionality, combining state-of-the-art dual-fuel ammonia engines, superior maneuverability, and unparalleled bunkering capabilities—all within the trusted framework of today’s MGCs.”
They highlight the vessels will be equipped with dual-fuel ammonia engine, high maneuverability with retractable bow thruster and aft thruster, and full ammonia bunkering capabilities, all within the physical dimensions of today's MGCs. Each vessel will feature front accommodation for crewmembers and a 360-degree view from the bridge. Faerder says the design will enhance control during bunkering and ship-to-ship operations, while also improving hydrodynamics and fuel consumption efficiency. Faerder Tankers, which was launched in 2018, worked in a multi-year partnership that was led by Equinor and involved Wartsila to develop a pilot ammonia-fueled Aframax tanker. The design concepts were presented in April 2023.
In a parallel effort, CIP and BW Epic Kosan plan to develop handy-sized ammonia carriers equipped with dual-fuel ammonia engines and bunkering capabilities. BW Epic Kosan will time charter a number of dual-fuel ammonia gas carriers ranging from 9,000 cbm to 35,000 cbm to CIP’s ETF or its subsidiaries.
CIP also reports that it is in “advanced discussions: with major shipping operators to develop Very Large Ammonia Carriers (VLACs). They would be used for its large-scale projects designed to build the end-to-end solution in the supply of ammonia as a fuel for shipping.
The investment group looks to develop an early leadership position in the emerging ammonia sector. A few ammonia-fueled tankers have already been ordered to be built in South Korea while much of the shipping industry continues to follow engine manufacturers' progress in commercializing ammonia-fueled marine engines.
HMM Joins Ranks of LNG Boxship Companies with Korea’s First LNG Vessels
HMM marked the name of its first two LNG-fueled containerships (HJ Shipbuilding)
Shipping companies operating LNG-fueled vessels were part of an elite club that is continuing to grow and is now being cited as a fleet differentiator. South Korea’s HMM celebrated the name of its first two LNG-fueled containerships along with HJ Shipbuilding & Construction which called the vessels a key part of its re-entry into the commercial shipbuilding market.
The ceremony took place in Busan, South Korea at the HJ Shipbuilding yard on November 21. The two vessels, each with a capacity of 7,700 TEU are another example of the mid-sized segment converting to LNG following the large vessels which were among the first to adopt LNG.
HMM reports the ships, named HMM Ocean and HMM Sky, will enter service in January 2025. They will be deployed on its Far East-India-Mediterranean service. They will be both the first LNG containerships for the line and South Korea. HMM Ocean and HMM Sky are each 892 feet (272 meters) and are registered in Liberia.
The ships are part of a $240 million contract placed by Greece’s Navios Maritime Partners in 2022. HMM reports it has entered into a long-term charter for up to 14 years to operate the two vessels. They are part of the line’s efforts at further expansion and adopting alternative fuels. HMM also ordered in 2023 nine methanol-powered containerships to be built by HD Hyundai Heavy Industries and HJ Heavy Industries for delivery starting in 2026. HMM highlights that it plans to invest more than $10 billion to strengthen its eco-friendly competitiveness.
LNG has grown in popularity among shipowners as an available fuel option that will also permit future transitions to green fuels. Emerging just a decade ago, LNG continues to grow in adoption. DNV calculates that there are over 600 vessels worldwide now in service using LNG. This includes over 120 containerships with DNV calculating a further 300 LNG-fueled containerships are currently on order. LNG is only being challenged by methanol as the most common fuel type for new orders while Alphaliner calculated that 55 percent of the orders this year were for LNG dual-fuel vessels.
Zim, another mid-size operator, joined the LNG ranks in 2023 and is adding a total of 24 LNG vessels as part of a fleet construction program for a total of 46 vessels. Speaking to investors on its recent earnings call Zim cited the benefits of being an early adopter of LNG. They said it has provided both environmental and financial benefits, with LNG being 25 percent more efficient and consistently cheaper than LSFO. When Zim completes its new ship deliveries, 40 percent of its capacity will be on LNG-fueled vessels.
HMM’s president Kim Kyung-bae said during the naming ceremony that the new LNG vessels will be “a great help to HMM’s operations.”
HJ Shipbuilding highlights that it returned to commercial shipbuilding in 2021 due to the strong demand in the market and they are focusing on the 5,000 to 9,000 TEU midsized containership segment. They have also built six 5,500 TEU vessels and in June 2024 received an order from Navios for two 7,900 TEU vessels as well as an option for two more ships of the class.
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