Thursday, July 04, 2024

Stella Maris Launches Tanzania Operation Due to Red Sea Attacks

[By: Stella Maris]

The world’s largest ship visiting charity Stella Maris is extending operations in East Africa with the opening of a new operation in the port city of Dar es Salaam, Tanzania, to support seafarers and fishing communities.

Stella Maris Tanzania was officially inaugurated on Friday June 28 at a ceremony attended by the Archbishop of Dar es Salaam and representatives from local seafaring and fishing communities as well as those from the Kenyan Port Authority in Mombasa.

The new team is being spearheaded by chaplain Father Patrick Musumbu, a Kenyan national who has lived and worked in Tanzania for 7 years and is leaving the parish he has built there to lead Stella Maris in Dar es Salaam. He will work with a team of volunteers as part of a network including neighbouring centres along the East and South African coast. Their work will also take them into local fishing communities and to the island of Zanzibar.

Stella Maris’s Jonathan Heard, who is helping establish the team in Tanzania, said more seafarer support is vital on Africa’s East Coast with seafarers under increasing strain in the region.

“Our new mission opens at a time when seafarers need additional support with the rising numbers of vessels diverting here to avoid the Red Sea,” he said, “Not only does this mean more crews passing through the region; it also means that seafarers face being at sea significantly longer – sometimes months longer – than they anticipated. When seafarers spend very long periods of time at sea without adequate stops to rest and recuperate and without seeing anyone from outside their immediate crew, they are more likely to experience mental and physical health problems, and feelings of isolation and loneliness. We want to ensure that every seafarer visiting the African continent can get the help they need. That might be as simple as offering friendship and the opportunity to talk without judgement; providing free Wifi connectivity and the chance to make contact with family at home; arranging medical help for sick or injured seafarers; giving spiritual support regardless of faith or religion, or pastoral care for crews facing bereavement after a death on board.”

Fr Pat and his team will also work with local fishing communities along the Tanzania coast where a relatively high mortality rate of 1% is linked to unsafe practices as well as drug and alcohol misuse more common in poorer, rural areas. Their role will be to support these communities to fish more safely through education and practical support.

Stella Maris’s East and Southern Africa network is one of eight regional networks** set up and operated by the global charity to support seafarers and fishers around the world.

Jonathan Heard explains: “Our regional networks are coming together to share information and expertise and to advocate for seafarers and fishers in this part of Africa. Being part of a regional
network means that we’re not waiting for a problem to arise in port. Instead, we’re communicating with our colleagues in neighbouring countries to understand the needs of a ship’s crew or an individual seafarer and preparing to offer the right type of support, in-person, when they arrive in our port.”

Speaking on the day the new mission was inaugurated, Stella Maris CEO Tim Hill said: “We are delighted to welcome Father Pat and his team to our international network. Stella Maris Tanzania enhances our existing programme in the region and our ability to provide continuous welfare assistance, collective advocacy and direct action for seafarers, fishers and their families around the world.”

Stella Maris is the largest ship-visiting network in the world, and the official maritime charity of the Catholic Church. Its global network of more than 200 chaplains and 800 volunteers, and support staff are available in 353 ports across 57 countries and visit hundreds of thousands of seafarers and fishers every year. They provide practical and pastoral care through ship visits, welfare facilities, and a range of community-building activities.

*Other regions are North America and Caribbean, South America, North and West Africa, Indian subcontinent, South East Asia, Australasia, and Europe.

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

As More Ships Head for Cape Route, Stella Maris Sets Up for Crews' Needs

To meet the needs of the growing number of vessels on the Cape route, The maritime charity Stella Maris has launched a new office in the East African port of Dar es Salaam, Tanzania.

Due to the anti-shipping campaign launched by Yemen's Houthi rebels in the Red Sea, about half of the traffic that once passed through the Suez Canal has diverted to the Cape of Good Hope. While far longer, this is much safer for ships and seafarers than risking a Houthi missile or bomb-boat attack off Yemen, and it is bringing more business for ports along the route to the Cape. Ships need repairs, supplies and bunkers, and that means more traffic; Mombasa and Dar es Salaam are near the new trade lane between the Persian Gulf and the Cape, and positioned to receive more vessels. But the longer trip around Africa comes with its own stresses for crewmembers, according to Stella Maris.

"Our new mission opens at a time when seafarers need additional support with the rising numbers of vessels diverting here to avoid the Red Sea," said Stella Maris' Jonathan Heard. "Not only does this mean more crews passing through the region; it also means that seafarers face being at sea significantly longer – sometimes months longer – than they anticipated."

That extra uninterrupted time at sea can translate into loneliness and mental health challenges - which Stella Maris is set up to address with a range of services. The charity provides seafarers with free WiFi while in port; spiritual support and pastoral care; help in accessing medical care; and the simple benefits of a friendly conversation. "We want to ensure that every seafarer visiting the African continent can get the help they need," Heard says.

Stella Maris' team of chaplains and volunteers also communicate with each other to hand-off cases and ships from port to port, giving each location's staff a running start to help the vessel when it arrives. Now, Port of Dar-es-Salaam will be part of the network, and will be prepared to help seafarers passing through on a newly-popular route.

Fiji Recovers Patrol Boat Three Weeks After Grounding on First Patrol

Fiji patrol boat — The new patrol boat was aground for three weeks while the salvage operation progressed (Fiji Navy)

Three weeks after its new patrol boat RFNS Puamau grounded during its first patrol, the Fiji Navy is reporting the vessel was safely recovered and is being towed to port for an inspection. The vessel, valued at approximately US$10.6 million, grounded on June 10 in the remote Lau group of islands, with ABC News Australia calling it a “treacherous area” with difficult sea passages.

A challenging salvage operation was launched as the vessel sat atop a reef. The stern compartment of the 130-foot (39.5-meter) steel monohull patrol boat was reported flooded but they were able to contain and manage the water ingress. The crew was evacuated from the ship and brought home by another of the country’s patrol boats.

Specialized salvage teams and equipment were flown in from Australia with the assistance of the Australian government, which had gifted the vessel to Fiji as part of a regional security effort. The Fiji Navy’s engineers and divers were working on the efforts which included debunkering the patrol boat. The salvage effort took about two weeks.

The salvage tug Ratu Rabici and another patrol boat, RFNS Savenaca were at the salvage site. Fiji reports the vessel is now afloat and being towed to neighboring Ogea Island where a through damage assessment will be conducted.

RFNS Puamau afloat and being towed to port for a damage assessment (Fiji Navy)

Built by Austal in Australia, the vessel was delivered in March and after training was mid-way through its first patrol. According to the shipbuilder, this class of patrol boats are faster than the previous Pacific-class patrol boats, with improved seakeeping, better amenities, and an enhanced mission capability. They have an integrated RHIB stern launch and recovery system and were designed to carry out border patrols, regional policing, search and rescue, and other operations domestically and internationally.

A Board of Inquiry has also been convened to review the grounding incident. Fiji decided to launch the independent investigation based on the unique nature of the situation and the value of the vessel. The board has been charged to ascertain the facts surrounding the incident. It will also make recommendations based on its findings.

The Australian Government launched its Pacific Maritime Security Program in 2016 and began ordering the vessel, Guardian class patrol boats, from Austal in 2018. They have been delivered to 12 Pacific Island nations. The RFNS Puamau was the nineteenth vessel to be delivered as part of a program of 22 vessels. The government in late June reported the order of two more vessels for the program. The latest vessels are scheduled for delivery in 2026. Austal values the total 24 ship project at approximately US$267 million.

Dredge Linked to WWII Wreck Desecration Has Been Arrested Again

The Chinese grab dredge that allegedly desecrated the wrecks of two famous WWII warships off Malaysia has run into trouble with the law once more. The notorious Chuan Hong 68 has been detained by the Malaysian Maritime Enforcement Agency (MMEA) again, this time over paperwork violations.

Last year, Malaysian authorities detained Chuan Hong 68 off Johor for allegedly crushing and removing the wreckage of the Royal Navy battleship HMS Prince of Wales and battlecruiser HMS Repulse, which were sunk by Japanese forces during the invasion of the Malay Peninsula in December 1941. Both are protected war graves. In May 2023, local residents obtained video of the vessel unloading what appeared to be a large cannon, dripping with mud, at a Malaysian scrapyard (below).

(Elizabeth Vostox / May 2023)

During the May 2023 boarding of the Chuan Hong 68, inspectors found rusting artillery shells and other scrap. The penalty for the crewmembers could be as much as two years in prison if convicted of desecrating wrecks, according to the New Straits Times. "MMEA] does not rule out the possibility that this vessel is involved in the theft of old British warship wrecks," the agency said at the time.

As recently as January 2024, Johor Police's unexploded ordnance team was called out to deal with aged, rusted artillery shells found at the scrapyard where Chuan Hong 68 offloaded her cargo. This included two 130mm shells - roughly equivalent to a 5.25-inch gun, of which HMS Prince of Wales had eight - and 55 aging 40mm shells, the standard size for the "pom-pom" antiaircraft guns used by the Royal Navy in WWII.

The MMEA has not released an update on the case over the course of the intervening 12 months, and Chuan Hong 68 has repeatedly returned to the same operating area northeast of the Singapore Strait, often disappearing from AIS for weeks at a time. This is the same region where she was operating when she was detained in 2023, and is approximately the same area as the HMS Prince of Wales' last known position.

On the afternoon of July 1, the MMEA and the Royal Malaysian Navy boarded Chuan Hong 68 at a position just off Tanjung Hantu, Perak state - on the opposite side of the Strait of Malacca from the dredge's previous area of operation, and about 300 nautical miles northwest of Singapore.

Courtesy MMEA

This time, the inspectors did not find illegal scrap, but they did spot 60 unregistered LPG tanks on deck. They also found paperwork irregularities in the vessel's documents and port clearance certificates. The ship and the entire crew have been detained pending an investigation.

"Malaysian Maritime insists on the maritime community to always obey the laws set in order to avoid action being taken," MMEA said in a statement.

First Hydrofoiling Electric High-Speed Ferry to Launch in the UK in 2025

electric hydrofoil ferry — Red Funnel plans to launch the electric hydrfoiling ferry in late 2025 (Red Funnel)

UK ferry operator Red Funnel confirmed that it plans to introduce a high-performance, emission-free high-speed vessel on its service crossing the Solent in late 2025. The unique vessel is an all-electric e-foiling passenger ferry developed by Artemis Technologies.

The design was introduced in 2022 reporting that the fast catamaran will ride above the water on three foils, and its all-electric drive will push it to speeds as high as 36 knots. Artemis has said that it expects to get a range of 70 nautical miles out of the vessel at a 25-knot cruise speed, with zero emissions and higher efficiency. Once in service, they are projecting the electric ferry will initially save 3,700 tonnes of CO2 per year and that it can be increased to approximately 4,150 tonnes when electricity from renewable energy sources is available.

Passenger capacity will be up to 150, and while hydrofoiling, the ride will be more comfortable, with less vessel motion. Wake effects will also be minimized, says Artemis.

Artemis said without naming the other companies that Red Funnel will be one of three ferry operators adopting the technology. The company reported in May 2024 that it had its first vessels under construction.

The company's first vessel to demonstrate the hydrofoiling technology is a 12-meter workboat. It was put in service operation along the Belfast waterfront to demonstrate the concept. The company has also received financial grants from the UK as part of the efforts to promote new green technologies.

Red Funnel is one of the oldest operating ferry companies tracing its origins to 1861. Today, the company reports it carries 3.4 million passengers and 860,000 vehicles across the Solent between Southampton, England and West Cowes on the Isle of Wight.

The company has been running a fleet of high-speed passenger ferries for more than two decades on the route. This spring they announced the sale of the Red Jet 4, which was built by North West Bay Ships in Tasmania in 2003. Powered by two MTU diesel engines, each driving an MJP waterjet to give a service speed of 35 knots the vessel carried up to 271 seated passengers and four crew. It is going to an operator in South Korea, but Red Funnel continues to operate two other high-speed vessels, Red Jet 6 built in 2016 and Red Jet 7 built in 2018. The passenger jet ferries make the transit in approximately 28 minutes while the traditional vehicle ferries take approximately an hour for the 12-mile trip.

Artemis recently reported that it entered into an agreement with DNV to collaborate to ensure that the testing and certification processes ensure that the safety requirements under the relevant international regulations and DNV rules are met or exceeded.

Red Funnel says it will be working with Artemis over the coming months for testing and sea trials of the vessel. Its high-speed crews will also be undergoing training to be prepared for the arrival of the new ferry.

Defector Aboard Russian Navy Corvette Set Fire to His Own Ship

An incendiary device goes off aboard Serpukhov, April 2024

(Ukrainian Directorate of Defense Intelligence)

PUBLISHED JUL 3, 2024 10:18 PM BY THE MARITIME EXECUTIVE

A defector aboard the Russian Navy corvette Serpukhov helped Ukrainian forces stage an attack on his own vessel earlier this year, according to Ukraine's military intelligence service (GUR, or HUR).

On April 7, the GUR claimed that a fire broke out aboard the corvette Serpukhov at Kaliningrad, the Russian port wedged between Poland and Lithuania. The Serpukhov is a Buyan-M class missile corvette, a small but heavily-armed vessel carrying up to eight antiship missiles and eight surface-to-air missiles.

The Ukrainian spy agency released what appeared to be a schematic of the vessel's internal spaces and a brief video of an incendiary device going off. The GUR said that the Serpukhov sustained substantial damage from the fire, including the destruction of its communications and automation systems. (These claims have not been independently verified.) Serpukhov was put out of action for at least six months, the spy agency claims.

At a recent press conference, GUR officer Andriy Yusov told Ukrainian media that this operation was carried out by a sympathetic Russian servicemember on board the ship. "This operation came as a shock to the enemy, and the FSB was furious," he said.

The Russian sailor in question had revealed his moral doubts about the Russian invasion to his commanding officer, and had attempted to resign - only to be referred to a psychiatrist. "He thought that I was not normal if I went against the Russian authorities," the Russian defector - code name "Goga" - said at the press conference. After this, his CO sent his request to a prosecutor to decide if criminal charges were warranted.

"The prosecutor read the report on my dismissal, said that I could not do that, and that this was the first and last warning. And he let me go. No sanctions were applied to me. I continued to serve on my ship," he told Ukrinform.

After his repeated attempts to leave the Russian Navy were turned down, he secretly joined a Ukrainian resistance movement, the "Freedom of Russia Legion." When the timing was right, he stole documents from aboard the Serpukhov, set fire to his own ship, and fled to Ukraine - where he remains.

Another Boxship Loses Power in Baltimore's Harbor

Bellavia appears to drift to port off Dundalk, July 1 (Pole Star)

On Monday morning, another boxship briefly lost power after leaving the pier at the Port of Baltimore, reinforcing concerns about navigational safety raised by the container ship Dali's disastrous allision with the Francis Scott Key Bridge in March.

At approximately 0005 hours local time on Monday morning, after a brief port call, the container ship Bellavia departed the pier at the Dundalk Marine Terminal at Point Breeze, Baltimore. AIS data shows that she was moving at about 1.5 knots as she got under way. By 0016, she slowed to 0.4 knots and appeared to be drifting east, towards the adjacent ro/ro pier. She regained power and returned to the quayside at Dundalk, never moving more than a few hundred yards from her berth.

Bellavia completed repairs and was cleared for departure by the Coast Guard later that day; she departed without further incident on Tuesday evening.

The Bellavia's power loss differed from the incident aboard Dali in at least one important way: it occurred within yards of the pier. This means that under the longstanding navigation rules and norms for Baltimore's inner harbor, the vessel had tugs hired in to assist. Two harbor tugs were already nearby and took up positions alongside Bellavia, AIS data shows, and they escorted the vessel back to the pier. Bellavia never posed a threat to Baltimore's remaining vulnerable bridge crossing, the Bay Bridge, which is located further seaward - where vessels do not have a tug escort.

Bellavia was the latest of three foreign-flag, deep-draft ships that reported a loss or reduction in power in the Baltimore region since the Dali incident in March, the Coast Guard told the Baltimore Sun. The paper has tallied more than 40 ships that lost propulsion, power or steering in Maryland's waterways over the last three years, illustrating the relative frequency of "dark-ship" incidents in an area with thousands of vessel transits per year.

Bellavia is a 19-year-old Panamax boxship owned and operated in Germany. Her Equasis record shows that she accumulated 25 deficiencies in three port state control inspections last year, including citations related to propulsion equipment, auxiliary engines, oil filtering and fire safety equipment.

Ports Call for U.S. to Delay 25% Tariff on Chinese Manufactured STS Cranes

America’s port community is pushing back on a plan by the Biden Administration to impose a 25 percent tariff on Chinese manufactured port cranes coming into the United States. It is the latest step in a politically charged issue that began over a year ago with accusations that the Chinese cranes were spying on American ports and could be controlled from overseas.

The Biden administration in February launched an initiative to increase port security in response to the accusations of spying and the near total monopoly of the market by Shanghai Zhenhau Heavy Industries (ZPMC) which claims 80 percent of the worldwide market for large container cranes. In the latest step, the U.S. Trade Representative Ambassador Katherine Tai announced plans to raise the tariff on ship-to-shore cranes to 25 percent effective August 1. It was part of a larger widescale range of tariff increases proposed for everything from electric cars to semiconductors, steel, battery and solar equipment, and on to medical gloves and synergies.

The American Association of Port Authorities released its response letter provided during the commentary period for the tariffs emphasizing the potential danger and negative financial impact since there are no domestic alternatives available. They highlight that despite the administration’s efforts to reshore crane manufacturing it will be years before a competitor will be available.

Cary Davis, AAPA’s president and CEO asserts the tariff “will not meet its stated objective.” The association points to the potential for negative outcomes highlighting the harm to port efficiency and capacity, strained supply chains, increased consumer prices, and a weakened U.S. economy.

At least seven U.S. ports they said currently have 35 STS cranes on order from Chinese manufacturers. All these orders were signed before the tariff was announced. AAPA calculates that the tariff will cost the ports an additional $131 million in new and unexpected costs. AAPA is collecting data on anticipated future purchases and reports it has already learned of plans to buy at least 61 additional STS cranes.

AAPA is calling on the U.S. Trade Representative to delay the implementation of the increased tariff at least until a domestic manufacturer is able to provide an alternative. They warn ports could be forced to cut back on their investments if they have to pay the tariff.

To aid with the development of the industry, AAPA reports it launched a survey of ports and terminal operators. They are working to compile data on the plans for crane investments over the next five and 10 years. The data they said will help manufacturers to determine the opportunities in the market.

Charleston Takes Steps to Clear Backlog by Pausing Construction

After reports of persistent backlogs and congestion at the Port of Charleston, port officials highlight they are taking steps to reduce the frustrations. The goal is to temporarily pause the current construction at the container terminal to clear the backlog before proceeding.

SC Ports says it has been working through a ship backlog, following a two-day software issue in May and ongoing berth impacts at the Wando Welch Terminal related to toe wall construction along the wharf to maintain a 54-foot berth depth. After the port reopened from the shutdown due to the software problem as many as 20 ships were waiting. At the end of May, 10 days after a two-day shutdown due to a software problem, there were a dozen or more containerships still waiting offshore as the port continued to work through its backlog while also servicing incoming vessels. By late June, the backlog was down to seven ships.

Contributing to the challenges, in March construction began on the toe wall at the Welch terminal. They are installing steel sheets along the wharf. For most of the spring, the terminal was able to accommodate three ships, but as the project progressed, they closed one of the three berths causing longer wait times for vessels.

Beginning July 3, SC Ports will pause work on the toe wall project to open all three berths at the Wando Welch Terminal. They reported that the backlog had been reduced to three ships at anchor but now they want to clear the wait so that the port can handle ships as they arrive.

The pause will last for two weeks until July 14 by which time they expect to handle ships as they arrive. When the work resumes, they expect an average 48-hour wait. This will continue until the late fall when they expect all three berths will reopen. The construction project is slated to run till March 2025, but the latest phases will not impact the berths.

Port of Chancay Creates New Competition in Latin America

The Cosco Shipping-owned Port of Chancay is nearly completed (Ministerio de Transportes y Comunicaciones) — The Chinese-owned Port of Chancay is nearly completed (Ministerio de Transportes y Comunicaciones)

According to Peru's Ministry of Transport and Communications (MTC), the construction of the new Port of Chancay is 80 percent complete and will be inaugurated in November, likely in the presence of Chinese President Xi Jinping. The launch of the Port of Chancay will strengthen Peru's maritime infrastructure on the Pacific coast, allowing transshipment of cargo to Chile, Colombia, Ecuador and Panama.

The main advantage of this new infrastructure will be the reduction of time and costs of the current maritime trade on the Pacific Coast, where, for the first time, Ultra Large Container ships with a capacity of 18,000 TEU will be able to dock. The transfer time of containers between Peru and China will be reduced from 35 to 23 days, which means a reduction in transportation costs of 30 percent. This cost reduction will be used by other countries such as Brazil, Uruguay, Paraguay and Bolivia to import and export their products. The Port of Chancay will allow companies to send cargo in these ships directly to China, instead of using smaller ships, which today must first go to Mexico or California, as is currently the case. The Lima Chamber of Commerce (CCL) projects that in the first phase, the Port of Chancay will handle between 30 and 40 percent of the national cargo destined for China and Southeast Asia.

Alongside the seaport, Peru’s Ministry of Economy and Finance has long been working on the creation of a Special Economic Zone (SEZ) with the aim of attracting large manufacturers. The goods from this zone will be distributed from Chancay to other Latin American countries. With the port of Chancay, Peru will have a strong impact at regional level, starting with Chile, Ecuador, Colombia and even Brazil, if it manages to integrate with the industrial zone in the inland city of Manaus.

The economic impact will be greatest for Chile, because Peru will be able to receive Post Panamaxes and Ultra Large Container Vessels (ULCVs), which do not have practical operational possibilities in other ports in the region. Chilean ports are too small for these larger, more efficient vessels, and as a consequence will become less competitive in trade with Asian markets.

As the inauguration date approaches, questions have arisen as to whether the construction of the Port of Chancay, where 60% of the shares belong to Cosco Shipping, is a project that brings only benefits to Latin America. Last week, the Peruvian ambassador Alfredo Ferrero presented American investors with an option to build the mega-port of Corio, a proposed site located in the coastal region of Arequipa, which requires an investment of $7 billion. The intention in soliciting American investment is to balance Chinese interests in the region – though the United States could also invest in a mega-port in Chile rather than in Peru.

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

Port officials highlight other interim steps including a flexibility to handle vessels at either Wando Welch or the North Charleston Terminal. Last week, they also reported the port and the International Longshore Union agreed to a framework for the future staffing of the port which will permit operations at the new Hugh K. Leatherman Terminal. The new terminal has largely been idle since it was completed due to the labor issues. Currently, only the MSC Michigan VII, the vessel that made the high speed exit from Charleston, is detained at the terminal while carriers have declined to dock at the terminal until the labor issues were resolved.

The port also highlights the flexibility of the carriers and new programs such as a virtual queue and flexible start times all designed to improve fluidity and reduce vessel waits.

Nigeria Seizes Massive Cache of Weapons Smuggled in Container from Turkey

arms seizure — Nigerian customs showing off the weapons seized at Port Harcourt's Onne Container Terminal (Nigerian Customs)

Customs officials in Nigeria seized a large cache of sophisticated illicit weapons hidden in a shipping container that originated from Turkey. One of the largest seizures in the history of Port Harcourt, it comes as the West Africa nation is grappling with rising crime fueled by illegal arms trade.

Though the authorities did not reveal the identity of the ship that transported the 40 feet container, they said it was of interest following a tip from intelligence organizations fighting transnational crimes. Customs was able to follow the container’s as it moved across the continents until its arrival at Onne Port, which accounts for over 65 percent of Nigeria’s seaports export cargo.

Despite the importer paying $2.7 million duty for the container and trying to smuggle it out of the port through a private bonded terminal, officials managed to impound it on June 21. They conducted a search of the container finding the weapons hidden among other items like doors, furniture, plumbing fittings, and leather bags.

The Nigeria Customs Service put the chase on display on July 1 at the port. They reported seizing 844 guns including both rifles and shotguns as well as 112,500 rounds of ammunition.

“In connection with this, we have three suspects in our custody,” said Bashir Adewale Adeniyi, Comptroller-General of Customs. “Furthermore, a thorough investigation is ongoing to ensure all those involved face the full wrath of the law.”

The seizure at Port Harcourt Area II Command, Onne, is the latest in a growing series of confiscations as Africa’s most populous nation continues to grapple with the illegal arms trade. Earlier this year, in mid-March, Customs seized arms and weapons during a routine inspection of imported goods in Lagos while in January, Nigeria’s National Drug Law Enforcement Agency intercepted another shipment of arms in Lagos, along with 1,274 parcels of cocaine and other drugs.

Research by non-profit organizations like the Institute for Security Studies (ISS) show that Nigeria’s seaports and waterways have become hotspots for illicit firearms trade that is controlled by corrupt security personnel and businessmen. Between 2010 and 2017, a total of 21.5 million weapons and ammunition were shipped into Nigeria. The illegal weapons are reported going to kidnappers, armed robbers, petroleum pipeline vandals, urban militias, ethnic militias, and cultists, with data showing that in 2020, Nigeria had an estimated 6.2 million arms in the hands of civilians.

A March ISS study highlights that firearm importers and traffickers use different strategies and concealment methods to smuggle firearms through seaports. The primary method is falsification of import papers and merchandise declarations.

HHLA Opens Hydrogen Test Field in the Port of Hamburg

[By: Hamburger Hafen und Logistik AG]

Hamburger Hafen und Logistik AG (HHLA) opened the first test field for hydrogen-powered port logistics as well as the corresponding hydrogen refuelling station in the Port of Hamburg today. The test field at the Container Terminal Tollerort (CTT) is another milestone on the path to decarbonising logistics. Together with its partner companies from the Clean Port & Logistics cluster, HHLA is testing the reliability of hydrogen to supply heavy goods vehicles during operations.

Angela Titzrath, Chief Executive Officer of HHLA, opened the test field today together with Dr. Melanie Leonhard, Senator for Economy and Innovation of the Free and Hanseatic City of Hamburg, Christian Maaß, Director of Heat, Hydrogen & Efficiency in the Federal Ministry for Economic Affairs and Climate Action, Antje Roß, Manager Port Networks and Applications, NOW GmbH and Dr. Lucien Robroek, President of Technology Solutions Division of Hyster-Yale Materials Handling, by successfully filling a hydrogen-powered tractor unit.

Angela Titzrath, CEO of HHLA: “We’re pleased to open the first test field for hydrogen-powered port logistics today. It enables us to test future technologies, gather valuable data and evaluate the results. In this way, we are shaping the sustainable future of logistics and continuing to invest in innovative technologies. We are sharing our findings with companies facing similar challenges in order to develop climate-friendly transport solutions together. Our objective is clear: We want to decarbonise the logistics sector and achieve our target of climate-neutral operations throughout the Group by 2040.”

Dr. Volker Wissing, Federal Minister for Digital and Transport: “With Clean Port & Logistics, a lighthouse project for the use of hydrogen in port logistics has been created at the Port of Hamburg. From forklift trucks to tractor units and trucks - the hydrogen infrastructure we are funding here is paving the way for climate-friendly logistics on site. I hope that the hydrogen test field will have a strong signalling effect thanks to the commitment of the port players. This is the only way we will succeed in making logistics in Germany climate-friendly.”

Dr. Melanie Leonhard, Senator for Economy and Innovation: “The opening is an important step for the Port of Hamburg. In future, it will enable the use of hydrogen-powered heavy goods vehicles at the terminals and beyond. The potential for the Port of Hamburg and the logistics sector is significant - for example, trucks that regularly come to the Port of Hamburg can also benefit from such an infrastructure in the future. The test field helps us to gain important experience in this area. HHLA and its partners are thus continuing to drive forward the transformation and decarbonization of handling and transport processes.”

Dr. Lucien Robroek, President of Technology Solutions Division at Hyster-Yale Materials Handling: “Hyster is a pioneer in the development of electric heavy-duty trucks including container handling vehicles powered by Nuvera® fuel cells. We are excited to be working with HHLA to uncover new possibilities and learnings as we begin testing the Hyster® hydrogen fuel cell-powered terminal tractor in a live port application. We continue to collaborate with forward thinking operations that are keen to explore new solutions as part of their journey towards both sustainability and efficiency.”

With the opening of the test field and inauguration of the hydrogen refuelling station, the required infrastructure is now ready to speed up the transition to emissions-free heavy goods logistics and port operations, and to drive forward the decarbonisation of logistics. Equipment such as straddle carriers, empty container stackers, forklift trucks, reach stackers, tractor units and trucks can be efficiently filled to 350 bar with green hydrogen. The refuelling station will be open to the public and thus also offers other companies the opportunity to test climate-friendly transport solutions. The check-in at the terminal requires registration in the passify app. You can find more information here.

Since 2022 HHLA has been working together with more than 40 partner companies from around the world in the Clean Port & Logistics cluster. The common goal is to develop solutions to bring hydrogen-powered heavy goods vehicles and terminal equipment to market quickly as well as to put in place the measures necessary for their use. The concepts developed by the working groups for operation, safety, maintenance, refuelling and supply are tested and optimised in practical operation in the test field at CTT. The first trials have been conducted at the refuelling station with equipment from Hyster-Yale, VWG Oldenburg and CMB.TECH’s hydrogen truck over the past few weeks. Their collaboration in CPL helps the companies on the way to decarbonising their processes and making meaningful, climate-friendly investments as they compile the necessary information and practical experience.

The cluster as well as the refuelling station received funding of approximately three million euros from the Federal Ministry for Digital and Transport as part of a national innovation programme for hydrogen and fuel cell technology. The funding guidelines are coordinated by NOW GmbH and implemented by Project Management Jülich (PTJ).

As part of the “Balanced Logistics” sustainability strategy, HHLA is aiming to become climate-neutral throughout the Group by 2040. To achieve this, HHLA has been relying on the electrification of its processes and equipment across Europe for many years. Hydrogen could make a significant contribution to the further decarbonisation of logistics. In addition to using hydrogen for its heavy goods equipment, HHLA is also active in the field of import and distribution. With its extensive European network of seaport terminals and intermodal connections, HHLA is very well equipped to take advantage of the opportunities in hydrogen import and transportation.

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

First Floating Import Terminal with a Hydrogen Cracker Planned for Germany

hydrogen import terminal — Barge with a cracker integrated will be the first floating hydrogen terminal (Deutsche ReGas)

Plans for the first floating terminal to handle the importation of hydrogen were announced as part of an effort to supply the alternative fuel to Germany’s industrial base. Deutsche ReGas and Hoegh-LNG, both of which helped Germany rapidly develop its LNG import terminals to replace Russian supplies, are teaming up to develop the new hydrogen facility.

The companies have signed an agreement in principle to realize the “H2-Import-Terminal Lubmin.” The terminal will be the world’s first floating import terminal for the industrial-scale conversion of green ammonia to green hydrogen. They expect the terminal to be in operation from early 2026.

“Our H2-Import-Terminal Lubmin is a key building block for decarbonization of the industrial regions of eastern and southern Germany,” said Ingo Wagner, managing director of Deutsche ReGas. The H2-Import-Terminal Lubmin strengthens Mecklenburg-Western Pomerania's position as a green energy powerhouse. We are excited about this next step in our cooperation with Höegh LNG."

The transportation of hydrogen and important will facility using a carrier. Ammonia is viewed as the best carrier but it requires technology to split out the hydrogen. Hoegh LNG reports it has developed a green ammonia cracker technology that will be embedded into the barge. It will serve as an industrial pilot for the conversion and decarbonization of FSRU’s in Germany.

“By adapting existing marine infrastructure elements with our innovative cracking solution, we can provide access to cost-competitive hydrogen within the next few years,” said Erik Nyheim, CEO of Hoegh LNG. He predicts that importing hydrogen from global producers overseas is key to achieving industrial decarbonization.

Deutsche ReGas will provide the on-shore terminal infrastructure and the overall coordination of the entire project, including permitting and the marketing of the import capacities at the terminal. The companies highlights that the expertise, technology, and infrastructure elements are already existing, after the development of the LNG terminals using floating storage vessels from Hoegh.

The terminals were developed and opened in late 2022 and early 2023 using vessels chartered from Hoegh and others. Deutsche ReGas became the only privately financed LNG-terminal operator in Germany in 2023. The company first positioned a vessel in Lubmin using a shuttle tanker approach due to the small size of the port. The operation was later relocated to Mukran.

The cracker technology will produce around 30,000 tons of hydrogen per year. The companies plan to feed into the hydrogen core network via the existing feed-in point at the Deutsche ReGas Terminal in the port of Lubmin.

Germany’s industrial heartland is viewed as one of the early users of hydrogen as an alternative fuel. The area is viewed as one of the challenging industries to convert from foil fuels and reduce emissions. The goal is to use this project to provide a model for global decarbonization.

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